Section B Planning and Implementation Part 4 Infrastructure Development Initiatives. CHAPTER 16 Transit-oriented Development

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1 Section B Planning and Implementation Part 4 Infrastructure Development Initiatives CHAPTER 16 Transit-oriented Development

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3 chapter Transit-oriented Development 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 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 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 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

4 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 trip generation is estimated to double from the current figures in 15 years; up to the year Table 16.1: Traffic Growth Factor from Year Year Rate (%) Trips (vpd) ,254,256 1,516,251 1,847,606 2,549,989 3,100,120 3,936,802 (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 Johor Bahru Sentral II Johor Bahru Sentral I Route Length (km) Light Rail Transit (LRT) Number of Stations Travel Time (One Way Trip) Implementation Phase Indicative Cost (RM Million) mins 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, SJER s transportation system is envisaged to be more mass-oriented rail base urban public transportation system to reduce usage of personal 16-2

5 TRANSIT-ORIENTED DEVELOPMENT CHAPTER 16 PART4 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 Johor Bahru Sentral I UTM Johor Bahru Sentral I Ulu Tiram Pasir Gudang- Nusajaya Route Length (km) Monorail Nos Of Stn. Travel Time (One Way Trip) Implementation Phase Indicative Cost (RM Million) minutes , minutes , minutes , Total Cost 6, 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 Johor Bahru Sentral I Danga Bay Johor Bahru Sentral I Wisma Daiman Route Length (km) KTM Komuter train Nos Of Stn. Travel Time (One Way Trip) Implementation Phase minutes Indicative Cost (RM Million) 1, minutes Total Cost 1, 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 Johor Bahru Sentral II Pasir Gudang Johor Bahru Sentral II PTP Johor Bahru Sentral I Johor Bahru Sentral II Route Length (km) Nos Of Stn. Travel Time (One Way -Trip) Implementation Phase Indicative Cost (RM Million) minutes minutes minutes Total Cost 1,

6 SECTION B PLANNING AND IMPLEMENTATION Figure 16.1: Proposed Comprehensive Public Transportation System for SJER RAIL NETWORK AND TRANSIT STOP MRT Route Ferry Route MRT Station Monorail Station LRT Route Tram Route LRT Station Ferry Station 16-4

7 TRANSIT-ORIENTED DEVELOPMENT CHAPTER 16 PART4 Buses In the short to medium term, bus services should be upgraded and continue to play the role as the backbone of SJER s public transportation until the mass-oriented urban rail system takes place (targeted to be after 2010). In the long term, bus services must be oriented 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, higherlevel 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 such facilities 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. 16-5

8 SECTION B PLANNING AND IMPLEMENTATION Figure 16.2: Rail Network and Transit Stops 16-6

9 TRANSIT-ORIENTED DEVELOPMENT CHAPTER 16 PART 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:- 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. 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 areas along transit corridors and within TOD zones; and Intensification of development around transit stations (TOD zones). 16-7

10 SECTION B PLANNING AND IMPLEMENTATION Figure 16.3: Proposal for Intergrated Land Use and Rail Network BUKIT BATU AYER BEMBAN K O T A T I N G G I KELAPA SAWIT KULAI P O N T I A N PEKAN NENAS INDAHPURA INDUSTRIAL AREA INDAHPURA UTM TECHNOVISION PARK SENAI INDUSTRIAL AREA JOHOR TECHNOLOGY PARK UTM SENAI AIRPORT SKUDAI CARGO HUB PERLING KEMPAS INDUSTRIAL AREA TAMPOI LARKIN TEBRAU INDUSTRIAL AREA MOUNT AUSTIN PERMAS JAYA ULU TIRAM INDUSTRIAL AREA PLENTONG INDUSTRIAL AREA KOTA MASAI TANJUNG LANGSAT INDUSTRIAL AREA GELANG PATAH NUSAJAYA INDUSTRIAL AREA NUSAJAYA CENTRAL PLANNING AREA NUSAJAYA INDUSTRIAL AREA JOHOR STATE ADMINISTRATIVE CENTRE JB CITY CENTRE PASIR GUDANG INDUSTRIAL AREA PASIR GUDANG PORT TANJUNG LANGSAT TANJUNG LANGSAT PORT TANJUNG PELEPAS PORT TANJUNG PELEPAS INDUSTRIAL AREA MAJOR EMPLOYMENT CENTRE JB CITY CENTRE / NUSAJAYA CPA LOCAL CENTRE PRIMARY DEVELOPMENT CORRIDOR RAIL NETWORK DISTRICT CENTRE SECONDARY DEVELOPMENT CORRIDOR 16-8

11 TRANSIT-ORIENTED DEVELOPMENT CHAPTER 16 PART4 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. Figure 16.4: Example of Integration of Development with Transit Facilities 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. LANDSCAPE/ PEDESTRIAN 2.5m DRAIN 1.5m 6 LANES DUAL CARRIAGEWAY (40m) PRIMARY ROAD (R5/U5) M/CYCLE LANE 3.0m CARRIAGEWAY 10.5m 7.5m MEDIAN 3.0m CARRIAGEWAY 10.5m M/CYCLE LANE 3.0m LANDSCAPE/ PEDESTRIAN 2.5m DRAIN 1.5m Figure 16.5: Example of Right of Way for Rail, Bus and Public Transports 16-9

