SITCE_v10

SITCE 2016 – INNOVATING TRANSPORT FOR LIVEABLE CITIES
Creating Car-Lite Streets and Precincts –
Sustainable Mobility with Public Transport
Vincent Loh
Technical Consultant
CPG Consultants Pte Ltd
Session 17
Thu 20 Oct 2016
1515-1530H

Outline
A. Definition and Scope
B. Models and Principles
C. Typologies and Features
D. Potential Applications
E. Conclusion

Enhancing pedestrian environment for greater mobility & accessibility
to public transport
• Walkability or walking accessibility relates
to how inviting and safe is the
neighbourhood for walking
• Walkability promotes urban sustainability
with its triple bottom line (TBL) of social,
environmental and economic benefits
• Good and safe accessibility to transit
services is key to mode choice, over other
aspects like cost, travel time, crowding etc.
• Health
SOCIAL
ENVIRONMENTAL ECONOMIC
• Active Lifestyle
• Community Building
• Local Identity
• Place Making
etc.
• Use of Public
Transport
• Reduce Carbon
Emission (Car
Usage Restriction)
etc.
• Shops and
Businesses in
Pedestrian Zone
• Employment and
Tourism
• New transit trips
generated
etc.

What makes streets appealing to walk? How far can one walk if
pedestrian-friendly? Studies indicated about 800m or 10 mins average
Criteria for pedestrian friendly streets include:
• Appropriate paths to destinations
• Proximity to attractions and PT
• Walking priority over other road users
• Interesting street scape
• Wide footpaths
• Safe and fewer road crossings
• Adequate lighting
• Good land use mix & variety
• Nice pavements
• Sheltered from harsh weather
• Shady trees and greenery
• Food outlets, kiosks and cafes
• External stimulus and activities like
street art/sculpture and buskers
• Sitting places and rest areas
• People (attracts people) Ameyoko-cho shopping street, Tokyo, Japan
Street art/furniture at Wangfujing
pedestrian street, Beijing, China
Købmagergade Street, Copenhagen, Denmark
Widened
sidewalk at
Queen’s
Road Central,
Hong Kong

• TOD is transit station communities or
mixed use activity areas, centred
around stations, that encourage
residents, workers and shoppers to
walk and ride transit
• Four key features of TOD are mixed
use and high density development,
public transport centric and walkability
• Urban design factors and a pedestrian
friendly design are positive planning
factors in reducing automobile use
Transit-oriented developments (TOD) generate more pedestrian and
transit trips
Features, benefits and issues of TOD
Source: by author

Walking streets to improve pedestrian environment & accessibility are
still influenced by early planning models and concepts
Some models and principles being:
• Le Corbusier’s Contemporary City concept
- city centre design with high rise office and residential towers;
subterranean transport systems; elevated pedestrian plazas
and walklinks
- segregating cars from pedestrians for speed and safety
Clarence Perry’s
Neighbourhood Unit
(1929)
• Clarence Perry’s Neighbourhood Unit for
walkability
- emphasises walkability within the layout and
design of a neighbourhood > residential
segregated from surrounding arterial roads
but connected internally by walking routes
- system of urban spaces and parks in a
precinct
- configuration of streets, walkways and
structure encourages community interaction
Harvey Corbet’s
City of Future
(1913)
Le Corbusier’s
Contemporary City
(1922)

Models advocate active, lively and safe pedestrian streets and urban
spaces for better social life and city liveability
• Jane Jacob’s Social Capital of vibrant
streets
- generate social capital or value of
community development arising from vibrant
streets that engage people
- people activities make lively and safe streets
- social life of urban spaces need mixed land
use for mixed users at all times of the day
- liveliness and variety attract more liveliness;
deadness and monotony repel life
- create “eyes on the street” or natural
surveillance in the urban environment
Avenida Ámsterdam, a median linear park in
Mexico City, influenced by Garden City concept
• Ebenezer Howard’s Garden City planning
- decentralised towns and inner city sub-divisions
- new town set in greenery and surrounded by a perpetual
greenbelt; a compact, efficient, healthy and beautiful approach
- ample parks and public spaces e.g. park island or linear park
along road avenues
Ebenezer Howard’s
Garden City
(1922)
Jane Jacob’s vibrant streets (1961)

