19. Chapter16 - Transit Oriented Development

8/10/2019 19. Chapter16 - Transit Oriented Development

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Transit-oriented Development

Part 4 Infrastructure Development Initiatives

CHAPTER 16

Section B Planning and Implementation


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Transit-oriented Development 16

chapter

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16.3 Goals

In moving towards TOD, strong emphasis shall be placed on integrating

development and public transportation strategies. In doing so, the goals

for CDP on TOD are to:

TRANSIT-ORIENTED DEVELOPMENT GOALS

Introduce an efficient Public Transportation system to link

major centres/townships and to encourage a Transit

Oriented Development especially within the SEC and its

immediate surroundings.

Organize growth at the SEC level to be compact and

transit-supportive.

Enhance SJER economic base by capitalizing on the TOD.

16.4. Objectives

To support the goals for SJER TOD, several objectives has been identified

to integrate land use development with public transportation systems;

Ensure transit is supportive of land uses;

Increase density around transit stations;

Create pedestrian oriented design;

Make each station a centre for activity; and

Manage parking, bus and vehicular traffic.

16.1 Introduction

Among others, the development of SJER will focus on Transit-oriented

Development (TOD). This is in line with the policies of the NPP:

NPP:The TOD concept will be promoted as the basis of urban planning

to ensure viability of public transportation.

NPP:Transportation systems in all major urban centres shall adopt a

modal split of 50:50 between public and private transport.

TOD seeks to implement a more sustainable approach to urban

planning in the use of land around transit stations.

16.2 Definition

Transit Oriented Development (TOD) is a walkable mixed-use form of

development typically focused within 400m radius of a transit station

or any public bus network. Development shall be concentrated near

stations to make transit convenient for people and encourage rider

ships. This form of development utilises existing infrastructure, optimises

use of the transit network and enhances mobility for local communities.

The CDP will identify major centres such as commercial nodes,

employment concentrated areas and institutional nodes, as areas to

be included in the TOD.


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SECTION B PLANNING AND IMPLEMENTATION

16.5 Transportation Development in SJER

A. Overview

SJER has an existing imbalanced modal split of about 70:30 with a

bias of private transport. In addition, Table 16.1 shows that the traffic is

estimated to grow at an average rate of 4.2% up to the horizon year of

2025 where the volume of daily t rip generation is estimated to double

from the current figures in 15 years; up to the year 2020.

Table 16.1: Traffic Growth Factor from Year 2006-2025

Year 2000 2001-2005 2006-2010 2011-2015 2015-2020 2021-2025

Rate

(%)- 3.9 4.0 6.7 4.0 4.2

Trips

(vpd) 1,254,256 1,516,251 1,847,606 2,549,989 3,100,120 3,936,802

Source: SJER CDP 2025 (Note: vpd vehicle per day)

If left unchecked, the large amount of traffic generated will cause

traffic congestion and represents an immediate and future challenge.

It follows that the key strategy for public transportation development in

SJER is:

KEY DIRECTION

TOD 1:

To ensure efficient movement of goods and people by provision

of various forms of transportation systems; to provide access to

locations within SJER and in particular to the SEC area.

B. Enhance Regional and Local Public Transportation System

Provision of a comprehensive Public Transport network to consist of a

combination and integration of:

i. Subject to the results of a National Interest Study currently being

undertaken, a High Speed Rail System linking SJER to Kuala

Lumpur;

ii. Light Rail Transit (LRT) (proposed for intercity connection);

iii. Monorail (to serve within the CBD of Johor Bahru);

iv. KTM Komuter train;

v. KTM intercity express trains (proposed ERL);

vi. KTM freight trains passing through the Central District;

vii. Inner City transport (tourist city bus, town bus and monorail);

viii. Buses (Stage, Express, School, Tourist and Tour); and

ix. Taxis.

Proposed High Speed Rail System

A National Interest Study is currently being undertaken to evaluate the

viability of such a proposal. The proposed High Speed Rail envisaged;

links Kuala Lumpur to Johor Bahru at a speed of around 300 km/hour.

Proposed KTM Intercity Express Trains (ERL)

The proposed KTM intercity express trains (ERL) shall operate with an

average travel speed of 120 km/h and is proposed to ply the route of

Johor Bahru Sentral II in Senai and Johor Bahru Sentral I in CBD of Johor

Bahru; it can be achieved within 15 minutes of travel time.