12 SECTION B PLANNING AND IMPLEMENTATION Figure 16.6: Coverage of Proposed Rail Network Within walking/cycling distance (400m radius) Area covered by feeder and others public transportation (3km) 16-10

13 TRANSIT-ORIENTED DEVELOPMENT CHAPTER 16 PART 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. 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 TOD Zones Centre Within SEC Outside SEC 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 through intensification 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) City Centre District Centre Local Centre 1. Johor Bahru Central Planning Area 2. Johor Bahru CBD 3. Nusajaya Central Planning Area 1. Pasir Gudang 1. Skudai 2. Senai 3. Ulu Tiram 1. Tampoi 2. Gelang Patah 3. Tanjung Pelepas 4. Nusajaya Creative Centres 5. Permas Jaya 6. Rinting 7. Tanjung Langsat 1. Mount Austin 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 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 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 Others 1. Tanjung Pelepas 2. 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 Emas 2. 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 16-11

14 SECTION B PLANNING AND IMPLEMENTATION Centre Within SEC Others 13. Leisure Farm 14. Nusajaya Theme Park 15. Nusajaya Creative Centre 16. Johor Bahru Sentral 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. Hospital 36. Gertak Merah 37. Khalid Abdullah 38. Jalan Meldrum 39. Menara MSC Cyberport 40. The Zon 41. Leisure Mall 42. Wisma Lien Ho TOD Zones Outside SEC 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 TOD Zones outside SEC Johor Bahru CPA Nusajaya CPA Other TODs outside 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 Total plot ratio of 4.0 Mixed Use development (MX1) with breakdown of 40% commercial and 60% residential 20% reduction on parking requirements 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 20% reduction on parking requirements 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 16-12

15 TRANSIT-ORIENTED DEVELOPMENT CHAPTER 16 PART4 Figure 16.7: Designated TOD Zones 16-13

16 SECTION B PLANNING AND IMPLEMENTATION 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; 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. 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. Table 16.8: Transit Supportive Use Base Zoning District Primary Transit Supportive Use Secondary Transit Supportive Use Development Guide Mixed Use High density residential Recreational centres Johor Bahru CPA and Nusajaya CPA (Mixed Use 1) developments (Condominium, Library Total plot ratio of 7.0 [Applicable to apartment) Integrated community facilities Mixed Use development (MX1) with breakdown of 60% TOD within SEC. Commercials commercial and 40% residential Not applicable Offices 20% reduction on parking requirements to TOD outside Pedestrian oriented street retails SEC] Restaurants Other TODs outside JB CPA & Nusajaya CPA Other compatible commercial Total plot ratio of 4.0 activities Mixed Use development (MX1) with breakdown of 40% commercial and 60% residential 20% reduction on parking requirements Mixed Use Commercial Pedestrian oriented street retails FAR to follow general guide for plot ratio according to designated (Mixed Use 2) Offices Shopping mall retail with strong centres:- [Applicable to High employee industrial pedestrian connections TOD within SEC. Not applicable to TOD outside SEC] activities Research and development Restaurants Entertainment Hotels Movie theatres 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 % reduction on parking requirements High density Condominiums Offices Density of 300 persons per acre residential Apartments Pedestrian oriented retails development Townhouses Restaurants Recreational centres Library Integrated community facilities 16-14

17 TRANSIT-ORIENTED DEVELOPMENT CHAPTER 16 PART4 Base Zoning District Primary Transit Supportive Use Secondary Transit Supportive Use Development Guide Commercial Offices Condominiums FAR to follow general guide for plot ratio according to designated [Applicable to Pedestrian oriented street retails Apartments centres:- all TOD] Shopping mall retail with strong Townhouses pedestrian connections Restaurants Entertainment Hotels Recreational centres Library Johor Bahru CBD Plot Ratio 5.0 Johor Bahru CPA Plot Ratio 4.0 Nusajaya CPA Plot Ratio 4.0 Movie theatres District Centre Plot Ratio 2.5 Local Centre Plot Ratio 2.0 Highway Business District Plot Ratio % reduction on parking requirements Industrial High employee industrial Offices Plot ratio of 1.0 [Applicable to activities Pedestrian oriented street retails Additional 20% floor space for commercial component on top of all TOD] Research and development Restaurants allowable industrial floor space Entertainment Hotels Figure 16.8(a): Example of Potential Sites for Intensification within Transit Planning Zone (Before) Figure 16.8(b): Example of Potential Sites for Intensification within Transit Planning Zone (After) Danga Bay Existing Land Use Danga Proposed Land Use Commercial Industrial Residential Undeveloped Land Open Space& Sports Facilities Institutional Community Facilites Established Housing High Density Residential Medium High Density Residential Medium Density Residential Low Density Residential Villages Commercial Squattes Mix Use Established Industry Industrial Park 16-15

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