Pedestrian schemes can be classified into full-time, part-time, traffic
calming etc. that in turn have different variations and forms
Full-time Schemes
Pedestrians have exclusivity, priority or right-of-
way or shared space; vehicular access where
applicable is restricted altogether or to service
vehicles only at specific times. Examples:
• purpose-built underground / at grade /
elevated walkways; where such facilities
are integrated with land use development,
then becomes horizontal walk connections
and vertical pedestrian circulation
• single pedestrian-only street or whole
precinct of several streets (all formerly
trafficked)
• disused infrastructures like railway lines and
corridors
Elevated pedestrian network to development & MTR stations, Central, Hong Kong
Smith St
(permanent
pedestrian
food street),
Chinatown,
Singapore
High Line Park
(2.3km of former
elevated railway
line transformed to
a pedestrian
parkway), New York
City, USA
Pedestrianised street,
Sapporo, Japan

Web of elevated walklinks and at grade thoroughfares in Jurong East
connecting buildings and MRT for safe and convenient access
1
3
56
7
8
Jem
Westgate
JCube
HDB
shophouses
2
Big Box
MRT
Ng Teng Fong
Hospital
hotels
JTC
Summit
4
1
MRT concourse at level 2
22
At grade pedestrian thoroughfare to MRT
6
Elevated walklink to MRT Station
55Elevated walklink – Jem to Big Box
667
4
Elevated walklink – Westgate
to NTF Hospital
5
3At grade pedestrian
thoroughfare to MRT
4
5
Elevated walklink –
Westgate to Jem
Elevated connector –
Westgate to MRT Station
8

The interplay between pedestrians and public transport (PT) is a key
consideration for car-free or car-lite approach
• new infrastructures like road expressways
designed with walking and cycling
holistically
• pedestrian streets co-shared with public
transport modes like trams and buses
(electric for environmentally friendly)
• TODs urban designed for walkability;
enhances land value capture as well
• integrated land use development with
urban spaces and plazas (together with
walking access to PT)
• town centres designed with walk only shop-
fronted streets; also a “walking town” with
intra-town pedestrian / cycling network
Shared precinct, Angers, France
Tung Chung TOD, Hong Kong
Walking & Cycling Town, Ang Mo Kio,
Singapore
Proposed North-South Expressway
designed with walking & cycling paths
above, Singapore (Source: Straits Times)

Singapore town centres now designed car-lite with pedestrian only
streets and going forward car-free altogether
Planned Tengah New Town’s car-free
town centre (artist impression)
Source: Straits Times, 9 Sep 16
Toa Payoh Town Centre (pedestrian street / plaza
above underground car park)
Toa Payoh
Town Centre
(pedestrian street)
Bedok
Town Centre
(pedestrian street)
Clementi Town Centre (pedestrian street)

Part-time closure reclaims road space to bring or add further life, events
and activities to the business/civic districts and shopping belts
Part-time Schemes
Pedestrians can enjoy more urban space in a
car-free environment. Either pedestrians or
vehicles allowed only at specific times. No on-
street parking to discourage car access.
Different scale for different target. Examples:
• Business and civic districts – inject life into
areas that are quiet after office hours e.g.
Car-Free Sundays@SG
• Shopping belts – expand walking cum
human interaction and activity space;
generate more commercial opportunities
e.g. Sai Yeung Choi Street (Hong Kong),
Orchard Rd (Singapore), Kaminarimon-
dōri (Tokyo, Japan)
Car-Free Sunday (Business/Civic
District), Singapore
Sai Yeung Choi Street South,
Mong Kok, Hong Kong
Kaminarimon-dori, Tokyo, Japan
Orchard Rd Pedestrian Night,
Singapore

Smaller scale neighbourhood roads and laneways scope for similar
part-time pedestrian streets for specific uses and amenities
• Neighbourhood roads – these have specific uses e.g.
food/drinks street after dark or bazaar/market street
during the day; pop-ups like tables/chairs and stall
extensions could occupy the sidewalks or roads; creates
rich pedestrian experience
Tai Yuen Street, Hong Kong
Haji Lane, Singapore
Centre Place, Melbourne, Australia
• Laneways – enhance walkability with a
safe and interesting through passage of
an otherwise indirect walk around blocks
Boon Tat Street, Singapore