Table 16.2: Proposed Development Of Express Rail Link (ERL)

Routes Route

Length

(km)

Number

of Stations

Travel Time

(One Way

Trip)

Implementation Phase

Indicative

Cost(RM Million)

Johor

Bahru

Sentral

IIJohor

Bahru

Sentral I

24.0 2 15 mins. 2011-2015 1080.0

Source: SJER CDP 2025

Light Rail Transit (LRT)

By the year 2010 the population in SJER area is forecasted to be 1.5

million, of which about 0.54 million and 0.59 million are within the

Johor Bahru Municipal Council and Majlis Perbandaran Johor Bahru

Tengah administered areas respectively. These findings indicate that

existing and proposed road network system cannot cope with the

continuous traffic growth. In line with the proposals under the NPP,

SJERs transportation system is envisaged to be more mass-oriented rail

base urban public transportation system to reduce usage of personal


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TRANSIT-ORIENTED DEVELOPMENT

CHAPTER 16 |PART4

16 - 3

mode of transportation. As identified, there are three optimal routes

linking the new urban growth centres, Pasir Gudang, Nusajaya, Tebrau

and Skudai, to Johor Bahru Sentral I. It is proposed that this route will be

served by the LRT service with 38 stop stations and 10 transfer stations.

For ultimate integration, the regional rail based transportation

infrastructure must achieve the objective of linking the new business

and financial centre in Johor Bahru with Singapore. It is recommended

that the possibility of linking the proposed LRT from Johor Bahru to Johor

Bahru Sentral I be extended to the Singapore MRT at Woodlands. It

follows that this will require the agreement and facilitation of authorities

in both Malaysia and Singapore.

Table 16.3: Proposed Development of Light Rail Transit (LRT)

Routes

Route

Length

(km)

Nos

Of

Stn.

Travel Time

(One Way

Trip)

Implemen-

tation Phase

Indicative

Cost (RM

Million)

Johor Bahru

Sentral I UTM23.0 15 45 minutes 2011-2015 2,100.00

Johor Bahru

Sentral I Ulu

Tiram

20.0 14 40 minutes 2011-2015 1,960.00

Pasir Gudang-

Nusajaya59.0 19 120 minutes 2016-2020 2,660.00

Total Cost 6,720.00


Monorail

A further rail based and environmental friendly inner city public

transport mode is the monorail system. It is proposed that it will be

elevated above the existing road network that links the CBD main

attraction point to the commercial inner core and Johor Bahru Sentral I.

There are two optimal routes linking Johor Bahru Sentral I to the Lagoon

Puteri Transfer Station on the west and Majidee Square Transfer Station

to the east. A total of 16 stop stations within 14.5 km route length were

identified. Implementation of the monorail system in Johor Bahru CBD

will reduce the usage of personal modes of transportation thereby

relieving traffic congestion and solving inadequate the need of car

park facilities.

Table 16.4: Proposed Development of Light Rail Transit, LRT (Monorail)

Routes

Route

Length

(km)

Nos

Of Stn.

Travel Time

(One Way

Trip)

Implementation

Phase

Indicative

Cost (RM

Million)

Johor Bahru

Sentral I

Danga Bay

7.5 10 20 minutes 2011-2015 1,000.00

Johor Bahru

Sentral I

Wisma

Daiman

7 6 15 minutes 2011-2015 600.00

Total Cost 1,600.00


KTM Komuter train

In transforming SJER to be mass-oriented urban rail system, the existing

KTM routes reserve must be utilised to serve the need of Mass Rapid

Transit System that is fully integrated with the proposed LRT system. There

are 25 stations and 6 transfer stations proposed for the 3 MRT routes

i.e. connecting Johor Bahru Sentral II Nusajaya, Johor Bahru Sentral II

Pasir Gudang and Johor Bahru Sentral I Johor Bahru Sentral II.

Table 16.5: Proposed Development of Mass Rapid Transit

Routes

Route

Length

(km)

Nos

Of Stn.

