Creating Liveable Cities through CAR-LITE URBAN MOBILITY CLC Team Project Co-lead: Dr Limin Hee Researchers: Mina Zhan Remy Guo Dionne Hoh Shi Hui Phua Editor: Eunice Rachel Low
ULI Team Project Co-lead: Scott Dunn Project Support: Pauline Oh
© 2016 Centre for Liveable Cities, Singapore and Urban Land Institute. All rights reserved.
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ISBN for print: 978-981-11-1135-8
All rights reserved. No part of this publication may be reproduced, distributed, or transmitted in any form or by any means, including photocopying, recording, or other electronic or mechanical methods, without the prior written permission of the publisher.
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Every effort has been made to trace all sources and copyright holders of news articles, figures and information in this book before publication. If any have been inadvertently overlooked, CLC and ULI will ensure that full credit is given at the earliest opportunity. ABOUT CENTRE FOR LIVEABLE CITIES
Set up in 2008 by the Ministry of National Development and the Ministry of the Environment and Water Resources, the Centre for Liveable Cities (CLC) has as its Creating Liveable Cities mission “to distil, create and share knowledge on liveable and sustainable cities”. CLC’s work spans four main areas – Research, Capability Development, Knowledge through Platforms, and Advisory. Through these activities, CLC hopes to provide urban leaders and practitioners with the knowledge and support needed to make our cities better. CAR-LITE www.clc.gov.sg URBAN MOBILITY
CLC is a divison of
ABOUT THE URBAN LAND INSTITUTE
The Urban Land Institute is a non profit education and research institute supported by its members. Its mission is to provide leadership in the responsible use of land and in creating and sustaining thriving communities worldwide. Established in 1936, the Institute has almost 40,000 members worldwide representing all aspects of land use and development disciplines. www.uli.org 4 Creating Liveable Cities Through Car-lite Urban Mobility 5
FOREWORD BY DR LIU THAI KER FOREWORD BY PATRICK L. PHILLIPS Chairman of Centre for Liveable Cities Global Chief Executive Officer of Urban Land Institute
The idea of going people spend fewer hours on the road, For the past three “Car-Lite” Urban Mobility offers several “car-lite” is certainly and more time on personal activities. years, the Urban ideas on improving urban mobility, such as: a worthy cause in Land Institute • Align the vision for transportation our quest to tackle For Singapore to progress towards (ULI) has been alternatives with other aspects of global warming. going “car-lite”, we could consider the exploring the role urban planning; Today, the transport following areas: of urban design • Make public space accessible via a sector is responsible and development in range of transportation options; for 6.86 gigatonnes • Incorporate bicycle paths into road creating places that • Incorporate more mixed-use of CO equivalent global greenhouse gas design standards. This is feasible for foster healthier lifestyles. Our work on 2 development to reduce travelling emissions each year. This figure could new roads, but more challenging for the intersection between health and real between places to live, work and potentially be reduced through planning existing roads. A good place to start is estate, conducted through ULI’s Building play; and for “car-lite” cities in an integrated and by selecting a new HDB new town and Healthy Places initiative, is based on the systemic manner. working out a comprehensive system premise that building for health and • Make “car-lite” mobility “cool” to make it possible for its residents to wellness is synonymous with building for enough to be broadly accepted as a Singapore has made a good start in travel everywhere within the town on sustainability and prosperity. doable transportation choice. planning for a “car-lite” city. Since our bicycles. Once proven successful, the first Concept Plan in 1971, planners have experience can be replicated in other What we’ve learned from this initiative While each idea contributes to a strategy consciously applied a transit-oriented new towns and eventually throughout is that building for health and wellness for creating a healthier living environment urban planning approach to ensure that the city. is a global movement that is here to for Singapore, the strategy is not unique all new towns and commercial centres are stay. It’s a sign of changing times–in to Singapore. Rather, it can be used by any well connected by a comprehensive bus- • Satisfy the needs of the first and terms of how cities around the world are city seeking to reduce its dependence on rail public transport system. Since then, last mile. Despite much effort put into rethinking how to grow for the future, automobiles and promote active mobility the Singapore government introduced public transportation, more research and, as a result, are introducing services choices that lead to better health. measures such as the Certificate of needs to be devoted to developing a and amenities to encourage physical Entitlement (COE) and the Electronic viable system that satisfies the needs activity, healthy living choices, and social Through our Building Health Places Road Pricing (ERP) to control the of the first and last mile, and ultimately interaction to improve liveability and gain initiative, we are seeking to leverage the ownership and usage of private vehicles. promoting a sustainable, “car-lite” a competitive advantage. power of ULI’s global networks to shape Singapore. projects and places in ways that improve Good local planning plays a critical role in Certainly, Singapore is a leader in this the health of people and communities. promoting a “car-lite” lifestyle. Generally, The journey towards “car-lite” is both regard. ULI’s partnership with the Our partnership with the CLC is helping town centres cover a service radius of global and urgent. With this, CLC is CLC has flourished due to Singapore’s us achieve this goal. The knowledge we two to three kilometres—that makes it happy to further our partnership with commitment to improve the quality of are gaining from this collaborative effort possible for people to cycle from home ULI, to jointly contribute to knowledge life for all its citizens. The success of and the example of Singapore is leading to town centres. Neighbourhood centres in this area. I hope this publication this partnership is reflected in a 2013 to new opportunities to expand ULI’s are located within 500 to 700 metres of will encourage Singapore and cities ULI-CLC report focused on making the land use leadership in other areas of the residential areas–a comfortable distance around the world to keep exchanging city’s high-density design more inviting world. We take great pride in working for residents to walk. Through stringent information and best practices in our and more connected to street activity; a with such an extraordinary organization urban design guidelines, city planners common pursuit of a new future in urban 2014 report on improving cycling routes that shares our commitment to creating ensure incorporation of pedestrian- mobility. throughout the city; and our latest report, thriving, healthy, and highly liveable friendly design features such as through- Creating Liveable Cities Through “Car- communities. block links and sheltered walkways along Dr Liu Thai Ker Lite” Urban Mobility, which looks at how buildings. All these efforts aim to make Chairman to encourage biking, walking and other Patrick L. Phillips commuting on public transport and Centre for Liveable Cities options to driving. Global Chief Executive Officer walking a pleasant experience, so that Urban Land Institute CONTENTS
Chapter 1: Why “Car-Lite”, Why Now? 8
Chapter 2: Singapore’s “Car-Lite” Journey 14
Chapter 3: Driving the Shift with Alternatives 24
Chapter 4: What’s Hampering the Shift? 44
Chapter 5: Going “Car-Lite” through a Collaborative Journey 48
Chapter 6: Ten Ideas to Prepare Cities for a “Car-Lite” Future 62
Chapter 7: Conclusion 102
Singapore: Car-free Sunday (Source: Urban Redevelopment Authority) 8 Creating Liveable Cities Through Car-lite Urban Mobility 9
CHAPTER 1 WHY “CAR-LITE”, WHY NOW?
Cities move. The movement of people These figures are of great significance and goods, supported by extensive to our future as our long-standing over- transport infrastructure and systems, are reliance on automobiles has negatively like heartbeats of a city—a reflection impacted the liveability of the world’s of its vigour and health. In the same cities: way that the mass production of motor vehicles has changed the way we travel The environment can no longer handle over the past century, it has also forever the stress. Studies have shown that transformed the way in which cities 14.5% of global greenhouse gases measure and plan for their increased (GHG) emissions are contributed by the mobility demand. With more vehicles transport sector.4 Oil-based fossil fuels, taking to the streets, indicators such as which are harmful to the environment, volume-to-capacity ratio, vehicle counts are likely to remain a dominant energy per hour, and number of lanes and source for the transport sector till at least efficiency, have dictated the prevailing 2030.5 In rapidly urbanising cities, air paradigm of mobility planning, and pollution caused by light-duty passenger formed the basis of what works and vehicles contributes to the significant what does not. deterioration of the urban environment and its liveability. With the increase of However, there has been a sharp growth vehicles brought about by urban growth, in population and urbanisation over the traffic congestion has become a serious last century, during which the world’s problem in many cities. Building more population multiplied more rapidly than infrastructure will not address these ever before, increasing from two billion problems; rather, it would compound in the early 1900s to over seven billion problems related to urban growth, such today. In the 21st century, this powerful as pollution and traffic congestion. whirlwind of urbanisation is likely to continue, and is expected to sweep The society is suffering from the across some of the most populous negative impact of car-centric countries. It is estimated that by 2030, developments. Fast-moving cars kill. The 60% of the global population will be World Health Organization reported living in cities, up from the present 50%. in 2013 that the total number of road Over the same two decades, the middle traffic deaths remains unacceptably high class is likely to expand by about three at 1.24 million every year on a global billion, coming almost exclusively from scale.6 Car-based urban development emerging economies such as China patterns can have a negative impact on and India.1 One can expect most of an ageing population as well, leading to tomorrow’s middle-class population— social isolation and inaccessiblity to key the typical contributors to the expected amenities.7 increase in automobile sales—to aspire for car ownership, thereby increasing vehicle sales from the current 75 million per year2 to more than 130 million by 2030.3
(Source: Carlos ZGZ @https://flic.kr/p/pb4Y6F) 10 Creating Liveable Cities Through Car-lite Urban Mobility 11
ACCOUNTING FOR THE COSTS OF “CAR-HEAVY” AND THE BENEFITS OF “CAR-LITE”
“CAR-HEAVY” “CAR-LITE”
Road traffic accidents are the If ride-sharing were to replace ninth leading cause of death, all conventional traffic on the accounting for 2.2% of all roads, this would reduce the deaths globally.9 number of road vehicles by 90% each day (or 65% during 14 15% of global CO2 emissions peak hours). are attributed to the transport sector.10 Public transit provides seniors Serious traffic congestion in developing cities necessitates more sustainable mobility systems. with independence. More (Source: Safia Osman @https://flic.kr/p/dreQ72) On average, cars spend 80% than four in five seniors of the time parked at home, believe public transportation is 4% in motion and 16% a better alternative to driving 15 The economy suffers too. The economic in urban transport choices: there parked elsewhere, mostly in alone, especially at night. urban areas.11 costs to society arising from chronic has been a decline in car ownership Driverless technology removes traffic congestion, air pollution and and car-based travel in the last few Besides taking up road the potential for human road safety are estimated to be as high years, especially among the younger space, each car occupies error behind the wheel— as 10% of a country’s GDP.8 Unreliable generation from denser urban areas of two to six parking spaces responsible for up to 94% transport systems and congestion can developed countries. Our increasingly (at home, work and other of road accidents in the USA also negatively impact business activities connected world has also seen rapid destinations)—more land alone—and results in safer than most urban homes. In roads.16 and reduce the competitiveness of cities technological advances, new business contrast, walking, cycling as a whole. model innovations and urban policies and public transit require far A study has found that in favour of more compact, transit- less space.12 workers who give up their These factors, among others, necessitate oriented development typologies. These cars and take the bus or train the urgent need to look into a new positive signs call for cities to seize The average motorist wastes to work are happier despite 17 urban mobility model that is more the opportunity in embracing a more a total of 2,549 hours, or the crowds and disruption. 106 days of his life, circling environmentally friendly, socially inclusive sustainable urban mobility model—one the streets in search of a Traffic casualty rates tend and economically efficient. that can steer cities’ development of parking spot.13 to decline as public transit mobility systems in the right direction, travel increases in an area. On the brighter side, recent studies and ensure that tomorrow’s cities avoid Residents of transit-oriented have highlighted changing trends mistakes made in the past. communities have only about a quarter of the per capita traffic fatality rate compared to residents from sprawled and automobile-dependent communities.18 12 Creating Liveable Cities Through Car-lite Urban Mobility 13
FUTURE MOBILITY – WHAT MIGHT IT LOOK LIKE? So if a paradigm shift in urban mobility is a necessary step towards a more sustainable urban future, what would this future look like?
FROM CURRENT… TO FUTURE
LIMITED MOBILITY OPTIONS OPTIONS, OPTIONS, OPTIONS! Limited mobility options, especially between private cars and Numerous connected mobility options, which consumers public transit, creating a stark difference between private can enjoy on-demand and at affordable prices, as well as and public transport in terms of comfort, convenience and customer-oriented mass transit services. efficiency.
LIMITED SERVICE PROVIDERS INTEGRATION OF PUBLIC AND PRIVATE SERVICE Public transport dominated by a few players, with limited PROVIDERS integration between different modes of transport. Private Private sector provides more mobility services, in parallel with cars remain the most convenient mode of transport. those provided by the public sector. Greater convergence of various transport modes and services and integration of multiple channels and aspects of mobility (e.g. fare integration), and relevant supporting infrastructure and information.
PEAK-CAPACITY-DRIVEN APPROACH TO PLANNING OPTIMISED ASSET UTILISATION WITH DEMAND Peak-capacity-driven approach to transport infrastructure MANAGEMENT planning. Roads and car parks, for example, may be mostly Greater focus on mobility demand management to optimise empty during non-peak hours. the utility of both existing and planned urban systems in a technology-rich environment. Lower cost of travel.
CAR-ORIENTED INFRASTRUCTURE PEOPLE-CENTRIC DEVELOPMENT Ownership-based transport system resulting in private- Shared mobility infrastructure and services; and value shifts car-oriented infrastructure systems and low-density from asset ownership and driving performance, to software developments. This in turn affects liveability and and passenger experience.19 Inclusive and walkable urban sustainability. environments which are more people-oriented.
FRAGMENTED ACCESS TO INFORMATION DATA-DRIVEN CONNECTED COMMUNITIES Fragmented access to information by both service providers Large and comprehensive information systems, founded upon and consumers limiting the potential for non-private car artificial intelligence and big data. Digitally savvy consumers options such as taxis, shared cars, public transport to be fully who prefer service-based mobility packages to owning and exploited. maintaining a car. 14 Creating Liveable Cities Through Car-lite Urban Mobility 15
CHAPTER 2 SINGAPORE’S “CAR-LITE” JOURNEY
Singapore’s population is projected to grow steadily to about 6.9 million by 2030. Land supply, however, remains limited. At present, transport infrastructure takes up 12% of Singapore’s land space, almost as much as that allocated for housing (14%). Adding more roads and parking lots is therefore neither feasible nor sustainable for land-scarce Singapore. Instead, the nation needs to embrace “car-lite” mobility sooner rather than later to ensure its long-term sustainability and liveability.