Measures to slow street traffic for pedestrian priority and safety include
speed tables, chicanes, speed humps/strips, curb bulb outs etc.
Traffic Calming Schemes
Pedestrians co-share road space with
motorists but have priority and more
space. Examples:
• Road narrowing/sidewalk widening –
on-street parking removed or reduced
• Urban design for seamless
pavements and roads – street design
and use of materials to intentionally
blur separation of footpaths and roads
• Living street (woonerf) – pedestrians
and cyclists have priority over
vehicles to walk and play the entire
road space; cars are “guests” at
“walking pace”
Pedestrian friendly street (intentional unclear road
markings or separation), Copenhagen, Denmark
Russell St (narrowed road & widened sidewalk),
Hong Kong
Motomachi (narrowed road & widened
sidewalk), Tokyo, Japan
Living street (woonerf), St Paul Minneapolis, USA

D. Impact and Case Studies
Case Study 1: Little India, Singapore

Case Issues:
• Enhance the Little India precinct which is a tourism attraction and
popular destination for locals alike (particularly the Indian community)
• Reclaim from motorised vehicles more streets for walking for
pedestrian safety and comfort
• Inject greater street vibrancy, human interaction, economic benefits
and linkages to public transport
• Allow train commuters to interchange between nearby MRT stations
than only at interchange MRT stations

Sri Veeramakaliamman
Temple (estd 1881)
Indian
Cultural
Centre
Indian cuisine
Kg Kapor Methodist
Church (estd 1929)
Tekka Centre
Church of the True
Light (estd 1952)
Abdul Gafoor Mosque
(estd 1907)
Little India is rich in sights, sounds, smell and savoury; a place of
various ethnic trades and wares, and cultural and heritage buildings
Residence of Tan Teng Niah
(estd 1900)

Area is well served by public buses and 2 MRT stations on 2 lines;
another station expected in 2017 thereby enhancing accessibility further
DT22
Little India
Station
Rochor
Station
Jalan
Besar
Station
Little
India
500m
330m
380m
• Public buses ply along the one-way pair of Serangoon Rd and
Jalan Besar, at 380m apart (traditional links)
• Existing Little India Station (NEL/DTL) and Rochor Station
(DTL); 500m in between
• In 2017, new Jalan Besar Station, 330m from Rochor Station
NEL – North East Line; DTL – Downtown Line
Source: Google Map

Source: Land Transport Authority (LTA)
With DTL3, train trips from the suburbs expected to do a loop-the-loop
within the city centre enroute; changes in train transfer pattern
• Downtown Line loop-the-loop (LL) will not have
interchange station at the “cross over” or track
spurs to skip the LL
• Train commuters heading east will incur about
18 mins or more from Rochor to Jalan Besar
Stations
• Alternatively, walk transfer from Rochor to Jalan
Besar Stations (akin to bus passengers
transferring not at the same bus stop)
• With higher station
density, transfer
could be at non-
interchange stations
• Review of transfer
rule?

Besides fares and travel time, walking accessibility to transit another
key factor that hinges on inviting and safe pedestrian environment
DT22
Jalan
Besar
Legend
Existing pedestrian street
permanent
part-time
Suggested pedestrian streets
Suggested pedestrian-friendly
walkways
MRT station access
Signalised pedestrian
Crossing
Pedestrian flows
Source: Google Map

Commerce a key reason for pedestrianisation; to draw the most
discretionary and social activities
• Existing permanent walking
streets within the covered
Little India Arcade and an
open stretch of Campbell
Lane
• Commercial development
including ethnic trades and
wares offers visitors an
attractive and sensory
pedestrian environment
• Better access to public
transport encourages
higher levels of walking
traffic and reasons for more
pedestrianisation
Looking into
covered
pedestrian
street of Little
India Arcade
Covered
pedestrian
street of Little
India Arcade
Pedestrianised
sector of Campbell
Lane – image 1
Pedestrianised
sector of Campbell
Lane – image 2

Areas with good land use mix and public demand particularly on
weekends and public holidays are scope for part-time walking streets
• Part-time pedestrian streets to cater to larger weekend crowd e.g. closure of Dunlop Street
every Sunday from 12pm to 12am
• Cars do not add to street vibrancy but people do; local shops benefit from pedestrianisation
as cars are merely passing through while people are presented with purchase options
Part-time pedestrianised Dunlop St (looking in
from Clive St) – waste bins used to mark closure
Part-time pedestrianised Dunlop
St (towards Serangoon Road)

