Improving Streets of Downtown Kuala Lumpur by studio 25

Improving Streets of Downtown Kuala Lumpur Studio 25 / Think City

25 October 2017

STUDIO 25

Executive Summary

This page is designed to pictorially represent the ratio of space available for pedestrians as compared to vehicles.

ratio of

1:3

Âą

pedestrian pathways versus vehicle lanes This WHITE SPACE in the centre is the only clear walkable space with Universal Access Standards, and the RED SPACE is allocated to Vehicular Traffic.

1:9.10m2

pedestrian to vehicular space Ratio is based on the segments of streetscape surveyed within the Study Area, with a measurement of available 1.2m width for pedestrian pathways and an average of 3.15m for all Urban roads

39.53km pedestrian pathways

31.87km vehicular road

±77% inaccessible by

82% fair to new

33% no vegetation

8% bus lanes

Universal Access Standards

road condition

72% no vegetative

18% on-road parking

89% no bench /

82% illegally parked

80% no bins or

63% streets have low /

shade

sitting area

singular bin only

50% / 8% clean / very dirty streets 367 crossing points ±79 / ±9% no crossing provision /

space available

vehicles on vehicle lane & pedestrian pathways

moderate lighting

2.3:1 roadname sign to a junction

31.87 km of vehicular roads are mostly in good condition, however, are faced with illegal parking, lack of road signs at junctions, low lighting and lack of bus lanes.

proper crossing provision Across 39.53km of pedestrian pathways, about 77% are inaccessible by Universal Access Standards for Active Mobility (PWDA, pedestrian and cyclist). Most pedestrian streets are not conducive for walking with no shade, vegetation, benches, bins or crossing provisions. 2

Objective

The aim of this study is to conduct an assessment of the existing street conditions of downtown Kuala Lumpur and to propose strategies to make these streets better utilised, more pleasant and practical for their various users (pedestrians, cyclists, motorists, motorcyclists, public transport users and users of other means of transportation). The surveys were confined to streetscapes only. After the initial findings from the pilot project, the objective of the project became more biased towards Active Mobility; People with Different Abilities (PWDA), pedestrians and non-motorised vehicles. The engagement period started in late December 2015 and is due to end on 31 August 2016. The survey period was initiated from March to July 2016.

With a vision to re-populate the streets and to meet social needs, the ISD Report findings hope to complement existing projects and infrastructures by focusing on equal accessibility and equity to space, with proposals for transitional stages. Active Mobility (A.M) is defined as selfpowered movement or a means of travel that requires physical effort like walking, cycling and the use of non-motorised vehicles. A.M. supports self-sufficiency, good wellbeing and health.

Active Mobility

To complement existing projects & infrastructures by focusing on equal accessibility and equity to space

The rating approach is based on a “glass half empty” philosophy; a conservative assessment whereby if a street segment shows a 50 / 50 neutral condition, the rating would be partial towards a lower rating. This approach is aimed at promoting improvements, striving for better amenities, and eliminating mediocre conditions.

Passive Mobility

Ideal Traffic Hierarchy

Reality Traffic Hierarchy in Kuala Lumpur Context

Strategies

Study Area

Think City’s study area comprises of 219 hectares and traces an approximate perimeter of one-kilometre radius around Masjid Jamek, the symbolic centre of Kuala Lumpur.

The sections and their given names, followed by their respective area size, are listed below: Section A – Masjid India 50 ha Section B – Bukit Nanas 30 ha Exceptions are the inclusion of the South West Section C – Dataran Merdeka 30 ha area / Section F and the northern tip of Section Section D – Old City Centre 17 ha A / Heritage Row, which are situated outside Section E – Chinatown 50 ha of the one-kilometre radius. Section F – Botanic Garden 42 ha The study area was divided into six main sections. These sections have distinct characteristics and structure. The sections’ perimeters are formed by natural features (river), legacy borders* and major modern roadways. Each section can be further subdivided, but for the purpose of this report, these six sections are surveyed as a one zone.

*footnote Legacy borders is a term given to boundaries that were set in place during the founding of the city. Today, it still forms a distinctive line between Upper and Central City Centre. “The boundary between the Malay quarter and the Chinese settlement around the square was a rough track, later to be called Java Street (and then Mountbatten Road and nowadays, Jalan Tun Perak).” Excerpt taken from J. M. Gullick, Old Kuala Lumpur, Oxford University Press 1994.

Pedestrian Accessibility & Crossing

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Pedestrian

Pedestrian Pathways Accessibility The availability of Pedestrian Pathways, with a minimum 1.2-metre clearance, the equivalent to the width of a wheelchair and one pedestrian.

Pedestrian Path Condition & Crossing Pattern

0 - No provision available 1 - Below 1.2m with major obstacle 2 - Below 1.2m with minor obstacle 3 - 1.2m or above with major obstacle 4 - 1.2m or above with minor obstacle 5 - Clear uninterrupted condition on entire segment & beyond

Based on surveys of all six sections, the overall observation shows that although some areas are partially pedestrianised, most areas lack continuous walking paths and the existing paths are either riddled with barriers or their surfaces uneven and hazardous.The markings for pedestrian crossings are either faded or the crossing is non existent.