EARLY AND STEADY STEPS has played an important part in keeping TOWARDS BEING “CAR-LITE” traffic congestion in the city centre at bay. The “car-lite” transport strategy is not new to Singapore, and has been Next, the Singapore government took adopted since the onset of the country’s measures to restrict the ownership urbanisation process. and usage of private transport, and employed strategies to develop public From the late 1960s, Singapore had transport as the backbone of the nation’s already begun taking strong, early steps transportation system. There was initially to slow the rate of motorisation. A State an intense debate over whether a and City Planning (SCP) study had called cheaper all-bus system was preferable to for controls on the growth of private a Mass Rapid Transit (MRT) system, but vehicles. Following its recommendations, the pro-MRT argument prevailed. Today, a series of additional taxes as well as commuting in Singapore would be a Vehicle Quota System (VQS) were unimaginable without the MRT service. put in place to limit the number of Over time, the country has developed privately-owned vehicles. Much effort a more comprehensive public transport also went into maintaining a congestion- network based on a hub-and-spoke free road network. Determined not model, with buses and the Light Rail to repeat the mistakes of many other Transit (LRT) serving as feeder modes to Asian cities, Singapore became the bring people to transfer hubs. Despite world’s first city to manage downtown infrastructural shortfalls (particularly travel demand through road pricing. in the rail network) in the mid-2000s, The underlying thinking was clear—to which led to unprecedented levels of develop an efficient road system as part crowding in trains and buses in recent of a well-functioning city machine that years, Singapore is still widely regarded would appeal to both residents and as having a world-class public transport investors. Although road pricing was system. The latest Land Transport Master met with considerable scepticism when Plan (LTMP) 2013, which was reviewed it was first implemented in 1975, most and refreshed from the initial 2008 Singaporeans today would agree that it version, is focused on creating a people- centred land transport system, with
(Source: Duen Ee Chan @ https://flic.kr/p/prxW5v) 16 Creating Liveable Cities Through Car-lite Urban Mobility 17
renewed efforts to improve connectivity, development (TOD) or sustainability CURRENT CHALLENGES an increase in the number of cyclists, reliability and inclusivity, so as to make became “fashionable.” The 1971 inadequate infrastructure provision and a public transport the choice mode of Concept Plan—Singapore’s first Although many of these transport lack of education regarding safe cycling. travel. Furthermore, the LTMP2013 integrated land use and transportation strategies are designed to curb car Beyond the roads, a minimum parking has set a target that by 2030, 75% of strategy—already provided a ownership and usage, in practice, requirement has been in place in the all peak hour journeys will be made fundamental framework for physical conventional traffic modelling and road development of buildings to ensure that on public transport, and that 8 in 10 development along designated public design have led to the creation of an there are sufficient parking spaces to homes will be within 10 minutes walking transport corridors. It made projections ecosystem that prioritises the movement satisfy projected peak demands. In land- distance of a train station. up till 1992, and estimated a population of cars over access for pedestrians and scarce Singapore, such a requirement of 3.4 to 4.0 million in the longer term. cyclists. The number of cyclist fatalities adds to the space constraint. And Last but not least, Singapore’s overall Today, Singaporeans enjoy easy access and injuries arising from accidents that despite having some of the heftiest car urban development strategy has been to public transport nodes that are well- involve motorists has been on the rise ownership and usage taxes in the world, guided by a highly-integrated transport integrated with retail and commercial over the past few years, possibly due car usage in Singapore remains high. and land use planning approach uses, as well as medium- to high-density to a combination of factors such as with sustainable goals, long before housing—benefiting from the earlier the concepts of transit-oriented- vision. SINGAPORE: MOBILITY IN FIGURES
89.2 sq km or 12% of total 66% – Public transport mode land area for transport use share
17,500 km – Average annual mileage clocked per private 1-2% – Cycling mode share car in 2014
972,037 – Total number of vehicles, of which 55% 45% of households own at are private cars and 17% are least one car good vehicles
Road fatality rate: 2.82 per 538 – Number of pedestrian 100,000 population overhead bridges
URA and HDB manage a total of 631,000 parking lots. – An 54 – Number of pedestrian area of 9.5 sq km for lot underpasses space alone (1 lot = 15 sq m)
9 hours – Amount of time that drivers in Singapore 9,834 – Number of road accident currently spend commuting injuries recorded in 2014 Urban systems and innovations to reduce car usage in Singapore: Transit-oriented development; on the roads on a weekly Electronic Road Pricing system; Comprehensive public transport system. (Source:
ONGOING INITIATIVES connectivity, the public transport system has benefitted from a capacity boost, Recognising the need for a new better network coverage and service ecosystem for urban mobility, the reliability. These are important steps. Singapore Sustainability Blueprint After all, commuters—especially those 2015 was launched in November 2014 who own cars—need to be convinced as an impetus to realising the vision that taking public transport can be a of a “Car-Lite Singapore”. It aims to better alternative to commuting via reduce Singaporeans’ reliance on cars private vehicles. and promote the use of sustainable alternatives. As explained by Prime On the active mobility front, a new Minister Lee Hsien Loong at the launch Active Mobility Unit was set up within of the Blueprint: the Land Transport Authority in 2015 to oversee all walking- and cycling-related “We will aim for a ‘Car-Lite policies and initiatives in Singapore. Singapore’ by promoting and Apart from plans for hard infrastructure developing other modes of developments, such as the 700-kilometre transport, making them more National Cycling Network by 2030, convenient. We have to rely less the Unit has also introduced a slew on cars on the roads because of soft measures. These include clear we cannot keep on building rules and codes of conduct relating to roads—more roads for more cars. the use of footpaths, cycling paths and So we will provide more options shared paths (recommended by a multi- for Singaporeans that are better stakeholder Active Mobility Advisory than cars. Buses—more of course. Panel). In addition, bicycles and personal mobility devices (PMDs) are now Car-free zones initiatives in Singapore: Pedestrian Nights in Orchard Road; Streets for People road Expanding the MRT network— closure events; Car-Free Sunday events (Source:
SINGAPORE’S “CAR-LITE” JOURNEY —50 YEARS AND BEYOND
1950s - 60s 1970s - 1990s
PRIVATE CARS 1962 – 73 1971 1990 Growth rate of motor vehicles averaged 8.8% Concept Plan 1971 recommended restraints Vehicle Quota System (VQS) was due to rapid economic growth. on car ownership and usage in the city to implemented to control the growth of vehicle manage vehicular traffic.23 population at sustainable levels.28
1972 1998 Tax measures were implemented to control The Electronic the growth of the car population. Road Pricing (ERP) scheme replaced 1975 the ALS. Area Licensing Scheme (ALS) was introduced.24
PUBLIC 1950s 1970 TRANSPORT 90% of the population depended on public 10 privately owned bus companies were merged into three transport.21 companies to ensure better service delivery.25 PUBLIC TRANSPORT 1967 1982 COUNCIL State and City Planning (SCP) project commissioned Decision to construct the MRT system was made after a Better Rides • Affordable Fares • Sustainable Public Transport to ensure a more integrated land use and transport 10-year public debate, with the first line completed in 1987. system. 1987 Public Transport Council was set up to manage the quality, affordability and profitability of public transport.
WALKING & CYCLING 1960 1970 1992 & NEW FORMS OF The bicycle was the main mode of transport besides Cars and motorcycles gained popularity. Completion of Singapore’s first Park MOBILITY public buses. Several major roads had bicycle tracks Bicycle usage decreased drastically. Cycling Connector at Kallang as part of a larger next to footpaths.22 tracks were removed to widen roads.26 network that would link up major parks, coastal areas and activity nodes. 1977 National campaign on road safety was 1995 launched.27 The Walkway Unit was tasked to Bicycle ownership in Singapore construct pedestrian paths along most roads. estimated at 240 bicycles per 1,000 population.29 1981 The Government Registry of Vehicles stopped registering bicycles. 22 Creating Liveable Cities Through Car-lite Urban Mobility 23
2000s–Present
PRIVATE CARS 2000 2016 Green vehicle tax rebates were introduced. • Parking charges for public car parks set to increase by 20% from 1 Dec—the first time in 14 years.33 2011 Electric vehicle test bed launched. • Building owners permitted to permanently convert excessive carpark spaces to commercial or other uses in the central area.34
PUBLIC 2007 2012 2014 TRANSPORT Full-day Bus Lane Scheme started. Bus service enhancement programme • “Car-lite” vision announced by Prime introduced. Minister Lee Hsien Loong. 2008 • Transition to a government-contracting Release of Land Transport Master Plan (LTMP) 2008, 2013 model for public buses.35 a roadmap to guide land transport development over LTMP2013 released with a focus on creating the next 15 years. a people-centred land transport system. 2016 North–South corridor reconfigured to include 2010 dedicated bus lanes, and cycling and walking A network approach for rail financing paths.36 was announced to facilitate the extension of the rail system to non-mature new towns with lower ridership.
WALKING & CYCLING 2005 2015 • First Car-free Sunday in the Civic District & NEW FORMS OF Tampines New Town piloted as a cycling town. Activity Mobility Advisory Panel set up, rules launched. MOBILITY and codes of safe conducts for sharing of • Phase 1 of the dedicated cycling network 2012 footpaths by pedestrians, cyclists and PMD completed at Ang Mo Kio, dubbed the 30 32 National Cycling Plan introduced to create a comprehensive, users recommended. first model “walking and cycling” town in islandwide cycling path network of over 700 km by 2030. Singapore.39 2016 2013 • New requirement for developers to submit • LTA launched autonomous mobility-on- 40 • Walk2Ride programme by LTA to construct sheltered Walking and Cycling Plan (WCP) for demand trials. walkways from stations to key amenities within 400 m selected developments to better address by 2018.31 the needs of pedestrians and cyclists.37 • Inter-agency Pedestrian and Cyclist Safety • New business models such as Uber and Committee set up to review road safety for seniors Grab gains popularity as an alternative and children; Silver Zones and Enhanced School form of mobility, but drivers regulated to Zones launched. safeguard commuters’ interest.38 24 Creating Liveable Cities Through Car-lite Urban Mobility 25
CHAPTER 3 DRIVING THE SHIFT WITH ALTERNATIVES
The diversity of mobility options has grown tremendously in recent years. Yet, cities’ understanding of how to get the best out of these options is still nowhere comparable to their understanding of car traffic. A closer look at the various non-car alternatives shows the ways in which they can positively contribute towards a “car-lite” mobility paradigm. Most importantly, the level of mobility that can be achieved through public transport operating in synergy with these other modes should not be underestimated. Many experts envisage that collectively, they can make private car ownership and usage a thing of the past.
WALKING—BACK TO BASICS their downtown areas more pedestrian- friendly. Ensuring good walkability is important because all commuters, even drivers, However, making cities walkable are pedestrians at some point or other. involves more than just car bans and Walkability also contributes to urban street closures, and creating walkable vitality, which is popular with the creative communities needs more than well- class, especially millennials. Many cities designed sidewalks and apt placement have come to realise that by getting of pedestrian crossings. Attributes walkability right, they can provide the such as a diverse mix of land uses, sort of liveable, urban environment that interesting and active streetscapes, good people want, and in turn attract the lighting, effective signage, and more right sorts of people to boost a city’s greenery also play a part in enhancing competitiveness. walkability. To make walking “useful, safe, comfortable and interesting”—the With this people-centred approach to four essential qualities of a desirable city planning and urban design gaining walking environment, according to urban greater popularity around the world, planning and design expert Jeff Speck41— cities such as Oslo, Madrid and Milan there needs to be a more comprehensive have announced plans to permanently approach, supported by systematic ban private cars and make parts of reviews of the local built environment.
Legible London, a citywide way-finding system for Londoners and visitors. (Source:
INTERVIEW WITH JAN AND MIZAH PARTICIPATE IN DESIGN P!D: Advocating Walkability through Play
Participate In Design (P!D) is a design—and explore how they can Singapore non-governmental be involved. We find that people organisations (NGO) focused feel the greatest sense of ownership on research, test bedding and when they are involved in the design developing innovative methods for stage of the project. participatory design involving local communities in Singapore. The CLC What motivated P!D to advocate research team spoke to Jan Lim and walkability and develop an Mizah Rahman from P!D regarding educational game for children? one of their latest projects, the Our interest in walkability started Walkability Game, which aims to with a project called “Safe Streets” educate children on the importance in 2012, which was triggered by of walkable communities and a road accident in MacPherson Mizah Rahman, Co-founder, P!D. (Source: P!D) reducing our reliance on cars. involving a boy. We focused on the safety aspect, as this was Nonetheless, we wanted to advocate and the built environment in general. Tell us more about P!D. something that was accessible the importance of road safety in We eventually realised that this P!D is a non-profit organisation and familiar to people. We got planning, particularly for children, approach lacked focus and that such consisting mainly of people from together with the community a vulnerable group that is often broad concepts are also not easy to the design field. We focus on and a group of volunteers to excluded from planning processes understand, even for adults. three areas: Design for the built come up with ideas for physical and decisions. We recognised environment—ranging from interior changes to make the environment that the bigger picture was really So we thought of working on a design to public spaces; Capacity- safer. However, we encountered about active mobility and the topic that kids could relate to—for building for communities—including difficulties in implementing these built environment—and not just example, the idea of walking or workshops and educational toolkits; physical changes due to regulatory about the issue of safety. The main cycling from home to school. Many and volunteer programmes. We considerations of the authorities. question was: How could we make children are chauffeured in private always approach design from the We discovered that we could not go road safety and urban planning cars by their parents to school every community’s point of view—the beyond the conversational level. concepts fun and accessible for kids? day. When asking the children people who are affected by the This eventually led to the idea of an why they do not or cannot walk to educational board game. school, we took the opportunity to introduce to them other mobility The initial intention for the board concepts such as car-pooling and game was broader; it aimed to pedestrianisation. This eventually educate children aged between 10 developed into the Walkability and 12 on urban planning concepts Game. 28 Creating Liveable Cities Through Car-lite Urban Mobility 29
How does the game introduce environment. This allows them to the concept of trade-offs adopt an alternative point of view, between car use and a more other than the environment they are people-friendly environment? exposed to everyday. As part of the game, we make cars the “bad guys” that take the space This is also meant to be a game away from pedestrians and cyclists. for the whole family. Parents But the overall intention of the game want the best for their children, is to allow people to understand and for them to be healthy and how their neighbourhoods can active. For parents who drive, be more “people-friendly.” We introducing cycling and bus lanes get the children to imagine the during the game to create a better possibilities through the game, and environment for the community— trigger their curiosity on what their which includes their children— neighbourhoods can become. encourages them to see the bigger picture beyond their own needs as The game also creates awareness car drivers, and to recognise the among children about the built value of active mobility in their own environment, and an awareness neighbourhoods. Walkability Game workshop with primary school students. (Source: P!D) of themselves as part of the
How did P!D work with the designers, to create people-friendly community in developing the places. It was quite amazing to hear game? this coming from children at the end We spoke to various parties—the of a two-hour workshop! Land Transport Authority, cycling advocates, parents, teachers We plan to approach more primary and the traffic police—when we schools in Tampines in the future. started working on the game. We This is arising from another road tested out the game with parents, accident involving two boys in professionals and children over Tampines, which has created the various sessions. At the end of the desire to step up road safety efforts game, some of the children actually within the local community. expressed interest in becoming
Jan Lim, Co-founder, P!D. (Source: P!D) 30 Creating Liveable Cities Through Car-lite Urban Mobility 31
of lifestyles within the physical confines of the city.
There is still this perception in Singapore that car ownership is desirable. But if we can design the environment so that people feel safe and experience the benefits of walkable neighbourhoods, we can make walking, cycling and more Children playing the Walkability Game with a facilitator from P!D. (Source: P!D) sustainable modes of transport more desirable choices, rather than modes What more do you think can be that you have to rely on if you do done to make Singapore a more not own a car. Instead of punishing liveable, car-lite city? people by making cars more Broadly speaking, liveability is expensive, could we not instead about having viable options. The incentivise them to adopt other challenge is in finding the space to forms of mobility and by making accommodate the desire to walk, the alternative a more pleasant cycle, or adopt other different forms experience?
Singapore-made solar charging station for electric scooters. (Source: Floatility) CYCLING AND OTHER motorists. Portland bike chief, Roger ALTERNATIVE PERSONAL Geller, famously sorted Portlanders into While citizens living in different parts 35% by 2020. Cyclists are guided by MOBILITY DEVICES (PMDS) four types of people based on their of the world are likely to demonstrate sophisticated signboards indicating receptiveness towards cycling:42 different degrees of receptiveness specific regulations for any stretch Cycling and other personal mobility towards biking, the above figures of road. For instance, roads that are devices (PMDs) are equitable, affordable 1. Less than 1% of the city suggest that if cities adopt the right “Fahrradstraße” require cars to drive and efficient mobility options that population: “strong and fearless” measures to make it safer and more at 30 km/h, while “Sonderweg” are offer much freedom and little adverse riders who would be willing to ride convenient to cycle, the potential of paths where only bicycles are allowed impact on the environment. These in almost any traffic situation. cycling becoming a popular mode of (see infographic on the following page). transport can be huge. Moreover, cars are obliged to give way active mobility modes have also been 2. 10% “enthused and confident” to cyclists, and cyclists are expected to recognised for providing a wide riders, who would be comfortable The German city of Freiburg is a case obey the same traffic rules that apply to spectrum of positive health benefits. riding in painted bike lanes. in point. With cycling already being its motorists when sharing the roads. By 3. 60% those who are “interested but To make cycling more attractive, second most popular transport mode ingraining civic-mindedness and mutual concerned” to ride in the absence of experts and cycling campaigners after public transportation, Freiburg has respect among road users, Freiburg’s protected bike lanes and paths. have highlighted the importance of plans to increase the share of bicycle cyclists are able to ride on its roads safely ensuring the safety of cyclists through 4. The remaining one-third of the commutes within the city centre to and with confidence. the implementation of proper biking population: those who would infrastructure, as well as cultivating never be willing to get on a bike no mutual respect between cyclists and matter what. 32 Creating Liveable Cities Through Car-lite Urban Mobility 33
Cycling culture in Freiburg. To help motorists, cyclists and pedestrians coexist in harmony, the German city of Freiburg has created different rules for different streets.(Source: CLC) 34 Creating Liveable Cities Through Car-lite Urban Mobility 35
Personal mobility devices (PMDs), With rapid growth in the variety of SHARED CARS ON-DEMAND an opportunity to develop fleets of such as e-scooters, e-bikes and other new mobility products and devices on AND AUTONOMOUS VEHICLES on-demand autonomous vehicles (AVs). eco-mobility vehicles, have also gained the market, cities need to take a more Enabled by geo-fencing technology, popularity in recent years. Particularly in progressive approach by looking beyond In the age of the sharing economy, these AV fleets could function as cities like Singapore where the climate bikes and conventional PMDs alone, peer-to-peer-based sharing of access to on-demand shuttle services between is hot and humid all year round, these to proactively anticipate and plan for goods and services is gaining traction. homes/workplaces and public transport mobility tools have proven to be very the kind of infrastructure and codes of From cars that are parked over 90% of nodes to help bridge the first-and-last- attractive—even amongst executives practice required to cater for a broader the time to low-occupant vehicles that mile gaps, or serve as a form of micro- and professionals—either for short category of alternative personal mobility are driven around cities’ congested road transit at the precinct level. commutes or as first-and-last-mile options. networks during peak hours, shared modes to complement longer trips on vehicles are meant to plug the gap Improved connectivity provided by AVs public transport. between public transit and private cars, is expected to significantly enhance the tapping on the “latent” capacity in the ease of mobility for the disabled and system and capitalising on the “under- elderly population. The possibilities of utilised” services and products in cities’ how AV technology can be harnessed existing mobility system. In anticipation for mass-transport services such as of a new era in urban mobility whereby buses and goods vehicles are also being ownership is expected to be obselete, it actively explored. Besides ongoing would be to the advantage of the public studies of the regulatory and safety sector to ride on the highly innovative considerations surrounding AVs, town and fast-growing sector of car-sharing planners can capitalise on AV-enabled and ride-hailing services to complement mobility to critically review planning conventional public transport services. norms and typologies, given the prospect of a more efficient use of The continued maturity of driverless road space, and a reduced number of technologies over time also presents vehicles—both parked and on the move.