High passenger flow from Little India Station access to Tekka Centre and
precinct; urban design would further enhance pedestrian experience
Little India Station access to Tekka
Centre and gateway to the precinct
Main walking thoroughfare to Little
India and for transit transfer, skirting
Bt Timah Rd
Major
connecting
bus stop along
Serangoon Rd
outside Tekka
Centre
NOW
POSSIBLE FUTURE
NOW
POSSIBLE FUTURE
NOW
POSSIBLE
FUTURE

Extend pedestrianisation to the entire Campbell Lane with seamless
walking priority across junction with Clive Street
Campbell Lane Campbell LaneExamples of un-signalised pedestrian
friendly seamless junction crossing
Potential pedestrianised
sector
Cross junction connecting these 2 sectors of Campbell Lane
Asahikawa, Japan
Queen Street, Singapore
Bordeaux, France
Existing pedestrianised
sector

Traffic limiting approach reclaims space for pedestrians and human
activities, to improve the urban realm and social life
• Co-shared walking, cycling, PMD
and cars, with enlarged pedestrian
space
• Traffic calming with single lane only
but no restriction to vehicle access
• Pedestrians have
exclusivity
• Vehicular access
limited to
emergencies and
deliveries at
specific times
Car-Free
Car-Lite
PMD – Personal Mobility Device
Madras St between
Campbell Lane and
Dunlop St
NOW
POSSIBLE FUTURE
POSSIBLE FUTURE

Good accessibility to public transport is a fundamental input for a
high level of transit ridership
Examples of wide sidewalks and
traffic calming in pedestrian streets
Upper Weld Rd between
Perak Rd and Jalan Besar
Dunlop St between Perak
Rd and Madras St
Perak Rd
Perak Rd
Source: Google Map
Otaru, Japan
Causeway Bay, Hong Kong
POSSIBLE FUTURE NOW

Laneways off the main pedestrian streets can be invigorated with F&B
and retail to add more diversity and also as places of interest
Centre Place, Melbourne
Degraves St, Melbourne Laneway off Upp Weld Rd, Singapore
Potential
Potential
Laneway off Dickson Rd, Singapore
Laneway off Perak Rd, Singapore
Chiu Lung St,
Hong Kong D. Impact and Case Studies

Case Study 2: Rochor Canal, Singapore

Case Issues:
• Provide more public spaces and parks for leisure/healthy lifestyle and
segregated (from vehicular traffic) pedestrian accessibility in very
built-up CBD and city fringe areas
• Enhance pedestrian connectivity to MRT stations near Rochor Canal
(distances ranging from 25m to 330m away)
• Promote greater community interaction and social life (space for
grassroots, cultural and ethnic events and activities e.g. Deepavali
celebrations, temporary bazaars and flea markets etc.)

With the revitalised Rochor Canal (in 2015), adding a linear park could
offer a “continuous” 2.3km of urban walking adventure and accessibility
900m
1400mIndian Heritage Precinct
(Little India)
Malay Heritage Precinct
(Kampong Glam)
Source: OneMap
A 900m stretch of Rochor Canal
has been diverted and infilled
Another 1.4km of
Rochor Canal has
been improved and
beautified as active
public space (2015)
Rochor Canal at streel level with broad
walkways landscaped with attractive pavements,
rest stops (including bulge-out), pavilion, street
art and furniture.
Canal between Victoria St
and Crawford St

Creating a 900m linear park, an opportunity for sustainable connectivity
with no change to road space, hence net gain to the overall community
Examples………
• Suggested Rochor Canal linear park at
900m similar in scale to Jozenji-dori and
Wakamiya Oji in Japan
• People attracting features like street
art/furniture e.g. seats; shade trees; food
e.g. outdoor kioks; water features;
landscaping e.g. pavements, add to
quality of walk
• People watching add to city culture
Before: Rochor Canal flanked
by grown trees next to Sungei
Rd and Rochor Canal Rd
NYC – New York City
After: Covered up Rochor Canal
(a very wide road divider with
saplings and an uncovered drain)
Jozenji-dori linear park (700m), Sendai, Japan
Wakamiya Oji linear park (500m),
Kamakura, Japan
POSSIBLE FUTURE
NOW

Case Study 3: New Downtown @
Marina Bay, Singapore

Case Issues:
• Inject more vitality and activities in the CBD across all hours of the
day including zoning and mixed land use
• Promote better walkability in the CBD to support the urban plans
including a comprehensive pedestrian network well connected to
public transport nodes and hubs for buses and MRT
• Create environmentally friendly, well landscaped and designed, and
car-lite public space and streets
• Enhance the CBD’s overall attractiveness to work, play, shop and
connect (via public transport)