Pedestrian Crossing Availability of crossings and provisions at junctions. The facilities for crossing containing the 3 cores — wheelchair ramp, standard road and street sign markings and traffic light signals, and others like traffic calming features and proper space allocation.

High contact or conflict between vehicular and pedestrian usage is a common issue that is mainly attributable to user behaviour. Traffic obstruction or encroachment on pedestrian paths are rampant. Static obstructions include utilities, amenities and building extensions while live encroachment include vehicles, street vendors, spillover goods or shop deliveries at mainly F&B outlets in commercial areas. There are numerous untapped, fine-grained network of back alleys. Areas like Heritage Roads or Heritage Architecture need special attention or treatment. The Community Service Centre for the Deaf needs special attention to improve their connectivity and accessibility.

Pedestrian Footfall Day

The Plaza Rakyat LRT area has been slated for a new commercial development. Of the entire rail network, the Plaza Rakyat station has the poorest accessibility despite being one of the most important transport nodes. However, this area will see a significant increase in footfall once the Warisan Merdeka building and the two new MRT stations are completed. There is good potential to create a tourism pedestrian corridor that links north of Masjid India with Dataran Merdeka, continue towards National Mosque and Museum Negara and finally ending in Brickfields though the KL Sentral MRT underpass or through Planetarium to the new proposed KL Central Park.

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Pedestrian Footfall Night

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ave ve e ra r a e K ua rag u a l a L um ump ur u walkin g spee pee e e d 3 .5 ee 5 –4 k m h / 66 8 mi nu utes

In addition, Buffer Areas for Heritage Roads/ Architecture / Significant POIs as NODES should be identified. A transition to Pedestrian Zone can also be introduced. Initiate hygiene training and waste management system, especially amongst street vendors and grocers. Additionally, designate a proper rubbish collection site with clearing and cleaning schedule. The back alleys can be developed to complement a pedestrian corridor network and to support increased traffic in the future.

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Suggestions to enhance pedestrian’s experience include a timely evaluation and improvement on walking paths’ accessibility, connectivity and crossings or desired lines. Create safe, hazard and barrier free paths for pedestrians along main roads or high footfall areas, for example a Pedestrian Plaza.

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Furnishing Vegetation

overhead

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Recommendations include creating well-maintained Green Nodes with suitable greenery along main thoroughfares. Seating areas that double as signage can be installed within all Nodes.

Signage It is common on the roads for users to violate traffic rules and signals. In some areas there are too many signs in one spot, either official or non-official, which confuses users and results in a failure to abide by the correct road rules. There is a lack of POIs signage whilst directional signage to transit points are poor or non-functioning. There is no roundabout connection to National Mosque. This area needs more attention to address its connectivity issue.

Furnishing Street Lighting

Signage Instructional

Sttu ud dy y Are rea a

Generally, these areas lack greenery and seating areas. The number of bins are limited and inconsistently placed. In addition, obstruction and encroachment contribute to waste and pest issues. Most areas suffer from insufficient or inappropriate street lights for night time illumination.

Furnishing General Cleanliness

Signage Destination & Directional

Furnishing

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e d 3 .5 5 – 4 k m h / 66 8 mi nu u tave eve se ra r a e K ua rag u a l a L um ump ur u walkin g spee pee e e d 3 .5 ee 5 –4 k m h / 66 8 mi nu utes Vegetation Green landscape and foliage prepared and managed by City Council. 0 - None: no greenery, exposed earth 1 - Only ground cover, or poorly managed green area 2 - Bush fencing, ground cover, or fairly managed green area 3 - Overhanging foliage, bush and ground cover 4 - Well managed, good amount of foliage for entire segment & beyond Signage Position facing traffic flow. Waypoint of items were noted. Photo documentation was required for these items, image numbers are logged onto Sttu ud dy ymap Are rea a included in the deliverables and and attached to the appendix.

Alll A ll Se Sect ctio io on ns s – Sttu ud dy y Are rea a

Signage is0 broken down to 400 the 300 3 30 0 40 4 0 00 50 00following M 10 00 0 categories:

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Directional Point of interest, transit points, road names Destinational Road names

Furnishing Bin

1 : 3, 3 500 at prr int i nt n si ze A3 Instructional e d 3 .5 5 – 4Stop k m hsign, / 66traffic 8 mi light nu u tave eve se ra r a e K ua rag u a l a L um ump ur u walkin g spee pee e e d 3 .5 ee 5 –4 k m h / 66 8 mi nu utes

Vehicular Parking & Parking Pattern

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heavy

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Vehicular

Vehicular Lane & Direction Documents the number of lanes and direction according to road markings, excluding bus lanes and specially allocated traffic lanes. Width of lanes varies from 2.75m to above 5m per lane.

Illegal parking or encroachment by Heavy Good Vehicles (HGV), street vendors, taxis, bus lines or law enforcement vehicles on paths or roads create barriers to pedestrians, bottlenecks and disrupt traffic flow. Damaged and degraded walking path surfaces are commonly found in most areas. Motorcyclists have a tendency to use pedestrian paths as shortcuts. Roads leading to or at high tourist attractions constantly suffer from congestion due to the large number of tour and regular vehicles (some indiscriminately parked), which lead to a decrease in road capacity.

Vehicular Road Condition

Transit Position of transit points. Transit meaning public transportation is available and includes stop, stand and station terminals.