The variety of ecomobility modes are rapidly expanding beyond bikes and conventional PMDs alone. (Source: ICLEI) “When hearing ‘car-lite’, many may be thinking of bicycles, public transport and shared cars. But let’s not forget that the urban mobility future will also feature a growing variety of vehicles and mobility aids ranging ‘between shoes and cars’ that are human-scaled and environmentally friendly. We have so far distinguished 460 types of such EcoMobility vehicles in the market: Human-powered or with electric drive; One-, two-, three- or four- wheelers; With footstep or one, two or more seats … ‘car-lite’ cities need to take these alternative mobility options into consideration as they too, have a part to play in shaping the mobility future.” London: The type of driverless pods that have been put on trial at Greenwich. (Source: Mr Konrad Otto-Zimmermann Department for Transport, UK @ https://flic.kr/p/FGSXF9) Creative Director The Urban Idea 36 Creating Liveable Cities Through Car-lite Urban Mobility 37
FREIGHT SYSTEMS & But as with any other mobility solution, “For urban freight, a more integrated model has potential to sharply TECHNOLOGY process enhancement is just as increase the efficiency of the existing system. Deliveries done in an important as hardware improvement. uncoordinated and unconsolidated manner will lead to congestion and low An efficient freight system forms an In many cities, there remains much productivity. When this happens, retailers will assign more trucks for faster integral part of a productive economy. scope to tighten the freight distribution and quicker delivery, which ends up worsening the situation. However, The movement of goods in most cities is process such that the utilisation of things will become very different if retailers and logistics coordinators can mainly handled predominantly by logistics resources is optimised. In work together in a more coordinated way.” trucks,43 of which in Singapore, it some instances, simple solutions have constitutes 17% of all vehicular worked wonders. The Swedish city of Mr New Soon Tee population.44 Gothenburg launched Stadsleveransen Director (Logistics & Retail Sector) (City Delivery) to pool together deliveries Infocomm Media Development Authority of Singapore (IMDA) In Singapore, where the container for shops and businesses within a central port and transhipment industry form commercial zone stretching 10 blocks. a key part of the economy, there is A freight terminal, which consolidates every reason to ensure efficiency of the packages delivered by private transport SINGAPORE: freight transportation system. Enabled companies, is responsible for covering Efficient Urban Logistics as part of “Car-lite” mobility strategy by driverless technology, the use of the last miles of the freight journey autonomous truck platooning for cargo in a largely pedestrianised urban CURRENT CHALLENGE a globally competitive infocomm transport productivity between port environment, using Stadsleveransen’s Urban logistics form an integral media ecosystem that complements terminals is expected to help alleviate zero-emissions fleet of electric cars, part of the “car-lite” mobility Singapore’s Smart Nation vision— the shortage of manpower in the electric vans and cargo bikes.46 strategy. Singapore, like many the government has announced trucking industry and raise productivity.45 The benefits to the city have been cities around the world, faces the plans to test out new technologies Studies of subterranean space usage are multifold: noise and congestion have challenge of sub-optimal utilisation and models to boost the productivity also ongoing to explore the possibility of been reduced, business efficiency has of logistics resources. Currently, of the logistics sector. In particular, diverting freight movement underground improved, and Freiburg’s city core has an estimated 4,000 trucks make it has committed S$20 million to to reduce congestion on the regular road become more attractive and competitive. over 20,000 delivery trips daily, improve the operational efficiency network. and take up approximately 25% of of urban logistics in the retail sector, Singapore’s road space.47 Such an as well as S$15 million to automate unconsolidated and uncoordinated the warehousing process.48 Through manner of goods delivery has led to nationwide implementation of an inefficient use of delivery trucks, the three key initiatives over manpower shortages, as well as time—in-mall distribution, offsite associated traffic congestion, air consolidation and federated pollution, and noise from queuing lockers—the new aggregated freight trucks that spill beyond their distribution model is expected to immediate delivery destinations onto reduce the number of trucks on the surrounding urban precincts. the road by a quarter, cut delivery manpower by 40%, and decrease MORE EFFICIENT URBAN waiting and queuing time for LOGISTICS AS PART OF deliveries by 65%.49 INFOCOMM MEDIA 2025 PLAN As part of the Infocomm Media 2025 Plan—which aims to create
Hongkong: Delivery time at Kowloon. (Source: Alexander Synaptic @ https://flic.kr/p/wWmYgz) 38 Creating Liveable Cities Through Car-lite Urban Mobility 39
Authority of Singapore (IMDA) and SPRING Singapore deployed this model of operations at Tampines Mall on 1 June 2016. As of August 2016, approximately 84% of the mall’s tenants have registered with DSQ. In addition to the standard “collect-and-distribute” service package, an IMO appointed by CMT provides value-added services such as home delivery, stock transfer, concierge assistance, and on-shelf merchandising. IMD costs are co-shared by service users—mainly the truck fleet owners (e.g., retailers, suppliers and delivery companies)—as they are the ones who enjoy the most productivity gained.
The mall operators also pay a fee to the IMO for managing their unloading bay facilities. For pilot projects such as these, the government subsidises a portion of the operating costs to drive adoption and build up critical mass for commercial sustainability. Hopefully, this will offer the industry sufficient gestation time to realise the benefits across multiple stakeholders in the ecosystem.
Since the commencement of the deployment, users of the IMD service have experienced significant time savings and increased efficiency. The average truck turnaround time in the loading/unloading bay of Tampines Mall has In-Mall Distribution Model. (Source: IMDA) been reduced from 24 to 7 minutes. Building on IN-MALL DISTRIBUTION booking of the loading/unloading bay, the budding success of the deployment, IMDA MODEL as well as a new “change of custody” and SPRING Singapore are planning to roll out In well-developed countries like Japan, (COC) system that streamlines the similar schemes in other malls over the next few the in-mall distribution (IMD) model handover/takeover process. This years. In the long run, as more retailers, suppliers makes use of services provided by reduces waiting time and allows and delivery companies opt to participate in a third-party in-mall operator (IMO) delivery trucks to achieve a much faster the scheme, a substantial reduction in the to perform centralised receiving turnaround time at the docks through total volume of freight traffic on roads can be of goods on behalf of the tenants smooth and coordinated receipt of expected, contributing to the government’s vision before redistributing to them at goods by shops. for a “car-lite” Singapore. scheduled times. Singapore adopts the deployment of a centralised dock In collaboration with CapitaLand Mall scheduler and queue management Trust (CMT) Management Limited, (DSQ) system that operates by advance the Infocomm Media Development 40 Creating Liveable Cities Through Car-lite Urban Mobility 41
OFFSITE CONSOLIDATION CENTRE MODEL Consolidation of freight distribution further up in the supply chain also forms a critical part of the overall Urban Logistics Programme. This is being explored through the offsite consolidation centre (OCC) model. The model seeks to optimise the efficiency of each delivery trip by enabling goods to be consolidated and sorted at an OCC first before being delivered to shopping malls and other destinations. Ultimately, by combining same-destination deliveries, truckload utilisation will be improved with fewer trip generations. In time to come, with the advancement in automation technologies, we can expect greater efficiency in the consolidation and sorting process, and higher manpower savings.
FEDERATED LOCKERS AND COLLECTION POINTS Last but not least, in anticipation of continued change in retail patterns and rapid growth of e-commerce, there are plans to deploy a large- scale federated locker system in Singapore’s key residential areas to improve customer experience of the last-mile delivery. Currently, the average local courier company can only complete 30 to 50 drop-offs a with one another through the day as compared to 300 drop-offs sharing of common infrastructure daily in developed cities such as in one consolidated network. With Toyko. The proposed system would the support of the Housing and Singapore’s population, the initiative rates and reduce operating costs present a great opportunity for local Development Board (HDB), which has the potential to enjoy wider by leveraging on partnership and courier companies to collaborate provides housing for over 80% of customer reach, improve utilisation network synergy. 42 Creating Liveable Cities Through Car-lite Urban Mobility 43
COMBINED MOBILITY PACKAGE alternatives so attractive that private car ownership “dies a natural death”. To MOBILITY AS A SERVICE: No single alternative mobility mode will enhance the overall user experience of SUBSCRIPTION-BASED AND ON-DEMAND be able to replace cars. In fact, leaving such a combined mobility package, cities cities’ mobility future entirely at the like Helsinki are working to integrate all Imagine never having to go through the trouble of parking, insuring or managing your car. mercy of Uber or AVs without investing these individual mobility options under Moreover, having a customisable package comprising public transit, taxis, ride-hailing, and personal mobility devices to fit your transport needs. enough in the mass public transport one single platform. Consequently, would be naïve. Hence, it is important the enhanced accessibility to various As private cars are parked 95% of the time, Finnish start-up MaaS Global is looking to transport options would increase the that cities continue to promote public introduce a Netflix- and Spotify-like on-demand subscription model for transit as a way to transportation, active mobility and other viability for commuters to opt for a counter the high per-journey costs of owning a car. MaaS Global aims to launch Whim, a non-car-based sustainable alternatives as slew of mobility modes tailored to mobile app that works like an intelligent personal assistant who can plan routes according to the core of the mobility ecosystem; and their needs, which provides greater users’ calendar events and preferences, by late 2016. to complement these by on-demand, convenience and flexibility collectively. If shared mobility alternative modes of the Helsinki model works and people get transport supported by AV technology. access to reliable transportation, private KEY ENABLERS OF MOBILITY AS A SERVICE Ultimately, going “car-lite” is not about car ownership, particularly in cities, banning cars from the streets, but could eventually become obsolete. INFORMATION AND COMMUNICATIONS TECHNOLOGY (ICT) about making the combination of the ICT enables the integration of multiple modes of transport into seamless trip chains, where users book and make payment for all legs of the trip through a single account. Similar to post-paid mobile phone plans, these services are managed by service providers who, in turn, bundle them into a customised package.
PUBLIC-PRIVATE-PEOPLE PARTNERSHIP By building a regulative framework of planning and urban design guidelines, the public sector can integrate CONFIGURE YOUR PACKAGE various mobility options by blurring the boundaries between different transport Inter-City
modes. The private sector can do its Unlimited part by setting up innovative transport connection systems that can interoperate, Inter-City
and by tapping on profitable markets Unlimited for new transport services. As for the people, they will no longer be just be Helsinki
on the receiving end as consumers— 23km instead, based on their needs, the transport system will be designed and Within 1km
customised with the commuters in mind. 50km
DATA-SHARING Within 1km
Businesses may also consider opening 50km access points to mobility data across the city so that users, who are constantly on COST 358£ Future mobility is about making the combination of sustainable alternatives so attractive that the move, may actively contribute to this (per month) BUY private car ownership becomes obsolete. (Source: krakow.bicycles @ https://flic.kr/p/5CkU8Q) stream of information. At the end of the day, an inclusive ecosystem of equally- engaged stakeholders can be created, each with an incentive to help the other. 44 Creating Liveable Cities Through Car-lite Urban Mobility 45
CHAPTER 4 WHAT’S HAMPERING THE SHIFT?
In urbanised cities today, the unprecedented availability of a wide range of mobility options has injected some much-needed momentum towards a paradigm shift in which people’s safety and needs are placed before those of vehicles. However, the existing mobility system is still experiencing a fair amount of inertia and resistance against departing from the status quo. This section discusses some key challenges that prevent cities from going “car-lite”.
MISALIGNMENT OF VISION CONVENTIONAL TRAFFIC AND POLICIES PLANNING APPROACH
Inconsistencies in policies and People often lament about how historic approaches often undermine good urban districts built before the advent efforts that go into promoting of automobiles are more walkable sustainable travel behaviours. For and human-scaled. In contrast, bigger example, although city governments block massing, wider roads and more invest heavily in expanding the public spacious building setbacks are typical transport network to reduce the number characteristics that dominate the of cars on roads, they do not adjust planning and design of many newer the existing parking policies which urban precincts. These result in an urban favour commuting by car (e.g. providing environment that is less conducive for abundant and affordable parking at both interaction and activities among people. origins and destinations). Moreover, the prevailing transport In other instances, policymakers wishing planning approach in most cities still to pursue a pro-cycling agenda may, prioritises vehicular movement and at the same time, be reluctant to access over that of people’s. Usually, compromise drivers’ interests by re- with each new development added to allocating road space to bike lanes. Very a road network, surrounding roads are often, such inconsistencies arise from expanded to maintain the flow and how cities view “going car-lite”only as a efficiency of car-based movements. means to address a transport challenge, There are multiple downsides to such rather than a holistic approach towards an approach: First, a system designed achieving a broader spectrum of health, to anticipate and eliminate peak-hour environmental and social benefits. congestion ends up being under-utilised during non-peak periods (i.e. for most of the day); second, streets that never choke up are great for cars, at the expense of the wider population.
(Source: Amsterdamize @ https://flic.kr/p/cvBaqU) 46 Creating Liveable Cities Through Car-lite Urban Mobility 47
STRUGGLE TO SECURE “WE DO NOT KNOW WHAT WE STAKEHOLDERS’ BUY-IN DO NOT KNOW!”
Solving the mobility challenge requires Many transport planners struggle with a strong support from the private and “chicken-and-egg” problem, especially public sectors. Given that stakeholders with the rising popularity of active have diverse incentives and interests, it mobility modes and shared-mobility can be difficult to secure their support modes (such as ride-hailing) in recent for “going car-lite”. Ultimately, profit- years. Despite growing acceptance and driven businesses are still concerned utilisation of these modes as everyday about whether a “car-lite” proposition transportation options, the amount of makes economic sense, and it is not easy reliable and accurate data available to to convince car-loving commuters to give support their growth remains limited. up their car-dependent lifestyles. Reported travel data collected through conventional methodologies, such as RISK-AVERSE MANAGEMENT household travel surveys, often fall short (OR POLITICS) of providing an accurate snapshot of their usage levels and patterns to inform While many sustainable mobiltiy policy and funding decisions. This tends initiatives, if successfully implemented, to generate a vicious cycle whereby are beneficial to cities and their people, cities are unable to justify giving greater they may not necessarily win the support to these mobility modes, popular vote, politically speaking. The despite their potential to complement reclaiming of road space from motorists, public transit within a multimodal pedestrianising of busy thoroughfares, mobility ecosystem. For instance, if the and implementation of road-pricing current mode share for cycling is low systems can in fact disrupt the status and usage data is lacking, it is hard to quo of systems already in place. convince the authorities to build a more extensive network of bike lanes. Without Moreover, contrary to the start-up world improvements to biking infrastructure, where failures and experimentations cycling becomes an unsafe and less are celebrated, there is an ingrained attractive option for current or would- culture of risk aversion within the public be cyclists. The end result is a lose-lose sector. Very often, the lack of incentives situation for all. to innovate and the fear of failure are behind the strong inertia preventing policymakers from embracing new ideas that explore alternative ways of “getting things done”.
