COPENHAGEN INDEX

International Cycling-Friendly Standards

The 14 Parameters

Source : Public Transport Council. Comparison of Rail Fares Between Singapore and 35 Major Cities Around The World. https://www.ptc.gov.sg/docs/defaultsource/publications-and-papers/180305-2-ptc-cities-comparison-report-2016.pdf

Cost of Living Comparison Between Netherlands and Singapore. https://www.numbeo.com/cost-of-living/compare_countries_result. jsp?country1=Netherlands&country2=Singapore

Public Transport Utilisation - Average Daily Public Transport Ridership. Data.gov.sg. https://data.gov.sg/dataset/public-transport-utilisation-averagepublic-transport-ridership

1. Advocacy

How is the city’s advocacy NGOs regarded and what level of influence does it have?

2. Bicycle Culture

Has the bicycle re-established itself as transport among regular citizens or only sub-cultures?

3. Bicycle Facilities

Are there readily accessible bike racks, ramps on stairs, space allocated on trains and buses and well-designed way finding, etc?

4. Bicycle Infrastructure

How does the city’s bicycle infrastructure rate? R

5. Bike Share Programme

Does the city have a comprehensive and well-used bike-sharing programme?

6. Gender Split

What percentage of the city’s cyclists are male and female?

7. Modal Share For Bicycles:

What percentage of modal share is made up by cyclists?

8. Model Share Increase Since 2006

What has the increase in modal share been since 2006 - the year that urban cycling started to kick off?

9. Perception of Safety

Is the perception of safety of the cyclists in the city, reflected in helmet-wearing rates, positive or are cyclists riding scared due to helmet promotion and scare campaigns?

10. Politics

What is the political climate regarding urban cycling?

11. Social Acceptance

How do drivers and the community at large regard urban cyclists?

12. Urban Planning

How much emphasis do the city’s planners place on bicycle infrastructure - and are they well-informed about international best practice?

13. Traffic Calming

What efforts have been made to lower speed limits - for example 30 km/h zones - and generally calm traffic in order to provide greater safety to pedestrians and cyclists?

14. Cargo Bikes and Logistics

Is the city embracing the potential of cargo bikes - both for private citizens and businesses?

European Cycling Cities

Critical Understanding of Cycling Strategies

Singapore Groningen Copenhagen

Cargo Bike

Additional Carriage and Parking

Does current parking areas enough for cargo bike parking?

Is cargo bike available for sale?

PLUSnet

Communication while Cycling

Does Singapore pedestrian path and vehicular lane has enough space for more than 1 bike lane/path per direction?

1 Good Cycling Tracks All Year Round

Law Protection

Against liability in traffic accidents

How much rights can we give to cyclist without disrupting current road condition?

Viable

Transport Option

For a knowledge-intensive economy

Can our CBD integrate cycling possibility? How can we integrate optimal pedestrian and public transport facilities with cycling? How to balance the ratio of ridership of different transport nodes?

3 Constant Momentum Building of Bike Underpass to Overcome Obstacles

Greater Accessibility

Barrier Free MRT, Pedestrian Overhead Bridges with Ramp

Cycling Infrastructure Comparison

Critical Understanding of Cycling Infrastructure Case Studies SINGAPORE GRONINGEN COPENHAGEN BARCELONA

Will these facilities and infrastructure serve as assests or liabilities for cyclist?

Facilitating Cycling

Additional Bicycle Facilities and Infastructure

Cycling Lanes

Designated cycling lane highlighted in blue to alert drivers and pedestrian, maintain cyclists’ connectivity for cyclist and upkeeping their momentum

Designated cycling lane highlighted in red to alert drivers and pedestrian, maintain cyclists’ connectivity for cyclist and upkeeping their momentum

Designated cycling lane with bicycle icon or highlighted in red to alert drivers and pedestrian. Furthermore, street elements such as curbs and bollards are placed to serve as physical barrier, increasing cyclist safety

No proper cycling lane, however, there’s a system where cyclist share lane with public buses, this highlights the multifunctional and adaptability of roads during different situations

Will cycling be an important transport node to be used in unfavorable condition?

