An interesting facet of ROCHOR+ is what brings people there in the first place. They live, work, socialise and interact here, and it is the need to perform these activities in different places that brings about the flows of people and goods we observe on the streets.
We developed a detailed model of the entire Singapore that explores this relationship between what different people want to do during the course of a day, and how these needs drive their movements through the transportation network that ultimately result in the large-scale traffic phenomena we observe.
As part of the Rochor+ installation, we simulate how people arrive at various destinations in Rochor to engage in an assortment of activities during the course of a day.
The colored circles indicate when a person starts an activity of a particular type, with diameter indicating relative number of activities of that type being performed in a facility. Arrows indicate private car vehicles, while rectangles indicate buses.
The capacity and placement of these activity locations is informed by the URA master plan, which provides information on allowed land-use and floor-area ratios in the area. For work activities, a lack of available information led us to explore the use of transit smart-card tap-in/tap-out data to come up with a highly detailed inventory of where how many people work at different times of day.
Rochor offers a complex mix of activities, resulting in significant traffic volumes throughout the day. Our initial results show that the area and its surroundings produce congestion points that persist long after the morning peak, causing a drop in private vehicle arrival rates while still having a high density of private vehicles on the road. This might be due to the complex mix of road grades in the area, with high-capacity arterials feeding into an area with a high intersection density. The effect of road-pricing and signalling on this phenomenon needs to be investigated and compared with actual numbers from ERP gantries to see if these strategies prevent these congestion effects from persisting.
From a public transportation point of view, CEPAS records show that arrival rates are higher than on average for the island, and median journey times are substantially quicker. This is probably due to the 3 MRT stations, from 3 different lines, serving the periphery of the area, with short feeder routes to move passengers to the interior.