Improvements to biking infrastructure should be consistent throughout the city. (Source: simon @ https://flic.kr/p/4sjkDd) 48 Creating Liveable Cities Through Car-lite Urban Mobility 49
CHAPTER 5 GOING “CAR-LITE” THROUGH A COLLABORATIVE JOURNEY
COLLABORATE TO DRIVE mobility ecosystem. In the last five CHANGES years or so, the urban mobility sector has seen the emergence of an ever- For many decades, the public sector expanding range of new solutions that has assumed the key role of addressing are consumer-oriented, on-demand and major urban mobility challenges. user-friendly which are largely driven by Globally, transport authorities are the private sector. While some of these investing heavily in public transit and “disruptions” in mobility service delivery hard infrastructure—to improve mobility. have been met with mixed responses However, as the urban population from city governments, consumers have continues to grow rapidly and generally been extremely receptive. Now commuters’ travel needs and behaviours that the private sector has demonstrated become more diverse and dynamic, its great potential to develop smart yet cities are finding it increasingly difficult relatively inexpensive mobility solutions to deliver good and efficient multimodal in response to consumer demand, the mobility. public sector must decide how best to harness these solutions for the greater At present, the public sector alone does good of their city as a whole. not have the right mix of skill sets and capabilities required to build a more Globally, ground-up initiatives have robust mobility ecosystem, especially made substantial contributions towards with changes happening at breakneck impactful changes. The public sector speed. It is therefore crucial that the can therefore support these “agents public sector stays nimble, forward- of change” (civic groups and local looking and open to collaborating with communities) by tapping on their skills experts from other sectors. and experience. By engaging them in all stages of planning, design and In many cases, public and private sectors implementation of the new mobility have started to forge partnerships to ecosystem, city governments can gain a provide new mobility solutions. The deeper understanding of their people’s number of successful bike-sharing needs and be better placed to improve schemes in cities around the world is mobility services and urban spaces. proof that constructive public-private partnerships—built on clear expectations In summary, as urban mobility reaches and a good understanding of each the tipping point of a major paradigm other’s incentives—can lead to win-win shift, government agencies are re- outcomes for both cities and businesses. examining their roles in the change management process. Many leaders and In other cases, the market has stepped urban practitioners have gradually come in to fill the gaps in a conventional to realise, through the successes
(Source: CLC & ULI) 50 Creating Liveable Cities Through Car-lite Urban Mobility 51
and failures of their own and others’ need to establish functional frameworks, endeavours, that a collaborative approach platforms or organisations that enable is the key to creating better urban and a diverse group of stakeholders to work mobility ecosystems. Therefore, cities together towards this end.
ABOUT THE PROJECT Recognising the importance of this collaborative approach, this research project seeks to provide a platform for key stakeholders across different sectors to exchange (Left to right) Dr Limin Hee, Director of Research, CLC, engaging panellists Mr Mark Borland, Head of Projects (South Asia) at Hongkong Land; Mr Anthony Chia, Executive Vice President (Projects) views and brainstorm ways to work together and support one another during this at City Development Limited; and Mr Wong Heane Fine, Group CEO at Surbana Jurong Private major paradigm shift. Through our research, we hope to offer relevant lessons Limited in a panel discussion. (Source: CLC & ULI) and takeaways by identifying best-practice examples, and by consolidating the inputs of international experts at multi-stakeholder workshop discussions. These recommendations aim to provide practical advice to cities wishing to embrace a “car-lite” mobility future; and are intended as a useful checklist for both what needs to be done (i.e., specific strategies and initiatives to create people-oriented urban WHAT WE HEARD DURING WORKSHOP 1 districts and mobility systems) as well as how to get it done (i.e., approach and mindset required to get things done quickly and effectively).
FIRST WORKSHOP Presentations and a panel discussion touched on the following topics: Two research workshops were organised • “Going ‘Car-Lite’: Vision and as part of this research. The first (held Challenges Ahead” by the Ministry in February 2016) highlighted current of Transport (MOT); initiatives taken by selected cities, • “International Scan on ‘Car-Lite’ including Singapore, to promote Initiatives” by the CLC; sustainable future mobility. It also • “The Role of Shared Mobility” by examined the roles of key “enablers”— Park Chan, Uber; such as new mobility options supported MOT participant Faith Perh presenting on Singapore’s “car-lite” vision in Workshop 1. (Source: CLC & ULI) by technologies and a sharing economy, • “‘Car-Lite’ Compatible Parking progressive parking policies and good Policies for Singapore to Consider” spatial design—in shaping aspiring by Professor Paul Barter, Lee Kuan “Singapore is already one of the forerunning cities in the world when “car-lite” cities’ mobility future. The Yew School of Public Policy; it comes to promoting sustainable mobility. Looking ahead, going 62 workshop participants provided • “Creating ‘Car-Lite’ Cities: The Role “car-lite” is something that should happen to make the city-state more invaluable feedback on the major issues of Good Spatial Design” by Terence liveable. The more important thing is to really approach mobility from and challenges faced by the respective Seah, Benoy and; people’s perspective, not cars. Once we get our priorities right, slowly sectors and industries they represented. but surely, Singapore will become an even more competitive and • Panel discussion with representatives attractive city for people to live, work and play in.” Group discussions were then held to from the real estate industry, examine how stakeholders from the entitled: “Does ‘Car-Lite’ Make public, the private and the people Mr Khoo Teng Chye Economic Sense for Real Estate Executive Director sectors could work together to tackle Developments in Singapore?” Centre for Liveable Cities the challenges identified. 52 Creating Liveable Cities Through Car-lite Urban Mobility 53
SECOND WORKSHOP solutions to improve the accessibility and attractiveness of the area. Issues such as Key findings of the first workshop ways of promoting coordinated travel then served as the basis for the second demand management at district-level, multi-stakeholder workshop on 8 April shared mobility and more people- 2016, which was held at Jurong Lake oriented street designs were extensively District (JLD), a major regional centre discussed. located in the western part of Singapore. Envisioned to be Singapore’s second Presentations and panel discussions Group discussions at Workshop 1. (Source: CLC & ULI) Central Business District (CBD), it will consisted of the following: also be the terminus site for the planned • “Key Takeaways from Workshop 1” “I think we can be more liberal about peer-to-peer car sharing—it Singapore-Kuala Lumpur High Speed by Centre for Liveable Cities (CLC); provides a good alternative option to owning a car when people Rail project. Being redeveloped as a need access to cars. For the rest of the time, they can make use of • Keynote Presentation “Strategies modern district, JLD presents exciting the excellent public transport system, or walk and cycle. Helsinki’s on Creating ‘Car-Lite’ Cities: A opportunities to implement new mobility-as-a-service [offered] in an integrated way is a good idea. Practitioner’s Guide to Driving planning and mobility concepts including The future of sustainable mobility is about offering a whole package Positive Changes in Cities’ Mobility the prospect for a more people-oriented of transport options that make owning private cars completely Ecosystem Quickly and Effectively” and less car-dependent district. pointless.” by Gabe Klein; • “In Conversation with Gabe Klein”; Using JLD as the case study area, Professor Paul Barter this workshop’s main objective was • “Vision and Development Plans for Lee Kuan Yew School of Public Policy Jurong Lake District (JLD)” by Urban National University of Singapore to identify a few priority areas of action or “quick-wins” for potential Redevelopment Authority (URA) and implementation within the next two Land Transport Authority (LTA) and; “I enjoy taking public transport because it takes away the strain of to three years—so as to support • Panel Discussion entitled “Can having to drive. Although it could be crowded, it is a relaxing way to JLD’s “car-lite” vision. Most of the 65 ‘Car-Lite’ Work in JLD?” with Mr spend the morning and evening commuting. To make public transit workshop participants—real estate Mann Young, Director of Business more comfortable and more convenient, we have to work on the developers with existing projects in the Development at Lend Lease; Mr Toh last-mile—from MRT station to home—making this leg comfortable area, and urban and transport planners Kim Sai, Deputy Chief Development is a very important criterion to help make public transport a more involved in the district’s planning and Officer at Capitamalls Asia; and Mr attractive and convenient mode.“ development—were stakeholders with Arthur Aw, Executive Vice President an active interest in shaping JLD’s future. (Special Projects, Integration & Ms Hwang Yu-Ning Hence, the workshop provided a good Growth Strategy) at Ascendas- Director (Land & Liveability) platform for the exchange of ideas and Singbridge Prime Minister’s Office, Strategic Group
“Neighbourhoods and urban precincts that are planned and designed in a high-density setting for ease of walking and cycling provide an excellent base for reducing reliance on private cars. Instead of continuing to invest in road-widening and extension, we need to ensure the types of transport infrastructure investments made are strictly congruous to our ‘car-lite’ vision.“
Mr Anthony Chia Executive Vice President (Projects) City Development Limited Participants preparing for an experience on e-scooters at Jurong Gateway during Workshop 2. (Source: CLC & ULI) 54 Creating Liveable Cities Through Car-lite Urban Mobility 55
Mr Gabe Klein leading discussions on how stakeholders, including public agencies, private sector Participants trying out personal mobility devices as part of the second workshop in Jurong Lake professionals and interest groups could work together to make “car-lite” work in Jurong Lake District. (Source: CLC & ULI) District. (Source: CLC & ULI)
As part of the second workshop, workshop to lead the discussions. participants were taken on a fieldtrip Coming from a start-up background around Jurong Gateway, the commercial and with a prior career path mainly in hub within JLD. Conducted on foot and the private sector, Mr Klein stated that on personal mobility devices (PMDs), the he firmly believes in the need to run the fieldtrip provided an overview of the key public sector agency with the energy, concepts and strategies that had gone pace, creativity and change management into the planning and development of approach typically found in the start-up the area. It also allowed participants to world. He was therefore able to provide have a first-hand experience of using many proactive, yet practical insights PMDs as a last-mile commuting mode and valuable tips on how city leaders at JLD. and policymakers could work together with the community and the private Mr Gabe Klein, the former sector more effectively to get meaningful Transportation Chief of Chicago and initiatives off the ground quickly. Washington DC, was invited to this
Group discussions at workshop 2. (Source: CLC & ULI) 56 Creating Liveable Cities Through Car-lite Urban Mobility 57
KEY IDEAS FROM WORKSHOP 2 LET PEOPLE AND BUSINESSES FOR JURONG LAKE DISTRICT (JLD) HAVE A SAY Invite public input on matters such as the preferred bike share station locations.
MAKE ALTERNATIVE MOBILITY OPTIONS CONVENIENT THROUGH SHARING Sharing systems like bike share PEDESTRIANISE IT! can make cycling, PMDs or even AVs To promote public 24 HR LINK a convenient alternative especially for transport and prioritise short trips. Sharing networks should be pedestrians, create a fully large, dense and visible to be effective. pedestrianised zone around Payment and user interface should Jurong East Interchange. be as user-friendly as possible. Integration with smartphone technology.
FOCUS ON THE STREET LEVEL Create active street fronts, narrower roads and plant big trees to facilitate walking at street level. Second-storey and underground pedestrian links should remain secondary.
CREATE MANAGE INCLUSIVE STREETS TRAVEL DEMAND Road design should move away ON A DISTRICT LEVEL from car-centric models to encourage Develop a multistakeholder platform people to adopt more sustainable to coordinate and monitor transport travel modes. Pavements should strategies at district level. Measures be widened beyond the current include hub parking, freight delivery standard minimum 1.2m width, consolidation, as well as events while “Slow Lanes” with speed such as“Car-Free Sunday” to limits of 20 to 25km/h can be piloted encourage sustainable travel to facilitate space sharing among residents and visitors with bikes and other within the district. non-car modes. 58 Creating Liveable Cities Through Car-lite Urban Mobility 59
Moreover, during winter, snow is first night buses operating between midnight CITY LEADERS AND EXPERTS cleared on the city’s bike lanes followed and 5am. ON “CAR-LITE” MOBILITY by car lanes. This sends a clear signal that in Copenhagen the needs of cyclists Mr Gabe Klein, former AND LIVEABILITY are prioritised over that of drivers. Mr Transportation Chief of Chicago Kabell also pointed out that—because and Washington DC, concurred The preliminary recommendations of the research project were presented at a co- the capacity for bicycles lanes is five with Mr Kim’s point on the need for a located event held during the World Cities Summit 2016, Singapore. As part of the times the number of people occupied coordinated “car-lite” approach within event, a panel of esteemed city leaders and experts shared their experiences and in a car lane—the removal of car lanes the government and key stakeholders. perspectives on the role of sustainable urban mobility in creating liveable cities. could improve the overall capacity of the To prevent silo thinking, he shared that mobility system. He noted that it is not the bicycle and pedestrian departments Moderated by Mr Scott Dunn, Past Chair of ULI Singapore and Dr Limin Hee, Director the number of vehicles on the roads that in were dissolved into the Complete of Centre for Liveable Cities, the panel discussed many practical ideas in cities’ matters, but the number of people who Streets department in Washington DC. transition towards a “car-lite” future. are being transported. On how cities can work together with the private sector to create win-win Drawing upon Seoul’s experience, Mr solutions for commuters, Mr Klein Kim Soo-hyun, President of Seoul further emphasised how cities should be Institute reiterated the importance of “open to innovations and experiments” developing the public transport network by conducting pilots that are low-risk as the backbone of a “car-lite” mobility and highly rewarding, which could serve ecosystem, as well as the need for an as useful tools to help secure buy-ins aligned “car-lite” vision amongst all key and drive changes. stakeholders. Mr Kim further stressed that the internal alignment of interests Mr Klein finally urged governments to among different government divisions boldly adopt the approach of “we are is necessary to reconcile potential areas going to do it and want your feedback of conflict. He cited the example of on how to do it” instead of “we want the Seoul Metropolitan Government’s your feedback, whether we or not we Department of Landscape: although are going to do it”. the Department focuses on tree planting to promote greenery, these “Singapore has been very trees might, however, inadvertently successful at big infrastructure A panel of esteemed city leaders and experts shared their experiences and perspectives on the role of “car-lite” urban mobility in creating liveable cities during the World Cities Summit 2016. obstruct pedestrian paths. Thus, holistic projects such as remaking the (Source: CLC & ULI) thinking and a coordinated approach are waterfront, doubling the train imperative in the execution of a lines but reallocating the street Mr Morten Kabell, Mayor for Copenhagen has for many years been “car-lite” vision. space from the cars has been very Technical and Environmental promoting cycling as a fast and easy way challenging.” Affairs, City of Copenhagen, stated means of commuting. A good cycling To address mobility challenges, Mr Kim how infrastructure plays a key role in infrastructure, shorter travel times, and recommended combining big data Mr Gabe Klein Copenhagen’s pursuit to achieve 40% enhanced safety and security are major and analytics to bring about innovative Former Transportation Chief of commuting by bicycles. He shared factors determining why Copenhageners solutions. For instance, advanced IT of Chicago and Washington DC his views on green mobility: it is an choose to cycle, and why they are today techniques might enable the monitoring easier, healthier and more efficient more satisfied with this model of travel of the mass transit system in real time. way to get around in the city, and than ever before. In Seoul, the use of smartphone data an option accessible to everybody. allows users to identify the routes of 60 Creating Liveable Cities Through Car-lite Urban Mobility 61
Dr Brosda stressed that the functionally “Do everything, and do it now. differentiated city model in which people Develop everything—build your live in one place and work in another is underground, enable the buses incompatible with today’s walkable and to be emission-free, make your bikeable city context. People want to cities walkable and bikeable. be able to do everything within a mile Offer people the choices to decide radius of where they live. He cited the the mode of transportation that example of HafenCity in Hamburg as they want to use in the city for one such urban regeneration project: themselves. They will make the once completed, the once old harbor right choices.” will be replaced with residential areas and office complexes. Dr Carsten Brosda State Secretary for Culture Media and Digital Affairs of the Free and Hanseatic City of Hamburg
Dr Carsten Brosda, State Secretary for Culture, Media and Digital Affairs of the Free and Hanseatic City of Hamburg, highlighting the importance of providing people with a wide range of sustainable travel options. (Source: CLC & ULI)
Mr Konrad Otto-Zimmerman, Creative included an intensive public discussion, Director of the Urban Idea and a process of negotiating with residents Former Secretary-General ICLEI (Local who had different views. However, the For more information on the panel discussion of the co-located event at World Cities Summit 2016, please scan the QR code or Governments for Sustainability), shared city’s successful demonstration of going follow the web link below: his experience of organising the month- car-free led to the introduction of traffic long Ecomobility Festival in Suwon calming initiatives in the district even (South Korea) and Johannesburg (South after the Festival ended, e.g. reducing Africa). He believed that by closing off vehicles’ speed limit to 20 km/h in certain the roads to cars for a longer period, segments and parking restrictions on people would be encouraged to re- major streets. organise their daily life to complement the car-free lifestyle, during and possibly For Dr Carsten Brosda, State Secretary even beyond the Festival period. Through for Culture, Media and Digital Affairs eco-mobility—walking, cycling and using of the Free and Hanseatic City of https://youtu.be/38T5QHKdtnw public transport—people would get to Hamburg, the key to cities’ “car-lite” experience a car-free city, and hear the future lies with providing people with a sounds of people and birds on the streets wide range of sustainable travel options: instead of vehicle noises. “Offer people the options and have them seamlessly connected with the help of Mr Otto-Zimmerman pointed out technology. Instead of telling commuters that these initiatives are essentially what to do, I think we can trust them to community-building processes. The make sensible travel choices.” planning and preparation of the Festival 62 Creating Liveable Cities Through Car-lite Urban Mobility 63
CHAPTER 6 TEN IDEAS TO PREPARE CITIES FOR A “CAR-LITE” FUTURE
Creating liveable cities through “car-lite” urban mobility requires a multi-disciplinary and multi-stakeholder approach. Globally, while much attention has already been paid to reducing the adverse impacts of today’s car-oriented urban mobility paradigm, there remains scope to closely examine the nature of the challenges and effectiveness of the solutions, to ensure that cities are tackling root causes rather than merely reacting to the symptoms. There are several underlying principles that are key to a city’s transformation towards becoming “car-lite”: i) getting the fundamentals right, e.g., through mixed-use planning and good urban design; ii) focusing on outcomes-driven and people-centred innovations and business models that enable a greater integration of sustainable transport modes; and iii) adopting a multi-pronged approach that strikes a good balance in the joint use of “software tools” and “hardware improvements” to drive the changes.