Are our pedestrian accessibility aiding infrastructure a hindrance for cyclist/neglecting cycling uses?

Are our focus concentrating too much on intra-town development and neglecting generic enforcement of inter-residential town? Retrofitting old residential towns?

5 Cyclist Adaptability of Using Bike Lane or Path

Designated cycling paths clearly separates pedestrians from cyclist, however street layout has been may isolate interaction between cyclist and pedestrian

Designated cycling paths is not as bluntly in separating pedestrians from cyclist, this allow a more harmonious street dynamic

Similar to Groningen, Copenhagen designated cycling paths allow a more interaction between pedestrian and cyclist, giving a more recreational approach towards commuting

Very distinct and clear separation of cycling paths demarcated with vibrant red paving material. Speed regulating strips help to reduce the cyclist’s speed This also gives opportunity for cyclist to interact with pedestrian

Is the transition of Cycling town to typical town smooth?

2 4 6 Smooth Bike Path / Lane High Maintenance Sustainable Strategies Smart technology, Low cost Willingness to Share Openness to share footpath

Cyclist and Vehicles generally head towards the same direction, a systematic approach which enhance one directional momentum however, it also restricts cross directional movement.

Cyclist are given the advantage to do cross directional crossing which boost their convenience and accessibility to designated areas which are adjacent from their initial location, however this system creates conflicts amongst drivers, increasing risk of road accident and lowers driving experience

Junction Crossing for cyclist is isolated from pedestrian designated path to minimise cogging of traffic islands or waiting points.

Small junctions, easier to manage & control flow of pedestrians / cyclist with effective traffic control elements (additional traffic crossing timing can be given to senior citizens, sensory path to allow more access time and frequency to cross)

Is our current vehicular pedestrian infrastructure feasible for riding?

Is there smart tech but low cost innovations to mitigate climatic conditions in Singapore?

With the increase of cyclist on road, will the willingness of sharing be affected thus affecting current riders-pedestrian relationship?

Source : The City of Copenhagen’s Bicycle Strategy, 2011-2015. http://www.eltis.org/sites/default/files/case-studies/documents/copenhagens_ cycling_strategy.pdf Groningen, Cycling City, Cycling Strategy, 2015 - 2025. https://groningenfietsstad.nl/friksbeheer/wp-content/uploads/2016/05/ Groningen_CycleCity_Strategy_2015-2025.pdf Land Transport Master Plan, 2013, Singapore. https://www.lta.gov.sg/content/dam/ltaweb/corp/PublicationsResearch/files/ReportNewsletter/ LTMP2013Report.pdf

Pedestrian crossing is not as clearly demarcated as compared to Copenhagen and road infrastructure contributes for better cycling experience has affected pedestrian flow

Though pedestrian crossing does not have bold demarcation with only dotted white lines, due to the ratio of pedestrians compared to cyclist on the street, crossing has stayed to be pedestrian centric

Dotted white lines at the border to indicated shared pedestrian & cyclist crossing. Weak control of flow

Cycling Infrastructure Comparison

Critical Understanding of Cycling Infrastructure Case Studies

Singapore Groningen Copenhagen Barcelona

Bicycle Parking

Indoor bicycle park areas on top of outdoor parking are often available to meet the demands for the huge pool of cyclist in Copenhagen. However, unlike Groningen, the amount of bicycle is lesser which result to better looking parking condition

Indoor bicycle park areas on top of outdoor parking are often available to meet the demands for the huge pool of cyclist in Groningen. However, there are too many bicycles which results parking area to be overly packed

Bicycle parking are mainly in outdoors and not always in good condition

Bicycle parking can be found both in sheltered and open-air outdoors and can be parked both personal and shared bike

Groningen

Singapore

A) Absence of Kerb Physical barriers such as curb that also served as disturbance to cyclist and pedestrian is hardly present on street that drastically improve walking and cycling flow.