Suggestions to ease vehicular traffic include time evaluation and improvement on paths accessibility, connectivity and crossings / desired lines. Create safe, hazard and barrier free paths for pedestrians along main roads or high footfall areas like a Pedestrian Plaza.

Vehicular Lane & Direction

Identify Buffer Areas for Heritage Roads / Architecture / Significant POIs as NODES and introducing the Pedestrian Zone Transition. In addition, identify and create strategically placed designated delivery areas or establish designated delivery time to encourage or revitalise porters service. And create an alternative and safe passageway for students to get to their guardians.

Transit Air, noise and chemical pollution seem to plague these areas, characterised as hard urban landscapes. High vehicular traffic areas lack greenery and some areas suffer from pollutants flowing directly into the rivers. Directional signage to transit points are poor. Taxi drivers form illegal lines and haggle over the fares with customers instead of using meters.

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Vehicular Traffic Day

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Transit, Rail Station, Bus Lane, Bus Stand, Taxi Stand, Bicycle Lane

ave ve e ra r a e K ua rag u a l a L um ump ur u walkin g spee pee e e d 3 .5 ee 5 –4 k m h / 66 8 mi nu utes

Clearly displayed, up-to-date information of public transport within the areas should be provided. A guide map to the areas would come in handy too. Another suggestion is to identify or create a network of strategically placed transit signage between each destination and transit point. A collaborative and complementary public bus system can be created to facilitate tourism whilst legacy transit terminals can be re-established as functional points of connectivity.

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ave ve e ra r a e K ua rag u a l a L um ump ur u walkin g spee pee e e d 3 .5 ee 5 –4 k m h / 66 8 mi nu utes

The legacy bus stops dotted around these areas are worth looking into. And many disoriented tourists were spotted around tourist attractions like the National Mosque. They were asking for directions to the nearest train station due to the lack of direct public transport in the area.

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The overall standards of transit vehicles should be reviewed and upgraded with a view to reduce pollution by improving cleanliness, engine efficiency and reducing particle emissions.

Parallel Studies

Additional Observations

Walking Speed A simple exercise was also conducted to measure the average walking speed of pedestrians in the city. Four separate sites within the study area were chosen −Masjid Jamek, Jalan Raja Chulan, Jalan Raja Laut and Pasar Seni LRT. Each site is based on a 10-metre reading area that is unobstructed and hazard free. Subjects were timed on their walking speed. Each subject was categorised into gender (male, female) and age group (child, youth, middle age and elderly) and the “time window” of the test was between 10.00 am -12.00 pm. The total length of time collated was averaged out by category and areas. There were 15 to 20 subjects timed on average per site.

Kaki Lima/ 5-foot way Obsolescence Since its inception, the 5-foot way has proven not to be a viable option for a pedestrian path.

In general, the street users of Kuala Lumpur within Think City Study Area walk at a pace of about 1 / 4 to 1 / 5 (1.0m / s to 1.1m / s or 4.3kmh) slower than the average walking speed (1.4 m / s or 5.0 kmh). This means a walking node would need to be situated at less than 400-metre (5 minutes) intervals, at around 300 to 320-metres. The exercise’s findings can be found in Chapter F Appendix: Walking Speed of the full report (available for download at http://isd25.wordpress.com/).

walking speed

1.2

m/s

a quarter slower than average

Back Alley Encroachment Back Alleys are an important feature and many back alleys within the Study Area have been encroached or totally cut off. Over time, they lost their primary function as a utility Under today’s Universal Access Standard, the road. Although back alleys were omitted discontinuity and multi-level pavement has from the study, many issues were identified made it obsolete as a pedestrian path. With with poor accessibility, pollution and traffic the ‘sinking’ of the city, most shop lots are congestion which contribute to the below present grade level and are forced to take encroachment. steps to elevate their shop fronts to mitigate flooding & accessibility issues. Most shop houses and buildings have been divided into two business operations with As a result of these observations, the 5-foot separate frontages. This resulted in a lack way was omitted from the study. Further of access for either side and the delivery of studies are needed to address issues if these stock, waste disposal and accessibility has pathways are to be included into the streetbeen compromised. scape. However, they still act as lifelines and are an important feature of the street. The However, many back alleys now act as City Council would have to provide viable communal areas, eateries, pedestrian passageway in addition to these 5-foot ways corridors, original entrances for residences and address issues to the ‘sinking’ of the city. and parking areas that are integral to the *See Strategies / Pedestrianising. fabric of the community. “At the front the building owner was required to set back his building to create a covered pavement, called the kaki lima because of its minimum width was 5 feet. In this way passing pedestrian could walk by under the cover from sun and rain and clear of the busy roadway.” “The pedestrians did not usually have, as was intended, unimpeded use of the five-foot way. The Shopkeeper’s goods, such as sacks of rice or other foodstuffs, tended to overflow into the convenient space (Colour Plate 4).(after 1900)” “...and the storage space was accessible at the ground level behind the shop. At the back boundary the owner was required to leave space for a lane, parallel with the street front, which was used by bullock carts collecting nightsoil and, on occasion, by the fire brigade.” Excerpt taken from J. M. Gullick, Old Kuala Lumpur, Oxford University Press 1994.

Back Alley / Utility Roads Mapping Survey In the course of the survey, the engagement team found the use of Back Alleys / Utility Roads to be essential. Efforts were made to conduct a simple mapping survey of all back alleyways within the study area.