Travel Time

(One Way -Trip)

Imple-

mentation

Phase

Indicative

Cost (RM

Million)

Johor Bahru

Sentral II

Pasir Gudang

41.0 11 60 minutes 2011-2015 495.00

Johor Bahru

Sentral II PTP36.0 11 55 minutes 2011-2015 495.00

Johor Bahru

Sentral I

Johor Bahru

Sentral II

24.0 9 35 minutes 2011-2015 405.00

Total Cost 1,395.00



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Figure 16.1: Proposed Comprehensive Public Transportation System for SJER

RAIL NETWORK AND TRANSIT STOP

MRT Station

LRT Station

Monorail Station

Ferry Station

MRT Route

LRT Route

Ferry Route

Tram Route



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CHAPTER 16 |PART4

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Buses

In the short to medium term, bus services should be upgraded

and continue to play the role as the backbone of SJERs public

transportation until the mass-oriented urban rail system takes place

(targeted to be after 2010). In the long term, bus services must beoriented to act as the feeder service to the rail-based transport system.

Several corridors have been identified and needs the support of

enhanced bus services. The corridors can be largely categorised into

two types; the corridor with the sufficient passenger demand, and the

corridor without sufficient passenger demand. For the corridor with

sufficient passenger demand, it is very important to maintain or increase

the patronage by providing better bus services. Poor level of bus

services might result in further decrease of passengers. These include

Skudai, Tebrau and Pasir Gudang Area.

On the other hand, commuters of corridors with insufficient passenger

demand are proposed to use their own means of transportation. It is not

easy to attract those people to use public transportation; thus, higher-

level bus services such as express bus services may be required to serve

the designated corridor.

C. Supporting Public Transport Facilities

Transit supporting facilities are facilities for public transportation users. It

is normally located along transit corridors like the rail network and road

based public transport such as buses and taxis that serve as feeder to

the main public transportation network. Three types of transit supporting

facilities are proposed namely the multi-modal transportation terminal,

the independent rail stations (MRT, LRT, Komuter, monorail and trams)

and road base transportation facilities in the form of bus and taxi

stands/stops/stations.

Multi-modal Transportation Terminal

The multi-modal transportation system will consists of different modal

transportation networks that, by themselves, allow a traveller to move

from one location to another. Inter-modal connection provides the

ability to transfer from one modal network to another.

To achieve the above objective, a local transit terminal is proposed to

be located within the CBD of Johor Bahru. The existing bus terminal at

Jalan Terus is proposed to be upgraded to accommodate the local

transit terminal and have a dedicated pedestrian route connection

between the Johor Bahru Sentral I and the Transit Terminal located at

the existing Johor Bahru KTM terminal. This terminal is also proposed

to be upgraded to function as a local transit terminal that hosts suchfacilities for LRT, ERL and Monorail services.

To cater for regional linkages, a Regional Transit Terminal known as

Johor Bahru Sentral II at Senai is proposed. This terminal will function as

a regional transit terminal for the Johor Bahru District transit system. It

will consist of facilities for High Speed Rail system, LRT and KTM Komuter

Services.

Park-And-Ride Facilities

In order to encourage the use of public transport, alotted car parking

lots must be provided in the vicinity of the terminals and stations.

Commuters and visitors that drives into urban areas should be

encouraged to utilise the peripheral car parking lots and switch to LRT,

buses and other means of public transportation system to complete

their journeys. Since private vehicles are still the preferred mode of

travel, services which accommodate the usage of private vehicles such

as park-and-ride could be a popular alternative. The park-and-ride

facilities will encourage the use of public transport systems.

Bus and Taxi Stand

Taxi stands are proposed to be located at suitable locations within

the proposed road hierarchy and within the larger building projects;

particularly adjacent to bus stops such as the KTM Impian Perdana and

Kotaraya II. Taxi stands are also proposed along Jalan Tun Abdul Razak

and Jalan Terus to service the proposed pedestrian priority areas.


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Figure 16.2: Rail Network and Transit Stops



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CHAPTER 16 |PART4

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16.6 Integrating Land Use and Transportation Development

The growth, form and land use pattern of SJER, particularly for road

network, is inextricably linked to the form of transport readily available

to provide public mobility. Access to vehicular mode of transport has

come within easy reach of a large part of the population, creating

demand for linear or sprawling form of development along the route

or corridor of major highways and roads. The CDP has recognised the

need to integrate the development and public transport strategies;

transport planning must be integrated with the overall land use planning

as it is an integral element of land use planning. In addition, transport

infrastructures, particularly road and rail network, can act as a catalyst

to growth and major development. Hence, the primary objective of

transportation and land use planning in CDP is:

KEY DIRECTION

TOD 2:

To integrate transportation development, in particular public

transportation, with land use development in order to support

sustainable travel choices and to promote compact forms of urban

environment towards increasing efficiency of the transport system

Measures proposed in the CDP to achieve the above are:-

Emphasis on the more sustainable mode of transportation that is

the transit-based network; rail and other form of public transport

that supports or act as feeder to the rail network;

Integration of rail network with land use development strategies

by directing and focussing land use development towards areasalong transit corridors and within TOD zones; and

Intensification of development around transit stations (TOD zones).