A) Adequate amount of road lamps that retain safety for bike riding at night

Copenhagen Barcelona Street Elements

A) Utilising street trees to caste shading on street increasing riding and walking comfort while increase street attractiveness

A) On-road markings “LOOK” alerting pedestrians & cyclist when crossing

B)

On top of bike lanes being generally gentle, some bike lanes installed rubber poles with reflective surface are beside vehicular road to provide better demarcation and road awareness both day and night

Bike lanes are generally gentle which makes it easily for cyclist of all age and condition to ride

Bike lanes with the opposite direction are placed together to allow adaption of lanes during different periods in the day

Bike lanes are mostly unavailable which makes it difficult for cyclist to cycle on road as safely as other countries. However, this also reduce the need of designated space for a new lane in the already confined road space in Singapore TYPES

B) Lack of elevation difference on streets may result to flooding prone scenarios that eliminates cycling or walking as a choice to commute

B) Insufficient road signage to address informal crossing of cyclist that possibly affect traffic condition. Cyclist law enforcement may be overly protective towards cyclist

B) Road buffer is well integrated with landscape elements to soften streetscape

B) Road marking at informal crossings, to alert drivers / cyclist / pedestrians blue demarcation

B) Cyling lane with only red demarcation and duel directional Cycling path by Street Barrier Elements with clear demarcation of the direction of flow. Street Barrier Elements are also coated with white strips to create more awareness especially amongst drivers

C) Streets do not have car parking on mid-big roads that allows room for cycling lane,small streets do not have cycling demarcation thus allowing street parking which ease congestion around the major roads while utilising the mobility of cycling which can easily manoeuvre in small streets.

Shared bike cycling areas is demarcated by white stripes, this method is easily applicable and adjustable on roads dependent on the changing frequency of parking

Shared bike cycling areas is demarcated by white stripes, this method is easily applicable and adjustable on roads dependent on the changing frequency of parking

Shared bike cycling areas is designated according to the specific bike brands to allow better way finding, maintenance and outlook. However, this also restricts door to door transportation and parking may be inaccessible to certain users

Shared bike cycling areas is demarcated by yellow stripes, this method is easily applicable and adjustable on roads dependent on the changing frequency of parking

Asian Cycling Cities

Critical Understanding of Cycling Strategies

Cycling Loop System

Critical Understanding of Cycling Strategies

Singapore

Longer Journeys

Heading into the city for shopping, commuting to work, are almost exclusively taken by train

Road Conditions

Hostile / narrow crowded sidewalk shared with pedestrians, a stressful experience

Minor Destinations

Residents have to cycle no more than 5 to 10 mins to reach supermarkets, kindergartens, schools, doctors, dentists, in fact most necessities for everyday living are just a short ride away

Asian Cycling Cities

Critical Understanding of Cycling Strategies

JAPAN

Streets | Weak & No Distinctive Cycling Path

Junctions | Bold & Distinctive Cycling Lanes

Streets | Bold & Distinctive Cycling Path

Junctions | Weak & No Distinct Cycling Lanes / Markings / Logos / Strips

Cycling Lanes in Japan & Singapore

Japan Japan Japan & Singapore Japan & Singapore

Bicycle tack within sidewalk visually segrated from pedestrians by road marking

Cross - Reference

Singapore Cycling Planning Strategies

Critical Understanding of Cycling Infrastructure

CROSS JUNCTION INTEGRATION

MAJOR JUNCTION

Transitional Zone within

1 - Cyling Path and Cycling Lane

2 - Lateral and Longitudinal Flow

3 - Cycling Path and Pedestrian Path

4 - Pedestrian Traffic Crossing and Cycling Traffic Crossing

CROSS JUNCTION INTEGRATION

MAJOR AND MINOR JUNCTION

Dual Zone within

- Cycling Path and Pedestrian Path

- Cycling Lane and Vehicular Lane

Source : Chapter 21, Cycling Path. https://www.lta.gov.sg/content/dam/ltaweb/corp/Industry/files/SDRE(2014)/SDRE17-21%20CYC%201-10-1DEC17.pdf

Transitional Zone within

1 - Cycling Direction

2

- Cycling Priority Area

3 - Conflict Zone

4

- Cycling Lane Position

5 - Intersection Zone

CYCLING CITIES JAPAN & SINGAPORE

Critical Understanding of Cycling Strategies JAPAN

Compare & Contrast

Japan

Cycling Lanes (Road)

Designated cycling lane highlighted in blue to alert drivers & demarcate it just for cyclists (only in specific areas)

No cycling lanes, cyclist cycle on bus lane and along road with no proper infrastructure

Designated cycling lane highlighted in blue to alert drivers & demarcate it just for cyclists (only in specific areas)

Street Elements

Cycling Paths

Junction

Designated cycling paths where it is separated from pedestrians to ensure safety. Placement of overhead & on-road sign ages & markings.