A blind basket seller and food hawker at a street corner, water-colour by Dorothea Aldworth, c.1910, from Coote, 1923

In order to preserve and improve the condition and integrity of these spaces, more studies and proactive action is required as they form an integral part of the city and fulfill a real communal and social need.

Strategies Walkability

Cities are experiencing unprecedented growth. A rapid increase in urban population poses many challenges. This includes human mobility and movements that are made more complex by issues linked to space, sustainability and affordability.

Active Mobility / Walkability can be used as the cornerstone to provide a humanistic and environmentally viable solution. The main strategy of the report revolves around the key concept of Walkability and complementing existing projects and infrastructures by focusing on equal accessibility and equity to space, with proposals for transitional stages.

Time / Area Specific

Repurpose Spaces Back Alleys

Pedestrianising

Cultural Integrity

SPAC E

ZON E

Buffer Areas

WALKABILITY Transit Pedestrian N ODE

Commercial

Instituitional

Carbon Offsetting

Air, Sound

C ORRIDOR

Recreational Building Bridges

School

POLLUTION

ENVIRONMENT

WAST E MA N AGEM EN T URBAN B I O D I V E RSI TY

Landscape River Network

Cycling Corridor & Network

Streetscape, usual encroachment on pedestrian path, Jalan HS Lee

Walkability / Visionary / Transitional

A Walkable City has a network of pathways with Universal Access Standard that are pedestrian-centric, continuous and have proper on-grade crossing points with allowances. Starting with high priority areas, identify zones, nodes, spaces and corridors Transition the Old City Centre into a Pedestrianised Section Introduce Pedestrian & Cycling Corridors Building Bridges between broken sections Enhance the network with Back Alleys Create new nodes with Buffer Areas and Institutional Nodes Introduce a Time / Area Specific schemes

Tangible Objectives within Study Area High permeable pedestrian pathways Traffic-Calming junctions with proper allowances Walking Map for Kuala Lumpur Policy, Program and Campaign Walking KL Standardised Signage Walking Counter Running “Walkability” programs and campaigns

Walking Map

Active Mobility Priority

Pedestrianised Street, Sao Paulo, Brazil

Pedestrianising / Transitional

Transform the Old City Centre into a pedestrianised section Transition from a car-centric to a peoplecentric zone Increase space for people and reduce space for vehicles Pedestrianise the streets and support the inclusion of cycling and non-motorised vehicles whilst sharing the road with Utilitarian / Service vehicles only Provide special access for residences through the use of Back Alleys

Tangible Objectives Create “entry-point gateways” into pedestrian-priority sections Traffic-calming infrastructure and junctions Locate Transport Nodes and coincide with bicycle sharing schemes Return Kuala Lumpur to its original grade level (in this context, the five-foot-way level) Policy, Program & Campaign Central Old District Pedestrian Section Relocation of Transport Nodes Pedestrian Corridors Standardised Signage

1 3

First transition, traffic junctions, gateways

Extension phasing / transition Currently pedestrianised

2 Next phase / transition

3 Extension phasing / transition

Transitional Scenario Concept Identify the current pedestrianised areas. 1. First transition at identifying and creating traffic junctions, gateways into the newer zones zones 2. Extend pedestrianised areas to include downtown areas, taking into considerations of transport hubs, time/ zone access, restricted entry, parking garages for residences 3. Extension phasing and transitional areas beyond the central triangle, time/ zone access

Secttion nD D– – Old Ciity Ce C ntre 0

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avera av e a g e Kuaa l a L ump p ur ur w wa wal a lkin k g s pee d 3 .5– kin .5 5 – 4 kmh / 66 -8 8 mi m nutes

Back Alley

Convert alleyways from an untapped resource into a viable streetscape asset. Currently, these alleyways function and fulfil many social needs and provide a lifeline to connecting the inner city. Further identification and studies on the use of back alleys are required to improve and elevate their conditions, while helping to preserve the Cultural Integrity and identity of these spaces. Incorporate Pedestrian Corridors, Time / Area Specific schemes and Repurpose Spaces as supporting or parallel programs.

/ Visionary / Transitional

Tangible Objectives Better and robust network of pedestrian paths Address encroachment issues Utilitarian and residential access Time / Area Specific Schemes Policy, Program & Campaign Survey, mapping and documenting Identifying and categorising Upgrade or improve conditions Pedestrian corridors Standardised signage

Mapping back alleys existing back alleyways within study area. Orange areas denote encroachment and blocked alleyways.

Pedestrian corridor

Typical streetscape

Back alley, Japan

Back Alley Survey 17

Cultural Integrity / Visionary / Transitional

Initiate a preservation effort that focuses on Tangible Objectives the intangibles that provide a social need Identify and cultivate traditional trades, and identity to the city’s people and streets. Identify trades, spaces of social, cultural and cultural centres and spaces Improve and create a support system for traditional significance, to help improve and upgrade amenities and supporting schemes. social and cultural inclusion Promote adaptive reuse or Repurpose Spaces, Address encroachment issues with social and community inclusion, while Identify zones based on their strengths preserving their integrity. Policy, Program & Campaign Empowering spaces / sense of place and sense of belonging Survey, mapping and documenting Identifying and categorising Upgrade / improve conditions Heritage / food walks Pedestrian corridors Standardised signage

Cut fruit seller 30+ years

Lunch food stall

Morning wet market lunch food zone

Religious garlands street vendors

Pedestrian Corridor

Cycling Corridor & Network

/ Visionary / Transitional

Create a seamless connecting path, mainly for pedestrian and accessible to wheelchair and non-motorised vehicles, e.g. bicycles. Initiate a Pedestrian Corridor with access to Nodes and Plazas, Buffer Areas, and supported or intertwined with Back Alleys that prioritises Active Mobility over Passive Mobility. Enhance the desired lines into Universal Access Standard pathways.