Land Use Development Strategy for Integrated Rail Network

Effective land use and transport planning is aimed to minimise the

need to travel or influence the mode of travel through the coordinated

arrangement or location of traffic generating uses in relation to existing

transport, particularly the more sustainable transport mode, and

influencing proposals for new route that is in line with land use planning.

It is the objective of SJER to provide a comprehensive and integrated

transportation system that serves inter and intra city travel and to

integrate land use development with public transportation and road

network.

To achieve the above, the proposal for rail network will serve areas

that are identified as growth areas such as Nusajaya and Senai Airport;

employment centres such as Tanjung Langsat Industrial Area, Pasir

Gudang Industrial Area, Plentong Industrial Area, Ulu Tiram Industrial

Area, Port of Tanjung Pelepas and University Teknologi Malaysia;

commercial centres such as Johor city centre, Nusajaya CPA, Senai

district centre, Skudai district centres, Ulu Tiram district centre and Pasir

Gudang district centre. Local centres such as Tanjung Langsat, Rinting,

Permas Jaya, Mount Austin and Tanjung Pelepas will also be served

by rail together with other areas of focus where development will be

concentrated within the urban growth boundary of SJER and within the

SEC.


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Figure 16.3: Proposal for Intergrated Land Use and Rail Network



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CHAPTER 16 |PART4

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Within SJER, 33% of the area (74,465 hectares) will be within the three

kilometre catchment radius of the planned public transport network;

both rail based and road based.Out of the above, 3,415 hectares of

area in SJER will be directly accessible to pedestrian (within 400m radius

of the planned transit stations). Areas outside this radius will be served

by a feeder system; involving road based public transportation such as

buses and taxis.

In the SEC, 76% of the areas (34,463 hectares) are within the public

transport catchment coverage. Areas outside it are areas zoned as

environmental protection zone.

To ensure integration and implementation of the proposed rail network,

land use and transportation development within public transport

corridor will be tailored towards securing the reserves or right of way

for public transportation network. Areas and road reserves affected by

proposal for rail network will be developed to incorporate space for rail

facilities; either through dedicated reserves or shared space within the

road reserves. Other reserves that require supporting public transport

facilities such as terminals, stations and lay-bys will be integrated within

the planning and development of areas within the corridor or coverage

of public transport network.

6 LANES DUAL CARRIAGEWAY (40m) PRIMARY ROAD (R5/U5)

DRAIN

1.5m

M/CYCLELANE

3.0m

M/CYCLELANE

3.0m

DRAIN1.5m

CARRIAGEWAY

10.5mCARRIAGEWAY

10.5mMEDIAN

3.0m

7.5m

LANDSCAPE/

PEDESTRIAN2.5m

LANDSCAPE/PEDESTRIAN

2.5m

Figure 16.4: Example of Integration of Development with Transit Facilities

Figure 16.5: Example of Right of Way for Rail, Bus and Public Transports




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Within walking/cycling distance (400m radius)

Area covered by feeder and others public transportation (3km)

Figure 16.6: Coverage of Proposed Rail Network



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TRANSIT-ORIENTED DEVELOPMENT CHAPTER 16 |PART4

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16.7 Intensification of Development within TOD Zones

To increase the usage of public transport, and to ensure it would

be considered as a viable option for daily commuters, residential

development and activity centre development will be located, with

access, close to the proposed transport networks. Key trip generators,

such as higher density residential development and principal, major

and specialised activity centres, will be concentrated on the principal

public transport network the MRT, LRT, Monorail and tram services.

The key measure to integrate land use development with transportation

planning while promoting transit-oriented development in support of

public transportation is to provide priority and incentives to development

areas around the transit stations. This is to be implemented throughintensification of developments within designated TOD zones.