With that in mind and the information input through the stakeholder workshops and experts input during the World Cities Summit Forum, the CLC and ULI have distilled 10 key ideas to provide practical advice and tactics to prepare cities for a new mobility paradigm.
IDEA NO. 1 Alignment of vision across the board ALIGN VISIONS, BOTH is critical. Cities need to ensure that INTERNALLY AND EXTERNALLY the promotion of sustainable mobility in transport planning is not managed To successfully use policy changes to in isolation from other related urban drive the mobility paradigm shift, it is policies, but as a unifying agenda across imperative that there be an alignment all city agencies—by reaching beyond of vision and efforts among individual transport planning into other essential organisations. Doing so will ensure issues of land use, job creation, energy, support and effective execution at climate change, health and social every level, and at times, the alignment equity. Having a goal-based approach process will require the shaking up recognises and emphasises the need to of existing systems and processes. In break down the silos of agency-specific Chicago, for example, individual mode- key performance indicators (KPIs) to based units at the Chicago Department focus more on the strategic well-being of Transportation (CDOT) were dissolved of cities as a whole. Such an approach to create a unified Complete Streets not only enables more coherent and Department. This resulted in more coordinated design and execution of coordinated efforts that focused less key policies and plans, but also results in on the individual modes of transport, better projects outcomes. but more on creating better streets for people.
(Source: Chicago Department of Transportation) 64 Creating Liveable Cities Through Car-lite Urban Mobility 65
“Is having good data important for driving this mobility paradigm shift? Sure, but we also need to remind ourselves that Mr Lee Kuan Yew was known as a man with vision and determination, not a man with data. Policy makers have a critical role to play in this process by driving the right changes.”
Mr Mark Boland Head of Projects (South-Asia) Hongkong Land
INTERVIEW WITH GABE KLEIN Public Sector’s Role in Driving A Mobility Paradigm Shift
Busy pedestrian crossing in Jurong Gateway. (Source: CLC & ULI)
How do you drive change within Risk-aversion hinders project the bureaucracy? If you were implementation and innovation. to advise someone tasked to How do you emerge from this transform a city’s urban mobility, rigid cycle to create more nimble what would be the first things public agencies? they should do or look into? Coming from the start-up world, I’m I would inform somebody new a big fan of experimentation. When coming in to, first of all, not be I say “pilots” or “experiments”, I do intimidated by the fact that they not mean flying by the seat of one’s may not have the requisite résumé, pants. These should be controlled or have come from 20 or 30 years experiments that involve putting of background in government, or together plans for quick iteration with formal training in planning or so that you can execute them over engineering. and over in different contexts, for different purposes. If you make your I think we need more diversity in stakeholders—be they the Mayors, leadership because individuals with the council members, the business To view CLC’s interviews with Gabe Klein as well as his public unique experiences from different shopkeepers, the landowners, or lecture on “Bridging the Public–Private Divide to Create Great Cities”, sectors bring with them unique the residents—part of the diagnosis please scan the QR code or follow the web link below. perspectives. This is important when and experimenting process, you’ll cross-sectorial collaborations are find that they give you a lot longer part and parcel of the public sector’s leash to play with. And I would also day-to-day work. I also think that argue that from what I’ve learned, honest, transparent communication it’s typically much more fiscally with people is critical when it comes responsible to pilot something to https://www.youtube.com/playlist?list=PLGKE0U1p8RxjilNTTdAP0LVg_jh5JJCu0 to driving changes. show people how it works, and 66 Creating Liveable Cities Through Car-lite Urban Mobility 67
get their buy-in. Tactical urbanism So I think that there has been projects can be extremely cheap recognition in the US that the key but effective. You can then make it to a sustainable urban future is permanent later. through these partnerships.
Rapid changes in technology What tips can you offer in and the emergence of new terms of cultivating open and business models make it effective public communication important for governments to within the public sector? be ready to adapt. How has When I first joined the public the public sector in the United sector, I was surprised at how States creatively responded to opaque it was when it came to disruptions with new policies or communication and how much models of collaboration? was being done behind closed Indeed, new business models doors. Internal communication was like Uber and Lyft can be hard to problematic too. You had the “left- regulate. And on top of it, you have brain” people and the “right-brain” very smart consumers who typically people: the latter were the creative want better service at lower prices. planners who would go out and I think that the future of mobility talk to the community and typically lies with public–private partnership. say yes, while the engineers were If we test the waters properly, if we quietly saying no. As a result, the share the risks and rewards, we can end product became very different really serve the citizenry better than from what was conveyed to the we have ever had in the past. people.
Autonomous cars are already We therefore made a conscious on the horizon. Or I should effort to open up the agency. say, autonomous technology, It made the left-brain people because there will be a lot of uncomfortable, but it was the applications. The US government right thing to do. And I think is now leading a US$50 million that if you’re going to convince a Smart City Challenge, comprising customer that a product or service US$40 million from the Federal is good for them, you’ve got Government and US$10 million to actually explain the features, from the private company, Vulcan, advantages and benefits of the owned by investor Paul Allen. So product or service. We aggressively they are basically giving funding adopted the use of social media, to one city to institute the most though few government agencies innovative smart-city technologies were doing a lot of that (proactive in the area of transportation, and communication). We were also to demonstrate what is possible communicating with people in two with public–private collaboration. ways: we uploaded all our projects
Gabe trying out e-scooting along a typical sheltered walkway in Singapore. (Source: CLC & ULI) 68 Creating Liveable Cities Through Car-lite Urban Mobility 69
the website, and updated the to citizens, because I think that public on a weekly basis in terms sends a message to the public that of what we were doing well and this is a new day in government. not doing well. We said we were This is very important, particularly if committed to doing X number you’re going to have an aggressive of things within a period of one timeline for new initiatives. All of to two years, not a 10-year plan these efforts paid off—the people with nobody accountable for the felt they were much more a part outcomes. And then we’d report of the process, and that they had on it. No matter what happened, a voice in the outcomes of their we were transparent about it and communities. After all, we work we even started our own blog to for them, and it is the outcomes communicate directly with the that matter, not propping up our people. I would respond personally fiefdoms.
IDEA NO. 2 In an increasingly service-conscious FOCUS ON PEOPLE’S NEEDS, age, it no longer matters who provides WORK WITH COMPETITION TO the services. Instead, what matters is With a better understanding of the impact of service options such as car clubs and ride-hailing on FIND WIN-WIN SOLUTIONS how attractive the provided services the bigger mobility ecosystem, cities may be more willing to integrate them as a part of the are, with consumers playing the part “car-lite” mobility solution. (Source: Felixkramer @ https://flic.kr/p/61Uu5q) The wide range of mobility services and of very reliable barometers. Indeed, fair concepts that are becoming available has competition in the transport sector is a exact impact on transit. While more surveys and researches on this topic would the potential to profoundly transform prerequisite for innovation and efficiency, certainly be useful, these new service providers should also come forward to share the future of both public and private and it would not be an overstatement data with cities and the public.52 transit. While some of these new kids on to say that fair competition among the block are seen to have stepped on different transport modes and business the toes of existing players, consumers models is a prerequisite for networking “I think it is for the public to understand that there are all of these different have demonstrated strong receptiveness the system to create a truly integrated options and one of the options may not be able to completely replace car towards trying out and eventually taking package of mobility services.51 ownership or be as good as owning your own car, but together—by walking up many of these modern transport and cycling more, by using public transit more, by sharing the rides—as a services and products. According to Nevertheless, it is important to recognise package it can, for sure, replace the convenience of driving your own car.” statistics released by Singapore’s Land that this is not a one-way street. For Transport Authority (LTA), the number ride-hailing and car-sharing services to be accepted as part of the future Park Chan of rental cars on the roads had risen to General Manager (South-East Asia) mobility ecosystem, these new services a record high of 24,573 as of August Uber 2015, a 38% surge from August must complement public transport 2014. A probable cause was the rising modes, instead of attracting passengers popularity of ride-hailing apps like Uber away from public transit and generating and Grab which work with rental firms more traffic on the roads. Presently, to provide cars to drivers.50 there is no definitive answer on their 70 Creating Liveable Cities Through Car-lite Urban Mobility 71
CHICAGO and maintain interest in bike-sharing For Divvy, the public was actively The Story of Divvy Bike Share and make it “feel like Chicago.” approached for suggestions during the planning phase of Playing the role of overseer and the project. Civic data firm Open Amidst stiff global and regional and associated permits. In the change facilitator, the CDOT worked Plans was hired by the CDOT to competition, policymakers case of Divvy, the private sector’s closely with private corporations on design a station crowdsourcing in Chicago saw prioritising aversion towards attempting such the most fundamental and intimate page where people could indicate sustainability as a key strategy for an ambitious and expensive project aspects of the system. Strategic desired station locations on an attracting and retaining talent. was offset by initial funding secured alignment of the objectives of public interactive map. To date, the page Mayor Rahm Emanuel and Chicago by the CDOT through both federal and private stakeholders provided has recorded thousands of geo- Department of Transportation and municipal sources. As the only motivation to make the system located comments from the public. (CDOT) Commissioner Gabe Klein international company specialising work. It also created secondary Additionally, Divvy usage data for envisioned a city-wide transport in the management of bike-share benefits by creating a profitable each quarter is also made public, network that would translate the services in cities at the time, Alta public service. and a Data Challenge competition principles of liveability, sustainability Bike Share, Divvy’s contracted runs annually to encourage public and economic viability into projects vendor, brought in high-calibre city COMMUNITY INVOLVEMENT involvement in finding new ways of that were quick to implement and managers to minimise operational Community involvement formed visualising data, discovering novel would improve quality of life in hiccups. Alta Bike Share, together a key component in the planning, trends and conducting studies on Chicago. Transportation priorities with the experienced CDOT team design and operations of the Divvy usage patterns. These have, in turn, within the city have evolved from that had modelled and launched system. Klein stressed the need for supplied useful information for the rail- and car-centrism to an emphasis the well-received Capital Bikeshare the public to take ownership of the Divvy operator and the CDOT to on walkability and bikeability, and in Washington DC, were important urban spaces they occupied, and apply towards improving the system. the much-lauded Divvy bike-sharing contributors to the success of Divvy. believed that this should extend scheme was one key initiative that to the quality and safety of the Embracing social media was another was rolled out under this transition. Gabe Klein and his deputies transportation networks that they important aspect that increased the adapted the marketing model of used. market outreach marketing team Initially planned for launch with Washington DC’s Capital Bikeshare 3,000 bicycles and 300 stations, by transferring the responsibility of the Divvy system’s fleet has now marketing over to Alta Bike Share. expanded to over 5,000 bicycles and Alta Bike Share would operate 500 stations spanning the Chicago at-risk so that the Divvy system metropolitan area, and covers would only generate profits if the the largest area of any bike-share bike-share system pulled net profits system in North America. after an initial three-year ramp-up period. This created an impetus A CONSTRUCTIVE PUBLIC– for Alta Bike Share to market the PRIVATE PARTNERSHIP service aggressively and meet CREATES WIN-WIN FOR their membership as well as usage BOTH targets. Global design firm IDEO Typically, a considerable amount and Chicago brand strategy studio of capital is required to initiate Firebelly Design were hired to a bike-share project, particularly develop a unique brand identity in when cities control the public space partnership with the CDOT to rouse Divvy rider and Chicago’s protected bike lanes. (Source: Steven Vance @ https://flic.kr/p/f1tuws) 72 Creating Liveable Cities Through Car-lite Urban Mobility 73
IDEA NO. 3 employee incentives that promote CREATE DEVELOPMENT- greener and cleaner travel choices (e.g., BASED MOBILITY DEMAND working from home, flexible work hours, MANAGEMENT STRATEGIES company bike-rental schemes, discounted public transport season While the public sector has a key role passes, free car-share memberships), to play in driving cities towards a more and take measures to discourage staff “car-lite” future, they cannot carry from driving (e.g., removal of staff out the task alone. End-users, be they season parking, and so on). In a study individuals or organisations, ought conducted by Hamre and Buehler, the to play a bigger role alongside city authors found that when a company governments in promoting sustainable offers transit benefits to its employees travel behaviours. This is because (instead of free parking and subsidies it is ultimately their collective travel to drive), the probability of taking the decisions that will have a significant bus or train exceeds 76%, and driving impact on cities’ transport networks and becomes less appealing.53 Not to stop also regular engagement with the the urban environment. Additionally, short at just developing a plan, individual press, as well as frequent sharing beyond supply-driven solutions, policies organisations were also tasked, as of positive stories about Divvy and measures enable more effective custodians of the travel plan, to monitor usage and users. People responded management of mobility demand, being its effectiveness and report on its well to these efforts, and within a critical in optimising the existing urban progress. few weeks after the launch, “Did capacity, so as to avoid the exorbitantly you Divvy?”, “Divvy on!” and high costs of building major transport Over time, this approach would “I’m a Divvier” had become part infrastructures. encourage the development of of the city’s vernacular. Members “customised” mini transport strategies showed off their Divvy key fobs In cities such as London, the inclusion that better cater to the context and and took selfies with the bike with of individual “trip-generators” in the needs of individual development pride. Inspiring public participation projects. It would also foster a shared increased the sense of ownership travel demand management process Chicago: The ubiquitous light blue Divvy has always been a key part of the sense of responsibility among developers bikes and the rare Divvy Red which and quality of feedback that the and users to ensure that every single was launched as part of the Divvy Red CDOT received for the service. city’s overall transport strategy. From Campaign to get people excited about government buildings and schools, to new development contributes instead of riding a bike. (Source:
“The ‘car-lite’ future is not something that the government can do alone. It depends a lot on private, public and community partnership. For the private sector, they can incorporate amenities into their developments such as bike parking and shower facilities. In some of the cities that we have visited, it is even in the employees’ contract that they have to take public transport to work. This can be something that we can look into in future.”