Initiate a network of Cycling Corridors from the suburbs around the city, with circular loops within city limits connecting to Pedestrianised Areas, Nodes and other corridors. Transition into an Active Mobility model for the Central Business District. Six key entry points have been identified, with four additional riverway routes.

<map> Green – streets survey Purple – possible linkages

Regazetting space for cycling & non-motorised vehicles, Sao Paulo, Brazil

<location map> Blue circles – 400m radius walking shed Green – pedestrian corridor Red – potential Blue – River of Life

Pilot project Exploring transitional stages of a pedestrian path to a seamless pedestrian corridor. Two important transport nodes and possibilities of being part of a larger network.

Kuala Lumpur’s attempt at bicycle lanes I A

M L

I D

I N

L U D

M N

U T

K A B M O G G N O R O L

JALAN RAJA LAUT

Reconnecting Jalan Bunus– detail street profile map <site map>

Tangible Objectives

Seamless and barrier-free corridor Interconnecting sections of the City Walking map for Kuala Lumpur

Cycling corridors into the city as an alternative mode of transport Linking the corridors with inner city loops to create ring connections Cycling hubs at main transport nodes

Policy, Program & Campaign Reconnecting Jalan Bunus, for example Walking KL Standardised signages Walking counter

for mix transportation Policy, Program & Campaign Initiate a National Cycling Plan SPAD Transportation Policy, inclusion of bicycle Bike Sharing Schemes Network of cycling routes throughout the city

Cycling Corridors & Basic Network with riverways routes. Cycling Kuala Lumpur, Bicycle Map Project initiative

Young cyclist, Jalan Tuanku Abdul Rahman, Jalan Tun Perak

Repurpose Space / Visionary / Transitional / Temporary

Occupy under-utilised and / or disused Tangible Objectives buildings and spaces to fulfill a civic function Welfare front and organisational centres to directly address the current urban and Project & community spaces social needs or issues (Cultural Integrity). Support civic functions; education / health / Initiate permanent or temporary adaptive reuse projects – these spaces can be housing / income / welfare Function as an Institutional Node converted via a non-commercial agenda Repurpose dilapidated buildings and to support NGO & NPO efforts in the city. Landowners can offset fines and / or building reactivate dead spaces assessments by providing access and permission to the adapted usage. Policy, Program & Campaign International Cooperative Alliance— Cooperative as an autonomous association of persons united voluntarily to meet their common economic, social cultural needs and aspirations through a jointly-owned and democraticallycontrolled enterprise. A housing cooperative is a legal corporation that forms when people come together to own and control the buildings they live in. Members of the cooperative live and run the cooperative—from organising social activities, maintenance to handling finances and landscaping.

Ad-hoc clinics, scheduled treatment, screening, talks, counselling Skills Labs & Workshops, re-training centres Provision of shelter and / or interim settlement for the transients

Welfare Front, Homeless Shelter

Skills Lab & Workshops re-training centres

Repurpose dilapitated building, Brazil

Skills Lab & Workshops re-training centres

Building Bridges

Time / Area Specific

/ Visionary / Transitional

/ Temporary Re-gazette current areas and introduce time zones to alleviate the encroachment issue on roads and pedestrian paths. These efforts will result in smoother traffic flow, as well as improve Walkability and protect pedestrians from vehicles.

Land locked sections, Jalan Bangsar

HGV Delivery zones & Porters

Lead by example: officers / law enforcement personnel in uniform & official vehicles, either off or on duty, should always abide by traffic rules. When stationary / parked, signal lights should be on as notification.

Non-motorised porters on pedestrianised zones

Identify connecting points and crossings in between landlocked sections of the city that are enclosed by natural and man-made features that act as physical barriers to accessibility. Create lifelines to enhance the areas liveability and improve accessibility. Identify potential social bridges and strengthen existing ones, with potentials to provide a Pedestrian Corridor and create new Nodes.

Tangible Objectives New connecting points between areas New nodes Walking map for Kuala Lumpur Policy, Program & Campaign Walking KL Survey, mapping and documenting Identifying and categorising Upgrade / improve conditions Pedestrian corridors Standardised signage

Tangible Objectives Modular parking spaces Designated time zone areas Designated delivery zones Traffic wardens Policy, Program & Campaign Lead by example by Government officials and enforcers Centralised delivery spaces for HGV and commercial areas Redesign shared, modular parkings for motorcycles and cars Designated vehicular parking time and specific areas 22

Institutional Nodes

Buffer Area / Node

/ Transitional / Temporary

/ Visionary / Transitional

Institutional Nodes > Schools. Identify schools (other high priority area) as a case study to alleviate the traffic and safety issues. There are six schools within the study area that contribute to traffic congestions during specific times. Create a prioritised pick-up & drop-off zone for school buses and licensed vans directly in front of school entrances via a driveway that is accessible to private motorcycle for pick-ups and drop-offs only. Private vehicles are directed to specific pick-up and drop-off zones serviced by safe passageways to and from school.