Reclaimed greenfield land at Marina South scope for car-lite, walking and
cycling oriented, accessible to new MRT stations and potentially PMS
• Marina South is reclaimed
land; thus a more defined
grid road network
• Plot size less narrow and
longish frontage; suitable
for integrated development
e.g. MBFC, Marina One
• More open and public
spaces e.g. linear park
holistically planned
• PMS e.g. tram can add to
at grade connectivity and
street vibrancy and social
interaction; also short links
to MRT stations of different
lines
Note
• MBFC – Marina Bay Financial Centre
• PMS – People Mover System
• possible PMS route(s) Source: Urban Redevelopment Authority (URA) Master Plan 2014

Underground Pedestrian Links
Pedestrian Overhead Bridges
Pedestrian network in the CBD connects underground, at grade and
elevated; often integrated with commercial establishments
• Underground pedestrian
network (see map), about
20% progressively
completed
• Underground and sheltered
above or ground level walk
links also due to tropical
heat and monsoon
thunderstorms
• Vertical pedestrian
circulation with integrated
land use development
• CBD MRT stations’ neighbourhoods are characterised transit-oriented developments (TOD) given their
density, diversity and design and all within walking distance from the stations
• With greater CBD station densification and hence closer proximity to each other, the need for pedestrian
inter-station connectivity increases for better and more progressive travel options
Underground Pedestrian
Network
Source: URA

More urban space and parks planned as an integrated whole with other
land use and development in Marina Bay
• Studies suggest that a favourable
walking environment is a
necessary condition to
encourage walking and social life
• Visually and functionally
appealing urban design offers
public space opportunities for
people to chat, linger and mingle
• In agglomerated economies with
localisation of industries e.g.
financial services in the CBD,
urban space are opportunities for
knowledge spill-overs & sharing
• Street corners are places of
chance encounters and quick
chats, and likewise public space
Promenade by the bay – wide paths for
walking, cycling and activities/events
Covered public space/square and surface thoroughfares
connecting adjacent buildings/precincts; also linked by
underpasses to below ground MRT stations and shopping mall
Green and shady walk paths
Separate
cycling and
walking
paths
Building courtyards blending
into pedestrain footpaths

Scope for PMS for intra-CBD travel, complementing the MRT and offering
a “first and last mile” connectivity choice
• Pedestrianised streets co-shared with PMS like trams / LRT enhance
connectivity; generate more transit and pedestrian trips
• Position as short intra-CBD travel akin to feeder and short bus services
offering “first and last mile” connections
• Rail transport mode and stops more identifiable than buses
• Offer CBD views
while riding at
grade or elevated
trams / LRT
Pedestrian street
co-shared with
Transmilenio Bus
Rapid Transit
(BRT), Bogota,
Colombia
Tram and water features to manage
pedestrian crossing points in walking
street downtown, Houston, United States
Trams and people sharing the
pedestrainised Bourke Street,
Melbourne, Australia
Seated pedestrians watching other people
and trams in Bourke St, Melbourne, Australia

• Trams / LRT enjoy
dedicated lane and traffic
calming measures at
commuter stops
• Complements MRT with
trams / LRT providing as
its feeder network in the
CBD
• Not inconsistent with
walkability for CBD by
offering pedestrians a
choice of “hop on and off”
short rides if time is the
essence e.g. a meeting
down the road
PMS sharing vehicular road space gets traffic calming and passenger
priority; trams convenient “hop on and off” for short rides within the CBD
Traffic calming & commuter crossing at tram
stop along Collins St, Melbourne, Australia
Raised tram stop platform for level boarding
along Collins St, Melbourne, Australia
Shared walking and cycling space with trams
along Swanston St, Melbourne, Australia
More space for trams / bicycles less for cars, Gold Coast, Australia