KEY DIRECTION

TOD 3:

To facilitate intensification of TOD zones by incorporating mixed

use development with high-density residential, high commercial

plot ratio and integrated community and business facilities.

A. Transit Oriented Development Zone (TOD Zone)

The TOD zone is defined as a zone within 400m radius of a rail station or

terminal; intensive development will be promoted.

Intensification of TOD zone will be promoted through the following

measures:-

Transit supportive uses and high intensity activity nodes within

400m walking radius of a transit station;

High density residential and high plot ratio of commercial

development within transit planning zone;

Mixed use development of commercial, residential, community

facilities and other civic uses;

Pedestrian-friendly environment; and

Good urban design

Providing pedestrian-friendly environment is a priority in TOD zones as

pedestrians are the primary user of the transit and associated TOD uses.

The distance that a pedestrian is likely to travel to take transit, in this

case, rail mode transit, is typically and has been universally determined

to be within 5 to 10 minutes walk or approximately 400m.

Table 16.6: Designated TOD Zones

CentreTOD Zones

Within SEC Outside SEC

City

Centre

1. Johor Bahru Central

Planning Area

2. Johor Bahru CBD

3. Nusajaya Central Planning

Area

District

Centre

1. Pasir Gudang 1. Skudai

2. Senai

3. Ulu Tiram

Local

Centre

1. Tampoi

2. Gelang Patah

3. Tanjung Pelepas

4. Nusajaya Creative Centres

5. Permas Jaya

6. Rinting7. Tanjung Langsat

1. Mount Austin

Highway

Business

Centre

1. Taman Air Molek

2. Tampoi Jaya

3. Taman Tampoi Utama

4. Indahpura

5. Nusajaya

6. Johor Bahru City Centre

1. Kempas

Others 1. Tanjung Pelepas2. Nusajaya/ Gelang Patah

3. Taman Bukit Indah

4. Taman Sutera

5. Kempas

6. Taman Daya

7. Skudai

8. Taman Molek

9. Taman Ria

10. Kota Puteri

11. Pasir Gudang

12. Second Link (FAZ)

1. Taman Impian Emas2. Kangkar Pulai

3. Pulai Spring

4. UTM

5. Taman Ungku Tun Aminah

6. Bandar Tiram

7. Taman Nora

8. Taman Pelangi Indah

9. Hospital Sultan Ismail

10.Taman Sutera II

11.Taman Bukit Mewah

12.Johor Bahru Sentral II


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CentreTOD Zones

Within SEC Outside SEC

Others 13. Leisure Farm

14. Nusajaya Theme Park

15. Nusajaya Creative

Centre

16. Johor Bahru Sentral 1

12. Lagun Puteri

13. Holiday Plaza

14. Wisma Daiman

15. Bakar Batu

16. Permas Jaya

17. Taman Rinting

18. Masai

19. Kg. Pasir Gudang Baru

20. Tanjung Puteri

21. Tanjung Langsat

Industrial Area

22. Tanjung Langsat Jetty

25. Taman Tampoi Indah

26. Tampoi

27. Taman Sri Pandan

28. Kg. Ubi Baru

29. Plaza Pelangi

31. Danga Bay

32. Straits View

33. Kg. Mohd Amin

34. Maktab Sultan Abu Bakar

35. Hospital36. Gertak Merah

37. Khalid Abdullah

38. Jalan Meldrum

39. Menara MSC Cyberport

40. The Zon

41. Leisure Mall

42. Wisma Lien Ho


B. Mixed-Use Development in TOD Zone

Within SEC, the TOD Zones are designated for mixed-use development;

either incorporating commercial (offices, retail and other compatible

commercial uses) with residential, in order to support transport facilities

and to promote 24-hour activities in the form of residential activities

within centres, or incorporating offices, retail and compatible industrial

activities such as clean industrial activities, research & development

(R&D), design & development (D&D). TOD zones outside SEC on

the other hand, are designated for further intensity residential or

commercial development.

To encourage mixed-use development at TOD zones in SEC, bonus

plot ratio can be exercised. For Johor Bahru CPA and Nusajaya CPA,

higher plot ratio is given to TOD Zones compared to other commercial

developments within the CPA.