Create a parameter area around historical and cultural significant sites that act as a Node, pocket park /rest area between Transportation Nodes and along Pedestrian Corridors. These Nodes will act as a buffer zone to increase the significance of the site and reconnect with the city’s Cultural Integrity and identity.

A Passageways Masjid India, good example of parameter, buffer area

Schools

Pickup / dropoff zones for private vehicles

Driveway; reserved for buses, vans, motorcycles

Sin Sze Si Ya temple, no parameter, buffer area

Tangible Objectives

Safe passageways to pick-up and drop-off zones Designated pick-up and drop-off points Traffic wardens at driveways

Cultural nodes Social, cultural inclusion Increasing patronage Promoting tourism

Policy, Program & Campaign

Policy, Program and Campaign

Encourage the use of school buses and public transportation Increase the safety perception with safe passageway to / from school Divert Private Vehicles pick-up and drop-off away from concentrated areas

Empower spaces, create sense of place and sense of belonging Survey, mapping and documenting Identifying and categorising Upgrade / improve conditions Pedestrian corridors Heritage walk Building tours Standardised signage

Convent Bukit Nenas, St Johns, traffic congestion Jalan Ampang

Waste Management

Pollution Control

Urban Biodiversity

/ Visionary / Transitional

Initiate environmental efforts to reduce Kuala Lumpur’s carbon footprint. There is a need to test and confirm the air quality and noise pollution index in order to determine what improvements are needed. Set up a Carbon Emission Control on all public transportation and HGV (Heavy Goods Vehicle). In turn, set an emission performance standard for all vehicles that enter the city and implement congestion charges. This is to limit the pollution exposure to pedestrians, high footfall areas, pedestrian plazas, bus terminals need to be relocated and to set up a buffer zone around the city centre. Update or design a Green Building Code unique to Malaysia’s climate and situation.

Create preserves and pockets of green areas from existing spaces that have been overlooked. Create a sanctuary for wildlife to encourage riverway awareness and appreciation.

Waste Collection, Jalan HS Lee

Introduce initiatives to improve waste management issues Identify high-volume waste areas / street vendors Initiate a stringent waste collection routine and install proper waste bins with cleaning schedules and pest control Enforce higher standards for construction perimeter and debris control Identify old and new food-produce Market Areas, Street Eateries and Machinery Services Improve wastewater discharge through irrigation or filtration And upgrade amenities and improve walking path surface material Change packaging of goods and restrict the use of plastic bags

Air Pollution of Fine Particulate Matter (which includes black carbon and nitrogen oxide) emitted by vehicles is a serious health matter: long-term exposure increases the risk of heart and lung disease.

River Network Identify river network and trace the original river network, tributaries and sources. Place markers as demarcation to river line and create awareness at high sensitive areas. Landscape Identify and catalogue overlooked green areas that are currently untouched and on the fringes of developed zones (private and public areas). Initiate tree preservation projects by tagging trees, paying special attention to fruiting, resting and nesting trees. Add these green areas to the makeup of KL’s Green Area and preserve the sanctity of these matured green areas and trees. Greenways or green networks are land containing linear elements that are planned, designed and managed for multiple purposes including ecological, recreational, cultural, aesthetic or other purposes compatible with the concept of sustainable land use (Ahern 1995). According to Platt (1999) green network is an essential element for a sustainable, people-oriented city of the 21st century. Resources that green networks might connect include: schools, playgrounds, forests, parks, historic sites, rivers, neighbourhoods, and businesses. Green networks vary depending on the landscape and community preferences. This may include features such as hiking, bicycling and trails, sidewalks, streams and rivers, abandoned railroad rights-ofway, utility rights-of-way, scenic roads and scenic easements.

Dysfunctional Bus HAB, Air & sound pollution, Jalan Medan Pasar

Tangible Objectives

Cleaner environment in communal areas Construction sites with no hazards or

Better Air Quality Index and noiseless environment “Live Counter” Buffer zones Centralised bus terminals

Appreciation and understanding of the Klang River Network Preserving matured trees and green areas Introduce trails leading to river networks and green nodes

obstruction to pedestrians / roads Appropriate disposal of food waste to prevent pest infestation

Policy, Program & Campaign Policy, Program & Campaign Waste management regime Wastewater irrigation / filtration system Plastic-free Kuala Lumpur An improved and inviting communal

Air Quality Index Carbon offset Walking KL Walking counter

Policy, Program & Campaign Riverway heritage trail Pocket park green area / wildlife sanctuary Wildlife watch

environment

Opportunity Spaces

Pink Circles opportunity spaces for crossing facilities potential green nodes existing areas that have mature trees and urban landscape potential Crossing Plazas / Green Nodes or both existing areas that have mature trees and urban landscape that have potential of being Crossing Plazas established parks / green areas existing areas that are established parks that have been overlooked under-used / dilapidated building potential opportunity spaces for Strategies; Repurpose Space public / private schools & instituitions locations of institutions for Strategies; Institutional Nodes high-volume waste areas / street vendors locations of opportunity spaces for Strategies; Waste Management, Time / Area Specific, Cultural Integrity, Back Alley