E. Conclusion
• Tropical heat discourages walking distance; mitigate with greenery
and trees, design and technology, shelter and shade etc. to provide
comfortable and cooler ambience
• Develop a culture of sharing public space and priority to pedestrians;
cars don’t always have right of way just because it’s a road – design
and code of conduct with legislation and education
• Additional to car ownership / usage restraint measures, public
transport and its eco-system like walking access need further
enhancements to lessen desire of young people to own cars (66% of
respondents 18-35 years old - Sunday Times Car Ownership Survey
2016)
• Besides PCN (now 300km), new walking and cycling infrastructure
progressively added to existing satellite towns / CBD and integrated
pedestrian spaces holistically designed in new towns – a review of
design criteria needed to widen the rest of walkways to better and
safely accommodate cycling/PMDs and pedestrians together
Challenges for pedestrianisation in Singapore going forward…..(1)
PCN – Park Connector Network; PMD – Personal Mobility Device
Wider
common
space for
walking &
cycling
Boon Keng Station crossing from housing
flats to station access (example of
inadequate priority for pedestrians)

E. Conclusion
What pedestrians fear and think of co-sharing space with cyclists/PMDs
“Cycling side by side with fast-moving motor vehicles is
dangerous…would require cycling infrastructure…separated
from the pedestrian footpath and moving vehicles…follow
traffic rules and regulations…if the Government is serious
about looking into promoting cycling as a way of life”
Forum writer in Straits Times dated 16 May 2016

Challenges for pedestrianisation in Singapore going forward…..(2)
• Ageing population and inclusive society – urban design
important to cater to seniors and physically challenged; ramps,
lifts and escalators for horizontal and vertical movements, road
crossings with braille push buttons etc.
• More pedestrian-centric facilities, design and approach to
enhance walkability at public transport hubs and TODs; even
more car-lite or car-free areas e.g. further segregation of
pedestrians from vehicles like subterranean through roads and
car parking
• Connecting housing, amenities and destinations with
convenient, comfortable, sheltered and safe walk links to public
transport nodes like MRT stations and bus stops especially in
suburban areas
• Rail network to reach 360 km by 2030 up from today’s 200 km;
target of 80% of households within 10-minute walk of a rail
station – challenge is the actual and quality of walk
Road crossings – availability,
waiting time, distance between
crossings, crowds crossing,
adequate crossing time etc. impact
walkability
Lifts for seniors and physically challenged at
overhead pedestrian crossings and connectors
to elevated rail stations
E. Conclusion

References:
• Adams, G (1985), “Denmark’s Pedestrian Precinct”, The Globe and Mail, Canada, 9 Mar 1985
• Department of Transport, Hong Kong, http://www.td.gov.hk/en/transport_in_hong_kong/pedestrianisation/pedestrianisation/,
viewed on 1 Aug 2016
• Fishman, R (1977), “Urban Utopias: Ebenezer Howard, Frank Lloyd Wright, and Le Corbusier”, taken from Campbell &
Fainstein (eds) (2003), Readings in Planning Theory, Blackwell Publishers, Malden, pp. 21-60
• Gihring, T (2001), “Applying Value Capture in the Seattle Region”, Planning Practice & Research, Vol. 16, Nos. 3/4, pp. 307-320
• Gori, S; Nigro, M & Petrelli, M (2014), “Walkability Indicators for Pedestrian-Friendly Design”, Transportation Research Record:
Journal of the Transportation Research Board, No. 2464, pp. 38-45
• Jacobs, J (1961), The Death and Life of Great American Cities, Vintage Books, Random House, New York, Dec 1992
• Leather, J; Fabian, H; Gota, S & Meija, A (2011), “Walkability and Pedestrian Facilities in Asian Cities”, Asian Development
Bank (ADB) Sustainable Development Working Paper Series, No. 17
• Perry, C (1929), The Neighbourhood Unit, Reprinted Routledge/Thoemmes, London, 1998, pp. 25-44
• Spiller, M (2011), “Place making, inclusion and governance in the suburban city – a case study of Melbourne, Australia”, in
Chisholm, S (ed.) Investing in better places: international perspectives, The Smith Institute, London
• Wey, W M & Chiu, Y H (2013), “Assessing the walkability of pedestrian environment under the transit-oriented development”,
Habitat International, Vol 38, p. 106-118
• Yuen, B & Chin, H C (1998), “Pedestrian Streets in Singapore”, Transportation, No. 25, p.225-242

Thank You
vincent.loh.hs@cpgcorp.com.sg or
vincentloh2012@yahoo.com

SITCE_v10

Recommended

Recommended

More Related Content

What's hot

What's hot (20)

Viewers also liked

Viewers also liked (20)

Similar to SITCE_v10

Similar to SITCE_v10 (20)

SITCE_v10