Hong Kong needs an upgrade for their cycling paths in their downtown city, much focus is on recreational cycling along countryside with scenic views

Taiwan is developing their cycling path, however there’s still lots to catch up. Cycling paths are separated with green buffer from pedestrian paths.

No proper cycling lane, however, there’s a system cyclist share lane with public buses

A) Row of Plastic Poles

Physical element to indicate separation, very distinct

C) Barricade along cycling lane 500m in height

A) On-road markings “LOOK” alerting pedestrians & cyclist when crossing

Very distinct and clear separation of cycling paths demarcated with vibrant red paving material. Speed regulating strips help to reduce the cyclist’s speed

Types of Paths

B) Elevated small kerb to separate vehicles & cyclist

D) Metal Railings along cycling lane, separating vehicles & cyclist 1000mm in height

B) Road marking at informal crossings, to alert drivers / cyclist / pedestrians

Pedestrian Crossing

Huge size of junctions where cyclist could feel unsafe & out of scale.

Diagonal crossings which could create very high conflict areas

Small junctions, easier to manage & control flow of pedestrians / cyclist

A) Segregated Pedestrian and Cycling path by overhead Signages & a simple white strip

C) Dual way cycling path, pathway for mothers with pram, pedestrians

A) Segregated Pedestrian and Cycling path with speed regulating strips a simple white strip

C) Wide shared pathway with distinctive red paving material to demarcate cyclist & pedestrians

Distinct white strips to inform people, this crossing is specifically for pedestrians + cyclist. Very wide but not every crossing has a clear demarcation of where pedestrian & cyclist are separated to cross

Distinct yellow strips to inform people, this crossing is specifically for pedestrians + cyclist. Very wide but not every crossing has a clear demarcation of where pedestrian & cyclist are separated to cross

Dotted white lines at the border to indicated shared pedestrian & cyclist crossing. Weak control of flow

B) Segregated Pedestrian and Cycling path by Green Buffer (strip)

D) Wide shared pathway without any indications of separation

B) Segregated Pedestrian and Cycling path by Green Buffer (strip)

D) Wide shared pathway with logo markings & speed regulating strips help to reduce the cyclist’s speed

Lta Policies

Principles of Cycling Planning in Singapore

WALK, CYCLE, RIDE

Building a cycling network across the island and redesigning streets so pedestrians, cyclists, buses and cars can co-exist.

make walking and cycling real alternatives as first and last mile solutions so we can travel “car-lite”.

Every HDB town will have its own cycling network by 2030. These cycling paths will connect commuters from their homes to MRT stations and bus interchanges, and nearby key amenities such as shopping malls and schools.

INTRA-TOWN NETWORK

Every HDB town will have its own cycling network by 2030. These cycling paths will connect commuters from their homes to MRT stations and bus interchanges, and nearby key amenities such as shopping malls and schools.

We’re installing more direct cycling links to connect 12 MRT stations to park connectors nearby so cyclists can make easier and safer first-and-last-mile commutes. See locations of these cycling links.

And to keep our streets safe for all users, always give way to pedestrians, and slow down at high-pedestrian areas such as bus stops. We encourage everyone to follow these rules and code of conduct.

Overall Road Connectivity Map

Potential link into and within one-north Connecting the potential link

Source: https://www.lta.gov.sg/content/ltaweb/en.html

Land Transport Master Plan, 2013, Singapore. https://www.lta.gov.sg/content/dam/ltaweb/corp/PublicationsResearch/files/ ReportNewsletter/LTMP2013Report.pdf

PROPOSED PCN PRIMARY ROUTE SECONDARY ROUTE RECOMMENDATION

GREEN SPACE DEVELOPED PARKS UNDEVELOP PARKS WATER CANAL MRT STATIONS ROAD SYSTEM

PRIVATE LOBBY F&B COMMERCIAL EDUCATION VACANT

GREEN SPACE DEVELOPED PARKS UNDEVELOP PARKS WATER CANAL MRT STATIONS ROAD SYSTEM

LINKING THE KEY NODES OF ONE-NORTH MAKING THE GREEN SPINE A CONNECTOR

WALKABILITY & CYCLABILITY CONSIDERATIONS

All the considerations are summarized from literature review. Whole studio voted for top 10 from a professional perspective.