Potential green nodes Potential crossing plazas / green nodes or both Established parks / green areas Under-used / dilapidated building Public & private schools & instituitions

Alll A ll Se Sect ctio io on ns s – Sttu ud dyy Are rea a 0

50 50

1 00

1 : 3 , 50 5 0 a t p r i n t si z e A3

2 00

3 00

400 40 00 0 0 M

av erage Kual K a Lu m pu r w alkin g ssp p ee ed d 33–4 – k mh –4 h / 6-88 m inu utes

150M radius High-volume waste areas / street vendors

Low-Hanging Opportunities

Figure 1

Existing infrastructure

Opportunity Spaces

Low-Hanging Opportunities Three identified types which present a “Low-Hanging Opportunity” to improve connectivity and accessibility to transport nodes. Although not limited to these areas, there are more areas which can be converted and improved to walkability. Crossing Plaza The intersection outside of Puduraya Bus Terminal converges 3 major roads – Jalan Tun Perak, Jalan Tun Tan Cheng Lock & Jalan Pudu and is one of the major transit nodes in that area. High footfall from users both local & foreign makes this intersection important. It has a below average type crossing model and users are already actively using the prepared crossings – traffic signals, zebra crossings, islands / median & the likes.

Potential immediate improvements

Dilapidated Areas The red points denote observed locations of under-used / dilapidated buildings. There are other potential areas and spaces, but due to the limited resources, duration and scope of the project, these areas could not be explored fully. Green Areas Green points ranging from light to dark green with darker green colours indicating established parks / green areas whilst lighter green indicates potential green nodes that need further study / development in terms of programs.

Medium green points are indicative of promising Crossing Plazas / Green Nodes or the development of both within the same points; such as those points at the intersections around Jalan Raja, Puduraya and Taman Monolith Petronas.

Thus elevating this area into a Crossing Plaza will further enhance its role and function for the safety, mobility and connectivity of the users for adjacent areas. Many more junctions within the Study Area can be upgraded to include a Crossing Plaza.

Nodes Taman Monolith Petronas is an unused park located near the KTM roundabout between Jalan Tugu & Jalan Kinabalu. It is a lush, green park with potential connectivity as a Green Node to National Mosque / Old KTM Railway Station and even beyond to National Museum in the south & Pasar Seni LRT to the east by way of KTM Railway Station. Bridges Dedicated Connecting corridors that join areas via bridges over roads, train rails & river. One such high priority is area highlighted in Figure 1. Many more bridges can be improved.

Methodology Introduction This section explains the mechanism, processes and the parameter checklist (Assessment Criteria) approach in this report. A workflow was developed to provide a high level of accuracy and detail. It also sets a limit to the amount of focus a surveyor should have in the field.

capture photo evidence of the streetscapes. The survey was conducted during weekdays, on a “normal activity / non-seasonal” day, from Monday to Thursday, and during a time window from 10am to 1pm. Night survey was conducted between 7pm to 10pm.

As suggested by Think City, the survey method employed included sight and estimation, and the use of cameras to

The time window is based on the “rule of thumb” methodologies for ±25% margin of error and 90% confidence interval and includes factors like fair, sunny or cloudy atmospheric conditions, with temperatures between 28 to 34° degrees Celsius. Static items could be surveyed outside of the time window.

Assessment Criteria Assessment Criteria The given name for the parameter checklist. It has evolved from a wide range of items to a checklist with specific objectives over the course of the project. The Assessment Criteria is currently at Version 5. The project has categorised the list into four categories: Path, Street Furniture, Transit and Behavioural. Path A static street audit of the existing pedestrian and vehicular paths, prepared by the City Council. This part of the survey is mainly done along the streetscape only. Street Furniture A static street audit of street furniture initiated by the City Council which includes vegetation, seating area, street lights, signage, bins, traffic lights and parking areas on roads (with partial photo evidence).

Rating Each item is rated from 3 to 6 levels, from bad to good conditions. They were colour-coded from active warm to cool subtle colours and biased towards Active Mobility. Markings Apart from marking waypoint locations for certain static objects, an overall assessment rating is given to a certain length of path dubbed a “Segment”. The assessment types are listed below = Both side of the street has individual rating – Single line, crossing path or route ∆ Polygon, overall of street, shape of area / space • Point for location of object ~ Free line for route

Photography (P) Photographic evidence to show environmental situation and data Transit A static street audit of transportation is part of the criteria for deliverables. nodes, access points and traffic lanes and spaces provided for public transportation. This report has omitted bus routes and bus numbers as it was too big a task to include. Behaviourial A behavioural assessment and audit of pedestrian and vehicular (with partial photo evidence). This criterion covers the movement of users, activities and environmental situation. 27

Assessment Criteria Project ISD Studio 25 / Think City Assessment Criteria for Data Entry (Checklist 5.0) Static & Assessment Street Audit– Sight & Estimation A. Path 1 – Pedestrian Path / Pavement – Accessibility 2 – Pedestrian Path / Pavement – Condition 3 – Pedestrian Crossing 4 – Vehicular Path / Road – Lane & Direction 5 – Vehicular Path / Road – Condition