Ms Tracey Hwang Director (Urban Design) Urban Redevelopment Authority
LONDON A Comprehensive Travel Demand Management Strategy
Like in many fast-growing for residential developments have metropolises in the world, London shifted over time, the 2004 London and its transport system face major Plan dictated a complete shift from London-wide Public Transport Accessibility Levels (PTAL) ranging from 1a to 6b, with 1a being the lowest and 6b the highest. (Source: Transport for London) challenges. Significant population minimum to maximum car parking and employment growth expected standards for both residential and reports. Using PTAL as an indication sustainable travel amongst in the upcoming years are likely to non-residential uses across the for connectivity to public transport occupiers and visitors from the further increase the pressure on the city. Today, as a rule of thumb, network, TfL strongly recommends outset. Data and tools are made existing public transport system and all developments located in areas car-free or “car-lite” developments readily available to help developers road networks. London has already that enjoy good public transport in areas of high public transport build, test and review these travel invested billions of pounds in the accessibility should aim for car accessibility. The toolkit also helps plans. transport network to provide more parking provision at a rate that is to identify accessibility gaps in the capacity and better connectivity. But significantly below the maximum existing network. ESTATE TRAVEL PLAN at the same time, it has consistently standards. In some cases, there is also emphasised the need to manage DEVELOPMENT-BASED value in developing an umbrella and influence the demand for travel ACCESSIBILITY-BASED TRAVEL DEMAND travel plan strategy for bigger as part of a balanced and integrated PLANNING MANAGEMENT districts, particularly when there transport strategy. To facilitate easy assessment of the For all large-scale developments, is the presence of a single master public transport accessibility level TfL works closely with developers, developer or estate manager, “CAR-LITE” COMPATIBLE (PTAL) for every single plot of land local councils and other relevant and when there is strong need to CAR PARKING POLICY in the city, Transport for London stakeholders to mitigate the impact coordinate travel issues, measure The imposition of a maximum (TfL)55 developed a free toolkit for of trips generated by the project. and monitor across individual car parking standard has had use by the professional planning As part of the planning process, developments in the area. In a long history in London. From community. Through a dynamic developers have to submit a the case of Canary Wharf, a key as early as 1976, the Greater system that is regularly updated to long-term management strategy business district and home to the London Development Plan had reflect the latest data inputs and that outlines the traffic impact headquarters of many major banks set maximum parking for parts of local planning parameters, the assessment of the site, establish and professional services, effective London to discourage commuting toolkit allows planners to measure targets, and propose a suite of travel demand management has by car, particularly for commercial PTAL for individual development measures meant to encourage always been an integral part of developments. While such standards sites and produce travel time 76 Creating Liveable Cities Through Car-lite Urban Mobility 77
IDEA NO. 4 provider would be a good alternative EXPAND PUBLIC TRANSPORT that can help plug the “first-and-last- its overall estate management stakeholders—including the local AMENITIES TO COVER THE mile” gaps without compromising public strategy. On top of the travel plans authority, TfL, transport operators FIRST-AND-LAST-MILE transport commuters’ experiences. of the individual developments, and tenants/occupiers—to discuss In time to come, the smartphone Canary Wharf Group, as the overall and debate issues and potential To achieve “car-lite” urban mobility, the could well be the platform that brings estate manager, is also committed solutions. Thanks to such an estate- public transport network needs to form everything together—from real-time trip to ensuring coordinated efforts wide approach, provision of key the backbone of the mobility ecosystem. planning to integrated ticket booking in promoting access by non-car transport infrastructure and services Hence, as the first and most critical step, and collection of tickets—to make modes on an estate-wide basis. such as secure cycle parking, car- cities have to prioritise the development multimodal trips truly hassle-free and They do so through an estate travel sharing, cycle training and freight of a safe, reliable and convenient public attractive. Last but not least, deployment plan that provides an overarching delivery are well coordinated and transport system as they plan future of promotional materials and sharing of framework to individual companies consistently delivered to ensure mobility systems. information about the services can be across the estate. In addition, the area’s long-term success, done together to improve the appeal of quarterly Transport Forums are sustainability and vibrancy.56 However, getting people out of their the “enhanced” mobility package as a also organised to bring together cars takes more than just having a whole. shiny and well-run public transport system. Very often, it is challenging “What is critical for an efficient to convince drivers to give up the public transit system is that it convenience of driving. Whereas car should be tightly knit throughout travel takes one from door-to-door, the city. Most of all, the ‘first-and- public transport presents the “first-and- last mile’ of a trip is a decisive last-mile” problem, i.e., the extra time factor for individuals in deciding and hassle needed to traverse the gaps whether to take public transit or between homes, mass transit hubs and drive. To make it work, the transit workplaces. It is thus important for network must be complemented public transport operators who provide with other sustainable green services for the bulk of public transport- transport modes such as bicycles. based, multimodal trips to look into In Seoul, ‘Ttarungi’, a bike sharing customers’ needs beyond the service system, is being implemented network itself. around major subway stations to connect people between transit One way to do so is for public transport hubs and their final destinations. operators to establish strategic I think this is the kind of effort intermodal partnerships with taxi, needed for cities to increase car-sharing and bike-sharing providers transit ridership.” Canary Wharf, London adopted an estate-wide mobility demand management to complete the trip ecosystem. For approach. (Source: La Citta Vita @ https://flic.kr/p/ouyWjp) instance, if making space for cyclists Mr Kim Soo-hyun and their bikes on congested peak-hour President buses and trains is a real challenge, Seoul Institute perhaps partnering a bike-sharing service 78 Creating Liveable Cities Through Car-lite Urban Mobility 79
IDEA NO. 5 to clog up transport infrastructure, Beyond horizontal integration of high- IDEA NO. 6 PLANNING MATTERS! especially during peak travel periods. density mixed land uses around public PUT A STOP TO CHEAP AND Minimising the number of road trips that transport nodes, compatible uses should EASY PARKING & REFLECT THE Solutions to more desirable and more are generated at the source can save us also be co-located within the same FULL COST OF DRIVING sustainable mobility will not and should from having to fight battles that can be development vertically to minimise the not be found solely within the realm of avoided in the first place. need to travel. With improvements in Although frequently underestimated, transport. As a starting point, it is always industrial environmental regulations and parking is a critical factor in individual worthwhile to ask: Can some of those At the strategic level, land use policy the shift in economic activities towards mobility choice. According to research trips be avoided or shortened in the first must continue to address the physical a more knowledge- and creativity-based conducted by the Paris-based firm place? separation of activities and the means by industry, particularly in more mature Sareco, people choose their modes of which distances between these activities cities, we have seen the emergence of transportation for urban trips based on Mobility data analytics tools have can be reduced. Jobs and homes must many new space usage types in recent the parking conditions at their origins enabled us to gain useful insights into continue to be brought within closer years. Increasingly, such a trend has and destinations.57 Hence, even with the traffic issues while new mobility proximity to relieve unnecessary stress on called out for the need to look into the excellent access to public transport, solutions supported by technology have the road network and public transport weaknesses of zoning as a mixed-use workplaces that provide ample parking promised faster and more effortless infrastructure. Urban structures (in terms facilitator, and how it can be tweaked spaces at affordable rates are likely to journeys. However, these solutions of location, mix and density of land to facilitate the creation of vibrant and prompt both staff and visitors to drive. tend to focus more on the symptoms uses) and transport systems must also diverse urban spaces that respond better Similarly, a generous supply of residential rather than dealing with the underlying continue to shape each other in ways to a dynamic market demands. parking lots at trip origins encourages causes of our urban challenge, i.e., the that promote sustainable travel options. vehicle ownership and reinforces the growing volume of traffic that continues “In creating ‘car-lite’ cities, notion of parking as an entitlement. perhaps the most immediate and In other words, “counterproductive” greatest impact this can have is parking policies can undermine cities’ reclaiming the city we live in for efforts to optimise precious urban ourselves, a city long predicated land use and promote “car-lite” urban on car-centric design and planning mobility. principles. In light of a ‘car-lite’ society, good planning seeks to Cities first need to make better sense optimise the much-needed flows of their current parking usage. On the and interactions that underpin supply front, public agencies should the economic and social well- take the lead to consolidate parking being of a city, whilst good urban supply data and put together a city- design reimagines its exciting wide parking inventory. On the demand spatial possibilities. Like the great side, with the help of technologies beautiful cities of near and far such as electronic parking and vehicle times, good planning and urban identification systems, city governments design has the ability to recreate can partner with businesses and cities characterised by a fine grain commercial car park operators to urban fabric of close proximities develop a better understanding of and richness, increased human the pattern and duration of parking interaction and enhanced demand. Data collected from such conviviality.” parking surveys can be made available for research purposes while maintaining Mr Terence Seah commercial and personal confidentiality Divisional Director to enable the development of more Head of Singapore Studio Toa Payoh, a transit-oriented, high-density town in Singapore. proactive policy interventions. (Source: Stephanie @ https://flic.kr/p/7zDUZh) Benoy 80 Creating Liveable Cities Through Car-lite Urban Mobility 81
A more stringent parking provision this problem by piloting new demand- framework that caps parking supply responsive systems that enable more within individual developments has systematic and precise price-setting. For proven to be an effective parking reform instance, SFpark, San Francisco’s new “CAR-LITE” COMPATIBLE tool. For existing developments with pricing programme, enables parking excess parking provision, the public rate variation differentiated by intricately PARKING STRATEGIES sector can encourage the conversion segmented parking zones, time of day of underutilised parking spaces for and day of the week. Frequent price CONVERT UNDERUTILISED PARKING SPACES: alternative revenue-generating uses adjustments are also made based on Transform underused parking spaces into alternative through incentives such as granting of occupancy data and occupancy targets. revenue-generating uses through incentives such as bonus Gross Floor Area (GFA). granting of Gross Floor Area (GFA) bonuses. Last but not least, to ensure that Nonetheless, to prevent an overly broad- parking planning and management brushed approach, such reviews can are more aligned with overall land use HOUSE MUNICIPAL PARKING POLICY UNDER A SINGLE be fine-tuned by calibrating provision and transport policies, it makes sense AUTHORITY: Centralised authority to enhance parking standards against factors such as to house municipal parking policies policy as a powerful travel demand management tool. public transport accessibility, access under a single authority. In doing so, to amenities and services, and so on. the role of parking policy as a powerful In larger, new development areas, travel demand management tool can be SHIFT FROM MINIMUM TO MAXIMUM PARKING consolidated public parking provision, significantly enhanced. STANDARDS: Limit parking supply, particularly in areas coupled with district-wide parking with good access to public transport. Abolish parking strategies, should always be considered “Plentiful parking promotes car minimums and include on-site parking as floor area for new developments. to encourage more efficient sharing of ownership and driving, and is parking facilities and minimisation of incompatible with a ‘car-lite’ city. space redundancy. To discourage private Yet, Singapore requires parking BETTER & SMARTER ENFORCEMENT: Dedicated wardens car ownership, car-sharing parking lots with every building, based on and surveillance through CCTV to allow for effective should also be provided whenever new an outdated fear that parking enforcement. Impose proportionate penalties against car parking provisions are made within shortage means chaos. Cities habitual violators. newly-built development projects, and such as London and Berlin have, be given greater ease of accessibility without problems, abolished such compared to normal parking lots, similar minimum parking requirements, RESPONSIVE PRICING: Demand-responsive pricing of to electric vehicles or handicap spaces. allowing developers to build less parking that enables more systematic and precise price- parking, especially in transit- setting for different parking zones based on occupancy data and targets. Parking rates have always had a rich locations where buildings significant impact on parking usage. can succeed with little or no Season parking or full-day parking parking. How do such cities passes do not reflect the real cost of achieve parking success without CONSOLIDATED PUBLIC PARKING PROVISION: Replace on-site private parking with consolidated public parking parking spaces. In addition, as parking requiring excess? Modern parking to encourage efficient sharing of parking facilities and demand varies during different times of management is key, enabled by minimise space redundancy. the day and locations, the conventional digitally-enhanced enforcement parking pricing system that is less and context-responsive pricing.” sensitive to time and space has shown its DEMAND-MANAGEMENT STRATEGIES: Gather parking limitations in managing parking spaces Prof Paul Barter supply data through electronic parking and vehicle efficiently. Cities like San Francisco and Lee Kuan Yew School of Public Policy identification system to understand patterns and durations of parking demands. Data to be made available for research Los Angeles have attempted to solve National University of Singapore purposes to enable proactive policy interventions. 82 Creating Liveable Cities Through Car-lite Urban Mobility 83
Most drivers are seldom fully aware of incurred upfront to obtain such quotas, create people-friendly “superblocks.” the periphery of the superblocks while car-running costs. If, with the assistance car owners tend to use their cars more Within each superblock, several smaller pedestrians and cyclists will be given of information technology, they can intensively. Here in Singapore, private city blocks would be joined together, priority on all the roads within them. obtain accurate information about the cars clocked up an average mileage of with pedestrians and cyclists being Upon implementation, Barcelona expects full, real-time cost of their journeys and 17,800 kilometres59 in 2013, far higher given priority. All motorised traffic are to remove fast-moving motorised at the same time enjoy easy access to compared to other high-density cities generally restricted to the roads in the traffic from 60% of its roads. With the alternative modes of travel, they may like Hong Kong, Tokyo and New York.60 superblock perimeters only, except those elimination of traffic intersections within be persuaded to leave their cars behind To tackle this problem and encourage driven by residents, local businesses, these superblocks, the city can therefore more often. “lighter car usage”, tweaking the cost urban services and emergency services increase its provision of public space, structure of the quota licence system which would be required to drive at a parks and greenery. The experiences of London, Milan, to be distance-limited, rather than very slow speed, and be rerouted to Singapore and Stockholm in the past duration-limited, could be the way to decade have shown that congestion go.61 charging can be a very effective mobility demand management instrument that could be accepted over time despite IDEA NO. 7 its initial unpopularity. However, the TURN STREET DESIGN ON ITS “pay once and then drive as much as HEAD you want within the congestion zone” approach provides no incentive to avoid In many cities, prevailing traffic planning “frivolous driving”. and street design are still biased towards avoiding any possible delays for car In Singapore, there are plans to take users. Each time a new development road pricing to a whole new level. is added to the road network, the Expected to be implemented by 2020, surrounding roads are expanded with the existing electronic road pricing (ERP) the aim of maintaining the efficient flow “car” streets “car” junctions system will be upgraded to one that of vehicular traffic. Unfortunately, streets “people” streets “people” space uses satellites to determine when a that are designed to never choke up are vehicle enters a priced zone as well as great for cars, but terrible for anyone the distance it clocks within the zone.58 else. As part of the mobility paradigm With this distance-based road-pricing shift, it is therefore critical to recognise Street Design: How it Actually is vs. How it Should be system in place, drivers are expected to the dual functions of streets as both move away from a “one-time payment” “links” and “places”, and re-prioritise CAR-CENTRIC PEOPLE-CENTRIC How it actually is now mindset to that of “pay-as-you-use”, street design in favour of pedestrians, How it should be in a sustainable scenario and hence become more mindful of cyclists and public transit users wherever the costs of their vehicular usage when possible. Private Cars entering a congestion charging area. Active Mobility Freight, Taxis, Private Hire, It is a common misconception that and Car Sharing Many cities have also used measures creating “car-lite” urban districts simply Public Transport such as vehicle quota schemes to control means banning cars and removing Public Transport the number of privately-owned vehicles. roads everywhere. Looking to debunk Freight, Taxis, Nonetheless, the cost structure of such this misconception, cities like Barcelona Private Hire, Active Mobility and Car Sharing measures has a significant bearing on are exploring the reconfiguration of whether they are “car-lite” compatible. their existing local transport network Private Cars In cases where high sunken costs are within built-up neighbourhoods to 84 Creating Liveable Cities Through Car-lite Urban Mobility 85
Emerald Hill Road, one of Singapore’s first example of a shared street. (Source: Choo Yut Shing @ https://flic.kr/p/ythcK1)
Even for expressways and arterial longer treated as special projects, but as roads that provide key links across the a norm for all road network expansion city, designing them innovatively to and improvement projects. be inclusive for all modes of mobility is worth exploring. In Singapore, the “One of key areas when we government’s plan to redesign a planned plan for our ‘car-lite’ vision is major expressway corridor62 to also not to look at it in the obsession incorporate cycling and walking paths of removing cars but to look at and express bus lanes has been hailed as it from a more holistic point of a bold move towards making walking, view which is the experience of cycling and public transport the way of the people. For instance, walking life for Singaporeans. Decisions like these along linkways and overhead ensure that all transport infrastructure bridges are actually not a very fun investments, no matter big or small, are experience for people. But, if I can strictly congruous to the nation’s walk and cycle through streets “car-lite” vision. that are filled with interesting stalls and activities on my way Ultimately, a paradigm shift to the office, then that is an towards “car-lite” mobility requires experience.” People-oriented, car-free streets in Barcelona. (Source:
PARIS sharing lots, bus and tram corridors, including Place de la Bastille and Reclaiming Car Space for People as well as over 1,400 bike-sharing Place de la Nation between now and stations sprouted up across the city. 2020.66 Supported by a mandatory regulation, 50% of each square’s Over the past 10 years, 40% a redistribution of public space in NO TURNING BACK—RIDING surface area will be pedestrianised, of Paris’ population has shifted favour of pedestrians, cyclists and while road traffic would be confined from driving cars to taking public public transit. ON THE MOMENTUM TO to lanes that are less than 12 metres transport or riding bikes, and only RECLAIM MORE PUBLIC wide. Where feasible, Paris will 7% of Parisians still use cars to During Delanoë’s 13 years in city SPACES continue to introduce more “people commute on a daily basis.63 This has hall, many streets in Paris were During his tenure, Delanoë spaces” such as new green spaces not all happened by chance. While redesigned to accommodate successfully re-oriented key public for people to sit, as well as weekly London-style congestion pricing dedicated bus and cycling lanes. As policies to focus more on enhancing markets. was ruled out as a tenable solution this often involved the reallocation the quality of urban space and to curb car traffic from a political of car lanes or on-street parking, peoples’ urban experience. In fact, REDESIGN PROCESS and social equity point of view, the expansion of the network did such a directive has become so SUPPORTED BY DATA AND the city, under the helm of former not come without its challenges. entrenched in the political discourse Mayor Bertrand Delanoë and current For instance, in the neighbourhood that when Hidalgo took over as EVIDENCE It is worth highlighting that the Mayor Anne Hidalgo, has similarly of Montparnasse, there was a huge Mayor in 2014, carrying on the redesign of Paris’ public spaces goes found other means to achieve its outcry amongst the local community lasting legacy of her predecessor had beyond just churning out beautiful sustainable transportation agenda. over how the loss of on-street become the obvious thing to do. plans. Very often, the process is parking to a proposed bus lane backed by comprehensive data PLACEMAKING-LED URBAN would “kill” the neighbourhood and Along the River Seine, where analysis of existing usage patterns, TRANSFORMATION its businesses. Delanoë had championed the pedestrianisation of its Left user profiles, traffic volume of In the two decades leading up to Bank, Hidalgo announced plans various modes, etc. In time to come, the millennium, Paris’ urban policy Nonetheless, the city pressed on in mid-2015 to replace a busy the city also hopes to work with had adopted a largely pro-car with its efforts to re-appropriate highway along the Right Bank with companies that provide dynamic agenda. After Mayor Delanoë took streets. According to the Institute of gardens, playgrounds and riverfront urban analytic tools to explore office in 2001, he was determined Transport and Development Policy walkways.65 Shortly after, the city testing of various design scenarios.67 to change this by finding the right (ITDP), within a short period of five and its leader rolled out further Through an iterative process of places for cars in a dense and years from 2003 to 2007, Paris’ ambitious plans to transform the designing, testing and redesigning, historic urban environment which overall on-street parking supply was French capital’s urban landscape. the decision-makers want to make had great potential to become reduced by 9% (or 14,300 lots), This included the €30-million sure that the best outcomes can much more people-friendly. To do while 95% of free lots were turned infrastructure funding allocated be achieved and that public funds this, the Mayor and his team re- into paid parking lots.64 During the to a complete makeover of seven committed to these projects are well examined how urban spaces were same period, in the place of those of Paris’s iconic public spaces spent. used and allocated, and decided on lost parking bays, bike parking, car-
(Source: Christophe Marcheux (Own work) [GFDL (http://www.gnu.org/copyleft/fdl. html) or CC BY-SA 3.0 (http://creativecommons.org/licenses/by-sa/3.0)], via Wikimedia Commons) 88 Creating Liveable Cities Through Car-lite Urban Mobility 89
IDEA NO. 8 street closures, and transform their USE PUBLIC SPACES AS streets into car-free public spaces for COMMON GROUND FOR events. Under this initiative, the URA PUBLIC-PRIVATE-PEOPLE formalised the street closure procedure, COLLABORATIONS drew up guidelines (e.g., approval of surrounding stakeholders) and adopted Streets provide precious public spaces the role of a middleman by assisting that support urban life. This function of members of the public in navigating the streets is particularly important in high- process of street closure by connecting density urban contexts, where public applicants to the relevant agencies, spaces that contribute to liveability are such as the Land Transport Authority limited. (LTA), the Singapore Civil Defence Force (SCDF), the Singapore Land Authority The role of the public sector to lead (SLA), the Singapore Police Force (SPF) or initiate the transformation of car- and the National Environment Agency dominated streets into people-oriented (NEA). places is essential. As the custodian of public interests, the government needs Furthermore, necessary equipment for to ensure that its interventions benefit street closure (barriers, signs and safety the people while balancing the diverse personnel) and seed funding of up to interests of stakeholders. S$10,000 were also provided to offset costs incurred for agency clearance and However, governments cannot achieve marketing purposes. this transformation single-handedly. Local communities and stakeholders “Here in Singapore, you have have to be part of the process and great examples of public spaces solution to ensure that interventions that are activated, like Haji Lane. and proposals align with local needs. In fact, when it comes to creating Involving local stakeholders also helps to vibrant public spaces, it is often promote sustainability of the initiatives. much more effective when the Upon recognising the benefits that car- public and private sectors work free or at least “car-lite” environments together, as compared to the can bring to the neighbourhood—in government coming in to do terms of vibrancy, safety or more brisk a mega project. And you can businesses—communities would be even use public spaces to create more receptive towards investing the a common platform so that necessary resources to maintain the the entrepreneurs can plug in, interventions, and even building on the the non-profits and the local initiatives over time. Such place-based community can plug in, the collaborative efforts can also serve as an business community can plug in, effective means to shift cultural mindsets to use them as a platform, as we by demonstrating tangible benefits for did in Chicago.” Paris: Previously a glorified traffic island, Place de la République was transformed into a the people. place for people as part of a major public space revamp project in 2013. (Source:
INTERVIEW WITH LORENZO PETRILLO other activities such as performing LOPELAB artists as part of the event. Streets for People, Not for Cars—Urban Ventures at Keong Saik Road Getting a permit from the authorities also took up time and effort. While URA was helpful in facilitating the What motivated you to lead the approval of permits from other transformation of Keong Saik agencies, as the organiser for the Road into a car-free street? event, I had to prepare and provide It all began with Singapore Design all the necessary information for Week in March 2015, where I authority clearance for the event. In got the idea to propose a long fact, there were instances of multiple communal dining table at Duxton agencies requesting for the same Plain to allow people to enjoy dinner information and this meant I had together. When URA launched the to go through the same paperwork Streets for People programme, it with each of the agencies! was the perfect opportunity to In response to increasing interest initiate a street closure at Keong in Singapore for vibrant, car-free How did you manage to Saik Road, a popular road known streets, the URA launched the persuade the stakeholders at for its vivacity and popular dining Streets for People programme in July Keong Saik to participate in the establishments. While waiting for Community-initiated street closure event 2015 to support community-initiated at Keong Saik Road, Singapore. (Source: car-free event? the permit to be approved, URA street closures. Urban Ventures at Urban Ventures by LOPELAB) The key was to convince business officers suggested that I participate Keong Saik was one of the initiatives owners of the potential returns for in PARK(ing) Day68 held on 18 under this programme. The CLC performances by home-grown investing in the event. Fortunately, September 2015 instead, as it would team spoke to Lorenzo Petrillo, the artists on the street. These activities those who were supportive of the be a more straightforward process founder of LOPELAB, who started demonstrated how streets can be initiative were able to take a longer- administratively. I managed to get a Urban Ventures and organised the reimagined, instead of allocating the term perspective in anticipation for few stakeholders along the street to first event on 12 March 2016. space exclusively to cars. higher footfall contributed by the fund some outdoor furniture such pedestrianisation efforts. However, as hammocks and recycled materials Tell us more about LOPELAB. Where were the challenges you some restaurants owners were also to be placed on the parking lots. LOPELAB is a Singapore Design faced in the process? concerned, as the majority of their We transformed 20 to 30 parking Studio that aims to improve people’s Convincing the stakeholders to patrons tend to arrive by private lots along Keong Saik Road into everyday lives through design. In the participate was one of the key cars. This was easily addressed by interesting public spaces that day, last year, Lopelab has completely challenges. There were no organised re-directing parking to alternative and the success was instrumental transformed the way Singaporeans business associations on Keong locations in the area. in demonstrating the potential of interact in public spaces through Saik, so I had to reach out to the pedestrianising Keong Saik Road. the installation of Urban Ventures, a stakeholders individually. I held six to Beyond the three planned editions series of road closures that focuses seven meetings with them in order of Urban Ventures, I intend to apply The first installation of Urban on connecting the community to explain what I intended to do with for a six-month trial period for Ventures was eventually held on 12 through art and music in public the street closure, and to convince weekly road closures on Saturdays. March 2016 under the Streets for spaces. them of the benefits. On top of that, This would create more flexibility People programme. We hosted yoga I had to seek funding contributions for planning, and enable business classes, craft workshops and music from them to support bringing in owners to see the sustained benefits 92 Creating Liveable Cities Through Car-lite Urban Mobility 93
IDEA NO. 9 Pilots also provide excellent opportunities DRIVE CHANGE THROUGH for evidence-gathering. For mobility DATA-DRIVEN RESEARCH AND modes like walking, cycling, personal PILOTS mobility devices (PMDs), car-sharing or ride-hailing, the amount of reliable and While the process of trial-fail-iterate accurate data necessary to support their is embraced in the private sector, this growth still remains extremely limited mentality is typically absent in the DNA in most cities. This is because reported of public agencies. However, under travel data collected via conventional the leadership of open-minded and methodologies such as household travel innovative leaders, cities such as New surveys often fall short of providing an York and Washington DC are showing accurate snapshot of their usage to that low-cost and quick-build urban inform policy and funding decisions. projects can be highly impactful, and However, through pilots and trials, data that doing it right can be a win-win can be gathered to enable a better understanding of usage patterns, user Activities at Keong Saik Road during street closure event. (Source: Urban Ventures by situation for both governments and LOPELAB) businesses. In times of tight budgets profiles and sometimes “latent demand” and uncertainty over a project’s associated with some of these modes. of a pedestrian-friendly environment commercial activities, such as worth, governments can use pilots to over a longer period of time, as inviting local artists to perform determine the optimum solution. As As Ms Janette Sadik-Khan, former New opposed to an ad hoc, one-off in a public setting. This diversity part of Washington DC’s revamp of York transportation commissioner, well- initiative. Once people are able to see provided a more interesting urban its parking system, the city decided to known for tackling tough challenges the benefits, they will embrace it! public space experience. That being try out eight different parking systems and building consensus through her said, non-commercial activities still by eight different companies before data-driven approach, puts it, “It was The process of organising the street require substantial funding—artists settling on the final configuration with all about the data. If it works better for closure also allowed the businesses need to be fed too! We need a mix inputs from the public who had used traffic, if it was better for mobility, if it along Keong Saik to get to know of commercial activities to ensure the systems. Companies loved the idea was safer, better for business, we would each other better. As business sustainability of such community too, as nothing beats being able to test keep it; and if it didn’t work, no harm, owners and operators, we spend events. This will contribute to the their products and services out in the no foul, we could put it back the way it most of our time on this street. funding requirements for the event real world. was.” Hence, there is great incentive for too. us to organise ourselves into a community, take ownership, and More flexibility could also be position Keong Saik Road as a cool provided by the agencies on the and vibrant neighbourhood. restriction of commercial activities with street closures. If the authorities What are some factors behind impose certain restrictions on the success of Urban Ventures @ commercial use, as they see the Keong Saik? What do you think value of such non-commercial could be done better? activities in creating more diverse Urban Ventures @ Keong Saik was and enjoyable public spaces, perhaps successful as we differentiated the more public funding support could event from other street closures be given to encourage these non- by creating a diverse mix of non- commercial activities.
New York: Broadway at Times Square before and after transformation. (Source: New York City Department of Transportation) 94 Creating Liveable Cities Through Car-lite Urban Mobility 95
“City leaders can be more open-minded about using the city as a lab and open up its streets for creative solutions to be test-bedded. In Copenhagen, our Street Lab initiative offers real urban space for private companies to test out their smart city solutions. It helps showcase the potential of new technologies and urban solutions to citizens and decision-makers, and also provides a proof of concept for their scaling-up elsewhere.”
Mr Morten Kabell Mayor for Technical and Environmental Affairs City of Copenhagen
SEOUL Seoul: Lunchtime crowds at Deoksugung-gil before and after pedestrian-friendly Transforming City Streets through Data-Driven Pilots improvements. (Source: Seoul Institute) The regular lunchtime street with an average travel speed Seoul’s recent efforts to transform conducted a pilot pedestrianisation pedestrianisation of Deoksugung- of only 10 km/h—far lower than its mobility paradigm from a car- of the street for two hours during gil was implemented swiftly by the average travel speed of 25 km/h dominated one to a public transport lunchtime where all vehicles were September 2014. To generate more on Seoul’s main roads. The street and pedestrian-focused system have prohibited from entering the car- buzz and interest, an event planner was also crowded with pedestrians captured the attention of urban free zone. During the two hours, was appointed to curate different who were confined within narrow practitioners. Driving this change pedestrian volume increased by 5%. themes for each day of the week. sidewalks. was a series of pilots backed by When surveyed, over 90% liked the rigorous data collection to better idea of a pedestrian street and more YONSEI-RO TRANSIT Planners saw how a transit mall inform planning and decision- than 50% wished that the street MALL—MITIGATING TRAFFIC could potentially cause congestion, making. could be car-free every day. IMPACT OF TRANSIT MALL as cars would need to detour around THROUGH PILOT ROAD the transit mall. A traditional traffic DEOKSUGUNG-GIL— The positive survey results from CLOSURES simulation model could only reflect EXEMPLIFYING THE the pilot helped strengthen the Yonsei-ro is a popular 550 metres- how unfeasible the proposal was, BENEFITS OF A PEDESTRIAN- case for a regular pedestrianisation long commercial street in Seoul’s and indicate the risk of congestion FRIENDLY ENVIRONMENT programme at Deoksugung- Sinchon district, where several major spreading to the surrounding area. THROUGH PILOTS gil. After gathering opinions universities in Seoul are located. The To fully analyse the real impact of Deoksugung-gil is a street in from denizens and monitoring street was selected as the first transit vehicle restrictions in Yonsei-ro, SMG downtown Seoul popular with the area, various facilities were mall to be implemented in Seoul, implemented two car-free days on lunchtime crowds from the improved before plans for turning as part of Seoul’s plan to create an Yonsei-ro and collected data during surrounding office buildings. the street closure into a regular urban environment that puts people these days. Analysis of the collected However, the narrow street meant operation were put in place. For and public transport first. The aims data indicated that vehicles going that pedestrians often spilled example, motor-operated bollards were multifold—to reduce demand north-to-south were re-directed onto road spaces and mixed with were installed at the entrance of for private car use; to bring about across nearby roads and did not vehicular traffic, creating safety Deoksugung-gil and parts of the urban rejuvenation; to enhance the contribute to the congestion in the concerns. walkway were expanded. Some of public transport experience; and to surrounding areas. However, most the bollards within Deoksugung- improve the pedestrian environment. of the vehicles going south-to-north In May 2014, the Seoul gil were removed or changed to had to pass an alternative three-way Metropolitan Government (SMG) avoid creating obstructions for Before implementation, Yonsei-ro intersection in Donggyo-dong and pedestrians. was a congested and accident-prone make detours through Yanghwa- 96 Creating Liveable Cities Through Car-lite Urban Mobility 97
ro and Yeonhui-ro, increasing 2014. The benefits of the transit congestion on these two roads. An mall were immediately clear— alternative detour route for vehicles traffic accidents fell by 34% just going towards Susaek was identified six months after the opening of as a suitable way to address this the transit mall, and the number congestion. To mitigate this, the city of visitors using public transport built an intersection in front of the increased by 11.1%. The transit underpass for Sinchon Train Station. mall also brought financial benefits. Compared with 2013, the number The above measures helped to of visitors who patronised the shops contain the impact of the transit in Sinchon rose by 28.9%; the mall on congestion within the area, number of transactions that resulted and showed that traffic impact in revenues went up by 10.6%, and need not be a deal-breaker for total revenues rose by 4.2%. With pedestrian-friendly projects. SMG the success of Yonsei-ro, SMG is also engaged and worked with the actively seeking other suitable sites stakeholders to develop solutions for in Seoul to implement more transit Seoul: Vibrant street life at Yonsei-ro after implementation of transit mall. (Source: Seoul the design and management of the malls and further reduce the city’s Institute) transit mall. reliance on private cars. CONCLUSION flow on the other. Seoul’s evidence- The proposed transit mall was Many cities are often hesitant based approach—which combined successfully completed in January to carry out pedestrian-friendly localised pilots and rigorous data projects due to concerns about collection—not only contributed potential traffic congestion arising to better-informed solutions, but from restrictions on vehicle access. also helped generate support Over-reliance on traffic simulation among multiple stakeholders for and modelling often fuel this bias, the proposed pedestrian-friendly projecting the deterioration of projects. traffic conditions based on current travel demand data, and leading to the expansion of road systems to accommodate an ever-increasing demand for private cars.
Having experienced serious traffic congestion that resulted in social costs totalling about US$6 billion a year in the early 2000s, Seoul recognised the futility of car-based urban development on the one hand, and potential benefits of car-free environments beyond traffic
Seoul: Yonsei-ro before implementation of transit mall. (Source: Seoul Institute) 98 Creating Liveable Cities Through Car-lite Urban Mobility 99
IDEA NO. 10 commutes, new norms can be shaped. “You have to start to market the savings to people, like you are with the CHANGE MINDSETS AND MAKE As it stands, businesses or government big billboards for transit. When I started at DC, I had a car and driver but “CAR-LITE” MOBILITY COOL agencies offering corporate travel plans I rode my bike everywhere. Seven years later, a lot of Commissioners bike have already brought about a growing or walk, and are embarrassed to drive. Car ownership should be like shark Commuters often make travel choices public acceptance towards more fin soup — you can create a different culture where people feel stupid and based on their perceptions of the sustainable travel modes. embarrassed buying a car.” convenience, cost, comfort and cool quotient of various mobility modes.69 When it comes to building a Mr Gabe Klein How far is the nearest bus stop? How collaborative approach to change Former Transportation Chief of Chicago and Washington DC much must we pay if we drive to office management, it is imperative that city and park our cars in the CBD? Is the governments lead by example by being train crowded? How does it affect my open and proactive in communicating self-image if I sell off my luxury car and their visions and plans, and demonstrate start relying more on ride-hailing or that they are serious about activating TARGETED CAMPAIGNS car-share services? Instead of waiting for and embracing change. While it is not TO GET “CAR-LITE” GOING! a change in mindset or accepting it as a an easy task changing people’s mindsets, given, the public sector can help shape effective and clear communication is commuters’ travel choices by influencing of paramount importance because SCHOOL CHILDREN: Targeting this group can influence it creates better public awareness of their perceptions. For instance, city the travel behaviours of both the younger and older governments could consider working mobility options and their impact. As generations, as today’s youths exert a powerful closely with the media and educators to a start, it would be useful to consider behavioural influence on their parents. challenge the existing mentality that car campaigns targeted at specific groups of audiences, such as schoolchildren, ownership is a status symbol or lifestyle INCOMING RESIDENTS AND EMPLOYEES: Proactively aspiration. By inspiring people with large businesses, public agencies, new offer them comprehensive information about sustainable stories of high-powered executives or residents and new employees moving mobility choices available, e.g., when they apply to open political leaders who take the train and into a certain area. utility accounts or on their first day at work. Incentives squeeze in with the crowds on their daily such as discounted public transport season pass or a “trial voucher” for bike sharing, car clubs or PMDs rental could be offered before they become “addicted to driving”.