Table 16.7: Development Intensity in TOD Zones

TOD Zones

within SEC

Johor Bahru

CPA

Nusajaya

CPA

Total plot ratio of 7.0

Mixed Use development (MX1) with

breakdown of 60% commercial and

40% residential

20% reduction on parking requirements

Other TODs

outside

Johor Bahru

CPA &

Nusajaya

CPA


Mixed Use development (MX1) with

breakdown of 40% commercial and

60% residential


TOD Zones

outside SEC

Commercial development - plot ratio to follow FAR

requirements designated according to hierarchy of

centres

High density residential development density to follow

designated densities as indicated in Proposal Map




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Figure 16.7: Designated TOD Zones




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Table 16.8: Transit Supportive Use

Base Zoning

DistrictPrimary Transit Supportive Use Secondary Transit Supportive Use Development Guide

Mixed Use

(Mixed Use 1)

[Applicable to

TOD within SEC.

Not applicable

to TOD outside

SEC]

High density residential

developments (Condominium,

apartment)

Commercials

Offices

Pedestrian oriented street retails

Restaurants

Other compatible commercial

activities

Recreational centres

Library

Integrated community facilities

Johor Bahru CPA and Nusajaya CPA


Mixed Use development (MX1) with breakdown of 60%

commercial and 40% residential


Other TODs outside JB CPA & Nusajaya CPA


Mixed Use development (MX1) with breakdown of 40%

commercial and 60% residential

20% reduction on parking requirementsMixed Use

(Mixed Use 2)

[Applicable to

TOD within SEC.

Not applicable

to TOD outside

SEC]

Commercial

Offices

High employee industrial

activities

Research and development


Shopping mall retail with strong

pedestrian connections

Restaurants

Entertainment

Hotels

Movie theatres

FAR to follow general guide for plot ratio according to designated

centres:-

Johor Bahru CBD Plot Ratio 5.0

Johor Bahru CPA Plot Ratio 4.0

Nusajaya CPA Plot Ratio 4.0

District Centre Plot Ratio 2.5

Local Centre Plot Ratio 2.0

Highway Business District Plot Ratio 1.0


High density

residential

development

Condominiums

Apartments

Townhouses

Offices

Pedestrian oriented retails

Restaurants


Library

Integrated community facilities

Density of 300 persons per acre

C. Transit-supportive Land Use

Transit-supportive land uses encourage transit use and increase

transportation network efficiency. As such, pattern of land uses around

transit stations should be characterised by: -

high employee and/or residential densities;

promote travel time outside the am/pm peak periods;

encourage extended hours of activity, throughout the day and

week; and

attract pedestrian users/generate pedestrian traffic.

The primary transit supportive land uses that will be encouraged within

TOD Zones in SJER are employment uses (office, industry), residential

(high density), retail (pedestrian oriented street retail and shopping

retail with strong pedestrian connections), civic use, entertainment,

recreational and cultural facilities.

TRANSIT ORIENTED DEVELOPMENT

CHAPTER 16 | PART4


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Base Zoning

DistrictPrimary Transit Supportive Use Secondary Transit Supportive Use Development Guide

Commercial

[Applicable to

all TOD]

Offices


Shopping mall retail with strong

pedestrian connections

Restaurants

Entertainment

Hotels

Movie theatres

Condominiums

Apartments

Townhouses


Library

FAR to follow general guide for plot ratio according to designated

centres:-

Johor Bahru CBD Plot Ratio 5.0

Johor Bahru CPA Plot Ratio 4.0

Nusajaya CPA Plot Ratio 4.0

District Centre Plot Ratio 2.5

Local Centre Plot Ratio 2.0

Highway Business District Plot Ratio 1.0


Industrial

[Applicable to

all TOD]

High employee industrial

activities

Research and development

Offices


Restaurants

Entertainment

Hotels

Plot ratio of 1.0

Additional 20% floor space for commercial component on top of

allowable industrial floor space


Commercial

Industrial

Residential

Undeveloped

Land

Danga Bay Existing Land Use

Open Space&

Sports Facilities

Institutional

Community

Facilites

Squattes

Figure 16.8(a): Example of Potential Sites for Intensificationwithin Transit Planning Zone (Before)

Established Housing

High Density

Residential

Medium High

Density Residential

Medium DensityResidential

Low DensityResidential

Villages

Commercial

Mix Use

Established Industry

Industrial Park

Danga Proposed Land Use

Figure 16.8(b): Example of Potential Sites for Intensificationwithin Transit Planning Zone (After)


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19. Chapter16 - Transit Oriented Development