1.Continuity And connectivity

Variables Rationale

A- Obstructions (For walking & Cycling) (Cyclability Walkability)

Vote-11

B-Intersections (Cyclability Walkability)

Vote-2

Permanent path obstructions / Obstacles -for walking -for cycling

Suggested Measurement method Reference

The component of connectivity Map out the obstructions: Poles; Signs; Driveway crossover…

-Intersections -Distance walked Intersection density increase the odds of cycling due to increased connections

Proper walking distance encourages walking trips from the property to other destinations Intersection density increase the odds of cycling due to increased connections

Proper walking distance encourages walking trips from the property to other destinations

C-Destinations (Cyclability)

Vote-6

-Connectivity to destinations The greater the number of assessed destinations, the more connected the town

D-Cycling routes proportion (Cyclability)

Vote-9

E-Vertical transport (Walkability)

Vote-0

-Shares of cycling routes relative to total urban network

Provides an understanding of the planned connectivity in the urban area

Count of number of intersections in 400m grid, scored from 1-5, from 0 to >60 intersections

Scored from 1-5, from small block size to big scale block size. intersection in 400m grid, scored from 1-5, from 0 to >60 intersections

Scored from 1-5, from small block size to big scale block size.

(Terri Pikora et al.,2000)

(FCL,2015)

ASpeed limitation (Cyclability Walkability)

Vote-9

Variables Rationale Suggested Measurement method Reference

-Lower speed limits for vehicles

-Traffic calming facilities

-Traffic volumes

A component of safety Reduce the speed of vehicles

Score of 1-5, from 80km/h;60km/h;60km/h;40km/ h30km/h

Count the number of Traffic calming measures.

((Active Living Research,2013) (FCL,2015)

(Thijssen et al.,2000)

(Forsyth Ann et al., 2015)

BStreet parameters (Cyclability Walkability)

Vote-5

Count of number of destinations

Scored from 1-5

(Winters et al.,2013)

(P.P.Koh & Wong,2013)

CLighting condition (Cyclability Walkability)

Vote-3

DSight lines (Cyclability Walkability)

-Separation Path location (how close is the path to the edge of the street/road?)

Record traffic volume on site Score of 1-5 from Little volume to High volume

May out the Separation typeshorizontal/ vertical Estimate the distance between the path and the edge of the road.

Score of 1-5, from Next to More than 3m from kerb

(Terri Pikora et al.,2000) (FCL,2015)

-Lighting cover the path area

A component of sense of safety, also could be a consideration of the safety of riding at night

Does the lights positioned to shine over the path area?

Yes-5 No-1

(Terri Pikora et al.,2000)

A calculation: Total length of cycling routes (km)/total length of urban road network Scored from 1-5

(Winters et al.,2013)

(Council,2000)

(Harbutt & Richardson,2000)

Vote-0

-Good sight lines for users

-Sight lines from others(Street surveillance)

-Proportion windows at street level

Good sight lines increase sense of safety

Windows on the road create surveillance

Score of 1-5, from good sight lines to bad sight lines

Note the proportion of streetlevel façade on your side that is covered by windows of any size.

(Ewing Reid et al,2009) (Forsyth Ann et al., 2015)

-Vertical transport A component of connectivity Map out the vertical transport, account the number and scored from 1-5

F-Continuous Greenery -Connected greenery in cyclists’ view

A component of connectivity Continuous canopy, and more continues shrub and groundcover greenery continuing in 8-10s.

(FCL,2015)

EPerceived and actual crime figures (Cyclability Walkability) Vote-0

-Perceived and actual crime figures

A component of sense of safety

Research online (Forsyth Ann et al., 2015)

(Lu yu etal,2018)