LARGE BUSINESSES: From multi-national companies (MNCs) and real estate developers, to shopping malls and hospitals, the travel choices and behaviours of visitors and employees of these key establishments can have a major impact on the mobility system. Effective intervention at the individual corporate level can lead to significant benefits collectively.
GOVERNMENT AGENCIES: Government officials need to walk the talk and show that they are serious in pursuing the “car-lite” agenda. Government premises should take the lead by adopting more stringent parking standards and by providing greater support to staff who commute on more sustainable modes of transport. Cycling Skill Workshops for School Children. (Source: Green-Schools @ https://flic.kr/p/sePhG2) 100 Creating Liveable Cities Through Car-lite Urban Mobility 101
Put A Stop To Cheap And Easy Parking & Reflect The Full Cost Of Driving 10 IDEAS TO PREPARE CITIES FOR 6 • Ensure better understanding of current parking supply and demand to facilitate development of proactive policy interventions. A “CAR-LITE” URBAN MOBILITY FUTURE • Consider a set of more stringent parking provision framework but calibrate provision standards against factors such as public transport accessibility and access to amenities and services. • Price parking correctly by exploring demand-responsive systems with the help of Align Visions, Both Internally and Externally technologies. 1 • Internal alignment of vision across different teams within key agencies to ensure coherent • District-wide parking strategies to encourage sharing and minimise redundancy of efforts and targeted outcomes. parking spaces. • Make sure all relevant agencies and stakeholders are on board to ensure transport. • Ensure car owners are fully aware of car-running costs to make better travel choices. planning is not done in isolation from other related policies.
Focus On People’s Needs, Work With Competition To Find Win-Win Turn Street Design on its Head 2 Solutions • Get the fundamentals right by reviewing • Provide customer-oriented services. 7 prevailing traffic planning and street design • Public sector to encourage fair competition as a prerequisite for innovation, greater which generally prioritise vehicular traffic. systematic efficiency and creation of an integrated package of “mobility as a service”. • Fine-tune road categorisation and street • Service providers to work with public sector to establish good design in favour of pedestrians, cyclists and understandings of newer mobility options such as ride-hailing public transit users wherever possible. and car/bike-sharing and their impact on the “car-lite” • Make “complete streets” a planning and mobility ecosystem. design norm.
Create Development-based Mobility Demand Use Public Spaces as Common 3 Management Strategies 8 Ground for Public-Private-People • End-users to play their parts in promoting sustainable travel Collaborations behaviours. • Public sector to lead/initiate • Develop site/estate-specific travel demand management plan transformation of car-dominated streets that not only caters to local commuters’ needs, into people-oriented places. but also ensures that all new development project • Communities, businesses and other contributes towards shaping cities’ “car-lite” stakeholders to be included in urban mobility. developing their own “car-lite” mobility • Monitor progress over extended time. solutions/initiatives that are financially sustainable in the longer term and also sensitive to the local context. Expand Public Transport Amenities to 4 Cover the First-and-Last-Mile • Develop high-quality public transport network as the Drive Change through Data-Driven Research backbone of cities’ future mobility system. 9 and Pilots • Look beyond public transport network to also address • Embrace “trial and error” in public sector’s decision-making commuters’ first-and-last-mile needs. process. • Public transport service providers to form strong intermodal • Use quick and cost-efficient pilot programmes to establish partnerships with taxi, car-sharing and bike-sharing optimum and gather evidence. providers to complete the trip ecosystem.
Change Mindsets and Make “Car-lite” Mobility Cool Planning Matters! 10 • Proactively shape perceptions instead of waiting for mindsets to change. 5 • Use planning to address underlying causes, instead of symptoms, of urban mobility • Influence commuters’ travel choices through creative use of media, education and challenges by finding ways of avoiding or shortening trips in the first place. campaigns. • Bring jobs and homes closer to each other. • For a start, target specific groups of audiences, such as school children, corporations, • Encourage high-density mixed land uses around public transport nodes. public agencies, new residents and new employees. 102 Creating Liveable Cities Through Car-lite Urban Mobility 103
CHAPTER 7 CONCLUSION
Many argue that a “car-lite” mobility While there is no shortage of well-tested paradigm is a future that cities are tools and measures that can be adapted not ready to embrace because private and applied to improve the performance, transport would still be indispensable. affordability and efficiency of the Without good alternatives for car mobility ecosystem, the deployment of users, any sanctions against private car technical solutions alone is insufficient. ownership and usage will not be viable The execution process of these strategies or politically palatable. and plans matters just as much, if not more. In other words, the art of driving However, the reality is that the future is the changes is just as important as the now or never—given the rising demand science behind it. for transport from a rapidly urbanising world with a population size in the Going forward, a better mobility future billions, cities simply have no time to has to be one that is “for people, by waste but to proactively pursue an people”. alternative mobility model that is less dependent on cars. For people: It is crucial that city leaders and policymakers think on a human Globally, we have seen an scale whenever they make key transport unprecedented amount of resources and urban decisions. By considering its and effort invested in reducing the people’s needs and well-being when negative impacts of car-oriented developing urban infrastructure and transport. Nevertheless, cities around policies, cities generate a benign cycle the world—new and old, developed that demands for more people-centred and less developed, high-density and urban solutions. As Janette Sadik-Khan, low-density—still struggle with the daily former transportation commissioner of challenges of traffic congestion, air and New York, puts it: noise pollution, accidents and death on the roads. To move from a car-heavy “By designing infrastructure and to a “car-lite” mobility paradigm, cities developing real estate to support need the support from all relevant people who walk, ride bikes or stakeholders to tackle the root cause take public transit, cities aren’t of the issue, instead of responding to merely meeting existing demand, the individual challenges and surface they are creating demand for the symptoms of traffic congestion, pollution kind of growth the city wants and so on. to see, and needs to survive. If planning past is prelude, cities that invest in sustainable streets will get what they build for.” 70
(Source: CLC & ULI) 104 Creating Liveable Cities Through Car-lite Urban Mobility 105
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PARTICIPATING ORGANISATIONS IN WORKSHOP 1
NAME ORGANISATION DESIGNATION NAME ORGANISATION DESIGNATION Henri Blas AECOM Director Gan Choon Kiat Land Transport Authority Deputy Director (Advisory, Design & (Corporate Transformation Planning, Economics) Office)
Kevin Jose AEDAS Global Board Director Linda Neo Land Transport Authority Manager (Local Planning Division) Michael Ngu Architects 61 President/ Chief Executive Officer Sivaranjani Suresh Land Transport Authority Senior Transport Planner (Local Planning Division) Zakcq Lockrem Asakura Robinson Principal and Director (Planning) Dr George Sun Land Transport Authority Deputy Director (Future Mobilty, Research) Charles Barguirdjian W S Atkins Studio Director (Singapore) Sharon Guan Land Transport Authority Senior Manager (Active Mobility) Terence Seah Benoy Divisional Director Head of Singapore Studio Ng Keng Wei Land Transport Authority Senior Manager (Active Mobility) Poon Hin Kong CapitaLand Commercial Trust Senior Vice President (Design & Development) Jack Fitzgerald Lend Lease Development Manager
Dr Boaz Boon CapitaLand Limited Senior Vice President Lorenzo Petrillo LOPELAP Car-lite Activist
Khoo Teng Chye Centre for Liveable Cities Executive Director Mireille Wan MDW Consultancy Founder
Dr Limin Hee Centre for Liveable Cities Director Faith Perh Ministry of Transport Senior Assistant Director (Land Transport) Anthony Chia City Developments Limited Executive Vice President, Projects Lim Xuan Hong Ministry of National Assistant Director Development (Strategic Planning) Duncan White Colliers International Head of Office Services A/P Gopinath Menon Nanyang Technological University Associate Professor/ Karthik Karkal CPG Consultants Vice President Former Chief Transportation Engineer Geraldine Yap Far East Organization Marketing Executive (PWD/LTA) (Property Sales Business Group) Professor Heng Chye National University of Singapore Professor Kiang Department of Architecture Alex Fletcher Freewheeler Founder Professor Paul Barter Lee Kuan Yew School of Public Associate Professor Mark Borland Hongkong Land Head of Projects Policy (National University of (South Asia) Singapore)
Dr Chong Fook Loong Housing and Development Board Group Director Hwang Yu-Ning Prime Minister’s Office Singapore Director (Research & Planning (Land & Liveability) Group) Louisa Lim Prime Minister’s Office Singapore Strategist Quek Ser Bock Housing and Development Board Ag Deputy Director (Strategic Planning & (Design Implementation) Futures)
Alan Tan Housing and Development Board Director Warren Bishop Raffles Quay Asset Management CEO (Centre for Environmental Sustainability Research) Tan Kok Keong REMS Advisors CEO
Lim Shu Ying Housing and Development Board Director (Urban Design) Chen Hong RSP Architects Planners & Associate Engineers Darren Sabom Invesco Real Estate Associate Director 116 Creating Liveable Cities Through Car-lite Urban Mobility 117
PARTICIPATING ORGANISATIONS IN WORKSHOP 2
NAME ORGANISATION DESIGNATION NAME ORGANISATION DESIGNATION
Terence Zou Ryde Founder Scott Dunn AECOM Vice President (South East Asia) Professor Kees Singapore ETH Centre Future Cities Lab (FCL) Christiaanse Programme Lead Henri Blas AECOM Director (Advisory, Design & Dr Alexander Erath Singapore ETH Centre Principal Investigator Planning, Economics)
Muhammad Adnan SMART Postdoctoral Associate, Kevin M. Jose AEDAS Global Board Director Future Urban Mobility IRG Anthony Leversedge Arup Transport Leader Eli Konvitz Atkins Director (Planning) South East Asia Dr Arthur Aw Ascendas-Singbridge Executive Vice President (Special Projects, Danson Cheong The Straits Times Journalist Integration and Growth Strategy) Wong Heang Fine Surbana Jurong Private Limited Group CEO Blake Olafson Asian Capital Real Estate Managing Partner Leong Huey Miin Surbana Jurong Private Limited Assistant VP (Urban Planning and Design) Eli Konvitz Atkins Director (Planning) South East Asia Dr Lynette Cheah Singapore University of Technology Assistant Professor and Design Charles Barguirdjian W S Atkins Studio Director (Singapore) Park Chan Uber General Manager (Southeast Asia) Terence Seah Benoy Divisional Director
Tricia Frank Uber Senior Marketing Manager Ed Baker Broadway Malyan Main Board Director (Head of Master Planning, Pauline Oh ULI Asia Pacific Senior Vice President Asia Pacific)
Stephanie Ng ULI Asia Pacific Vice President Toh Kim Sai CapitaLand Senior Vice President (Memberships) (Product Development & Design) Lim Hwee Hoon Urban Redevelopment Authority Director (Land Sales) Lai Meng Car-Sharing Association President Tham Cheng-E Urban Redevelopment Authority Senior Architect Khoo Teng Chye Centre for Liveable Cities Executive Director Kimmy Cheung Urban Redevelopment Authority Senior Architect Dr Limin Hee Centre for Liveable Cities Director (Research) Ng Yi Wen Urban Redevelopment Authority Executive Planner (Strategic Planning Group) Steven Leow City Developments Limited Senior Manager
Gaurang Khemka URBNarc Founder and Anthea To Colliers International Senior Associate Director Managing Director Karthik Karkal CPG Consultants Vice President Stephen Ho Wing Tai Asia General Manager (Operations and Investment) Timothy Kooi DHL Innovation Leader
Quek Fu Jin ZACD Investments Director (Client Relations) Andy Yap Far East Organization Manager
Fredrik Johansson Derrick Teng Fedex Senior Manager (Operations) Francis Chu Designer / Cycling Activist Alan Tan Housing & Development Board Director Gabe Klein CityFi Guest Speaker and (HDB) (Centre of Excellence for Workshop Leader Environmental Sustainabiity Research) 118 Creating Liveable Cities Through Car-lite Urban Mobility 119
NAME ORGANISATION DESIGNATION NAME ORGANISATION DESIGNATION
Lim Shu Ying Housing & Development Board Director A/P Gopinath Menon Nanyang Technological University Associate Professor, (Urban Design) Former Chief Transportation Engineer (PWD/LTA) Koh Koh Hian Housing & Development Board Senior Architect Professor Paul Barter Lee Kuan Yew School of Associate Professor Seah Ling Ling Housing & Development Board Senior Planner Public Policy
Soon Tee New Infocomm Media Development Director Doug Parker nuTonomy Chief Operating Officer Authority (Logistics and Retail) Cody Kamin nuTonomy Manager Dr Chua Yang Liang Jones Lang Laselle Head of Research (South East Asia) Lee Li Fang Participate in Design Community Impact Planner and Facilitator Tay Huey Ying Jones Lang Laselle Head of Research (Singapore) Hwang Yu-Ning Prime Minister’s Office Director Singapore (Land & Liveability) Chong Teng Phong Jurong Town Corporation Senior Planner Kam Wen De Prime Minister’s Office Lead Analyst Nguyen Hoang Duc Duy Jurong Town Corporation Senior Planner Singapore (Strategic Group)
Kenneth Wong Land Transport Authority Director (Local Planning) Jack Wu SC Capital Partners Group Associate
Liang Bao Goh Land Transport Authority Senior Transport Planner Dr Alexander Erath Singapore ETH Centre Principal Investigator
Mathieu Tan Land Transport Authority Executive Transport Planner Danson Cheong Straits Times Journalist
Denis Koh Active Mobility Advisory Panel (LTA) PMD Advocate Dr Wu Xian Surbana Jurong Head of Transport
Mann Young Lend Lease Director Pauline Oh ULI Asia Pacific Senior Vice President (Business Development) Stephanie Ng ULI Asia Pacific Vice President Mireille Wan MDW Consultancy Founder (Memberships)
Goh Kai Ling Ministry of National Development Senior Assistant Director Melissa Wang United Industrial Corporation (Strategic Planning) Limited
Lim Xuan Hong Ministry of National Development Assistant Director Christelle Chan United Industrial Corporation (Strategic Planning) Limited
Shawna Ng Ministry of National Development Manager Lim Teck Leong Urban Redevelopment Authority Director (Strategic Planning) (Physical Planning, West)
Faith Perh Ministry of Transport Senior Assistant Director Tracey Hwang Urban Redevelopment Authority Director (Urban Design, West) Hong Xiaojun Ministry of Transport Assistant Director Khairul Anwar Urban Redevelopment Authority Executive Planner Wataru Tanaka Nikken Sekkei Principal (Physical Planning, West) (Urban Design and Planning Group) Huang Jungjie Urban Redevelopment Authority Executive Architect (Physical Planning, West) Abby Ng National Parks Board (NParks) Deputy Director (Development) Yoong Shin Loy Urban Redevelopment Authority Planner (Physical Planning, West)
Han Jok Kwang Cycling Enthusiast 120 Creating Liveable Cities Through Car-lite Urban Mobility 121
Design: Purple Circle Design Creating Liveable Cities through “Car-lite” Urban Mobility
Singapore’s approach to urban mobility has been widely regarded as a policy success story. From curbing private car ownership to improving public transportation services, the government has continually sought to balance the mobility needs of the people with economic growth and a sustainable environment. In 2014, the government launched a new Sustainable Singapore Blueprint to guide the nation’s development over the next 15 years. By prioritising measures to reduce reliance on private transport in the Blueprint, the government signalled its commitment to a “car-lite” vision.
Building on this, the Centre for Liveable Cities (CLC) and the Urban Land Institute (ULI) held a series of dialogue sessions led by Dr Limin Hee and Mr Scott Dunn to explore the future of urban mobility through solutions such as car-free neighbourhoods, car-sharing, autonomous vehicles, and consolidated goods movement. To realise a “car-lite” vision in Singapore, a wider range of well-integrated, efficient, and comfortable alternative mobility options is needed so that Singaporeans will no longer feel the need to drive. At the same time, the potential impact on land use, development rights, real estate value and alternative roadway use should also be evaluated.
Taking input from public- and private-sector stakeholders as well as a distinguished review panel, this book offers ten ideas to prepare cities for a “car-lite” future. These ideas can guide policymakers, governments and businesses in understanding how mobility changes as density increases and technologies disrupt in order to better plan for infrastructure that enhances liveability.