Audit A S A / S S A

Mark / Rating =/6 =/6 –/5 –/2 ∆/6

S A A A / S (P) A / S (P) A / S (P) S S S A S

= /5 • / 1 1 1 1 1 4 4 3 1 4

A A A A A A A

1 1 1 1 1 1 1

S A (P) S S S S S

4 1 3 3 4 3 3

Street Furniture 1 – Vegetation 2 – Signage – Stop 3 – Signage – Road Name 4 – Signage – Directional / Monument 5 – Signage – Directional / Public Transport 6 – Signage – Directional / Road 7 – Bench / Seating Area 8 – Bins 9 – Street Lights 10 – Traffic Lights 11 – Parking

C. Transit 1 – Taxi Stand 2 – Bus Stand 3 – Rail Station 4 – Lanes – Bicycle 5 – Lanes – Bus 6 – Bus Route 7 – Bus Number D. Behavioural 1 – Cleanliness – General 2 – Movement – Crossing Pattern 3 – Movement – Pedestrian Footfall (Day) 4 – Movement – Pedestrian Footfall (Night) 5 – Activity – Parking Pattern 6 – Activity – Vehicular Traffic (Day) 7 – Activity – Vehicular Traffic (Night)

A = Audit S = Assessment (P) = Photo

Checklist 5.0 A1 Pedestrian Accessibility

no path

major ob. <1.2

minor ob. <1.2

major ob. >1.2

minor ob. >1.2

no ob. >1.2

A2 Pedestrian Condition

no path

dilapidated

poor

fair

good

new

none available

one core

two core

three core

traffic calm

Free Line

image 002.jpg

D3 Pedestrian Footfall D

low

moderate

high

D4 Pedestrian Footfall N

low

moderate

high

Line

Number 2

A3 Pedestrian Crossing D2 Crossing Pattern

A4 Vehicular Lane/ Direc.

–

impassable dilapidated A5 Vehicular Condition 0 1

B10 Traffic Lights

C1 Taxi Stand poor

fair

good

new

half

full

D5 Parking Pattern

heavy

moderate

none

D6 Vehicular Traffic D

high

moderate

low

D6 Vehicular Traffic N

high

moderate

low

none

ground

fencing

overhead

all

none

limited

few

numerous

B7 Bench Sit area

B8 Bins

B9 Street Lights

limited

few

numerous

dirty

fair

clean

low

moderate

high

C3 Rail Station

C5 Bus Lanes

C2 Bus

C4 Bicycle Lanes

none

very dirty D1 General Cleanliness 0

B4 Signage POI

B6 Signage Road

limited

B1 Vegetation

B3 Signage Roadname

B5 Signage Transport

none available

B11 Vehicular Parking

B2 Signage Stop

point

•

point

•

point

•

point

•

point

•

point

•

stop/ stand/ station

•

stop/ stand

station/ terminal

point

shape

• •

line

–

line

–

∆

Segmentation

The streetscape is classified under five categories: highway, main road, secondary road, utility lane and pedestrian walkway. However, only the main roads and secondary roads are covered under the streetscape audit. Highways lack pedestrian facilities, utility lanes are numerous and inaccessible, and walkways are dedicated pedestrian-only thoroughfares. Hence, these three categories were omitted from the survey due to their limitations in terms of interaction between Active and Passive Mobility.

The six sections from the main and secondary roads were further segmented between 100 to 300 meters. The segments were divided up when the road styling changed, or due to junction placement, or when the segment was beyond 300 meters. A total of 123 segments were assessed. Below is a breakdown of each section with main/secondary road numbers: • Section A – Masjid India 15/15 • Section B – Bukit Nanas 8/13 • Section C – Dataran Merdeka 9/6 • Section D – Old City Centre 5/12 • Section E – Chinatown 14/14 • Section F – Botanic Gardens 6/5 -

57 main roads / 66 secondary roads, 123 segments total

<left> Think City Study Area, colourcoded segments according to sections <below> A task list map paper with segmentation, ratings and details of surveyor’s notes. Section C – Dataran Merdeka

To download full report isd25.wordpress.com

Improving Streets of Downtown Kuala Lumpur

STUDIO 25

Studio 25 / Think City

Delivered 30 August 2016

Studio 25 Project Coordinator Jeffrey Lim

ISD.studio25@gmail.com / #isd25 http:// isd25.wordpress.com /

Technical QGIS Coordinator Project Researcher Leong Yew Weng Writer/ Editor Leong Siok Hui Photography Team Jeffrey Lim Leong Yew Weng Wong Chin Hor

Project Space – Studio 25 Hartamas, Kuala Lumpur – Base Studio 25/ Uppercase, APW Bangsar Project Duration 20 December 2015 – 30 August 2016 With the support of Uppercase, APW Bangsar Marin Bikes California/ Malaysia Google Streetview images & Maps are used for the intention of this report.

Surveyors & Data Entry Analyst Marina Nazir Serena Chang Senja Ng Guest Surveyors Matt Yeung Natalie Tong Eliza Sam William Chak

Think City Julien Hives Hui Wai Chung Hannah Gibson

Prepared for Think City Sdn. Bhd. Level 27, Mercu UEM, Jalan Stesen Sentral 5 Kuala Lumpur Sentral, 50470 Kuala Lumpur Malaysia