Floating ponds – urban fish farming to transform global food production

How engineering and technical innovation can meet the challenge of feeding a growing global population

There are always plenty more fish in the sea, so the saying goes. Turns out it isn’t necessarily so true anymore.

Over-fishing, poor management of fish stocks and the impact of a changing climate means that we must now look increasingly for new ways of satisfying the global demand for fish as a sustainable source of food. The development of the Floating Ponds urban farm concept – a radical systems based design incorporating innovative engineering and technology – holds the potential to turn the dream of efficient, self-sustaining food production into a reality.

The global population is becoming rapidly urbanised, with the United Nations’ predicting that some two thirds of the global population – around 6 billion people and rising – will be jostling for space in the cities by 2050. Oceans and farmlands are falling short of meeting our food demands. Climate changes are fast rendering farming uneconomic and untenable; and those which still are, are being gobbled up by sprawling metropolitan areas for housing, infrastructure, or commercial needs.

Thus our ability to feed ourselves is and will be challenged by the need to provide for housing, infrastructure, transportation, employment, education and all other basic requirements in competing for the strained limited resources we have.

Sustaining a sustainable healthy food source for these dense urban areas is a vital challenge

Rethinking food production:

Surbana Jurong is rising to this challenge with the Floating Ponds high-intensity urban farming concept. The vertically stacked fish raceways help to multiply the production capacity of any available space, and not just land; whilst its inherent self-sustaining, closed-loop farming eco-system optimises the use of resources – water, nutrients and energy.

The result is an ecologically sustainable farming model which is modular, scalable and replicable.

Currently Singapore imports some 92% of the fish consumed locally. Rising concerns over the sourcing of fish has switched focus towards ways to improve local production and increase the sustainability and reliability of the food supply.

Land based fish farms are not in themselves a new idea. Landlocked regions or high-density urban development without access to conventional fish farming have been developing such food sources. However, these traditional facilities are resource hungry and consume enormous quantities of water, energy, and nutrients to produce quality fish products. The Floating Ponds model sets out to transform this existing model.

Systems Thinking to Close the Loop:

The vision for urban fish farming is founded on a comprehensive systems level integration of the three primary systems engaged by the farm – water, nutrients and energy. The design and architecture of the farm works towards enabling flows and exchanges amongst the three systems. The concept employs a vertical stacking of water raceways for fish farming which helps to relieve  space for the environmental systems needed to create these systems flows and exchanges to ensure a closed loop ecosystem.

Water reuse:

The role of water is paramount to this project. Traditional fish farms consume large volumes of water in a linear flow set-up, rendering significant volume to be discharged into the sewers as waste. Together with it, vital residual nutrients are washed away as well.

In Floating Ponds, it is the planned flow of water which creates the medium for the systemic exchanges to take place.

Expunged waste water from the fish tanks is treated via a specially constructed wetland system to enable natural cleaning as bacteria and aquatic plants feed on the organic waste while the drainage actively captures rainwater. Treated water can be re-used for several non-potable uses or re-circulated back into the fish tanks.  Alternatively, the nutrient-rich water from the fish farm can be fed into a hydroponic system to sustain the production of vast quantities of green leafy vegetables. Bio-swales enhance the water system by treating and capturing surface run-off thus reducing demand for clean potable water in the fish tanks.

Such concerted efforts can reduce the volume of water being discharged out from the site into the sewer system.

Nutrients:

In addition to the primary nutrient being nurtured in the form of fishes, the aquatic plants in the wetlands become an essential ancillary source of nutrients. They help to close the nutrient loop as a certain quantum of them is processed back to become feed for the fish.

Furthermore, micro-algae are cultivated using the nutrient laden waste water as feed for the fish. Algae are also used to condition the sea-water which is also used as a source of topping up.

Hydroponics further adds to the production capacity of green leafy vegetables by directly using the nutrient rich waste water from the fish raceways.

Energy:

The roof structures covering fish farming areas of the Floating Ponds provide a perfect platform for the use of photovoltaic panels capable of generating enough energy to offset significant portion of the consumption demands.  Algae, grown in transparent tubes and pumped with waste water and a lot of CO2, is capable of producing bio-fuel in the presence of sunlight. This is a technology which requires more research and development but clearly holds future potential as demonstrated in projects across the world.

Besides the conscious design decisions to incorporate passive design features, the overall energy balance can be significantly enhanced by efficient and innovative technologies for spaces such as labs, offices, cold storage which inherently  tend to consume more energy. Technologies such as passive displacement ventilation, radiant cooling, the use of heat recovery systems are being considered together with the use of fan assisted ventilation to improve thermal comfort at higher supply air and room temperature.

Creating a modular system that meets the needs of the community:

By rethinking the factory fish farm model, the team has developed an integrated, self-contained farming ecosystem, placing local food sufficiency and resilience for the local community at its heart. To be successful, it is imperative that the farming and food production process is visible and accessible to garner community interest and attract engagement.

As such the central space above and around the constructed wetlands attempts to create a space to anchor that community engagement – both spatially by drawing visitors in but also functionally by providing a useful and attractive recreation area.  While by being modular and scalable, the Floating Ponds typology makes itself flexible and adaptable to any available urban space, ranging from a park space, to un-used roof space and to even community spaces within larger commercial developments.

In doing so, Floating Ponds can not only make a small pocket of urban space significantly productive by producing high-value food fish, but can also enhance the surrounding ecology and generate a vibrant community hub with farming activities.

A design that adds to the urban environment:

With this initiation in Singapore and in the face of the global challenges of urbanization and food production,  high-tech, systems based and resource efficient facilities such as the Floating Ponds will soon start to transform food production around the world.

Fundamentally, the Floating Ponds concept will create a new urban typology; taking high-value food production out of isolated and secluded land-based farms and placing them into the heart of high-density urban cores, as inclusive elements of the social and economic function of the city.

Image caption: Systems Map

Image caption: Planning for a closed-loop vertical fish farm which allows for systemic flows and exchanges

Image caption: Functioning prototype built to test the vertical stacking and the water reticulation system

Image caption: Elevated visitor / community spaces suspended above the integral blue-green spaces

Making cities liveable

As the global population rises and increasingly lives in urban environments and megacities, planners and designers are being challenged to create and maintain a high quality of life for citizens. But liveable, sustainable cities can be a part of the future, if we focus efforts on the fundamental objectives – to create good jobs, quality housing, and an effective transport system.

 

The Rise of Megacities

In 1950, the world had only two megacities.  New York and Tokyo stood alone as cities with more than 10 million inhabitants. Fast forward to 2017, the world now has 37 megacities[1], many of which are found in Asia.

Between 1995 to 2015, the world’s urban population grew at an average rate of 2.16% per year. By 2015, some 4 billion people lived in cities. Yet significantly, the rate of urbanisation in low-income countries, at 3.68%, is much higher than the 0.88%[2] growth seen in high-income countries.

A city with a high quality of living is usually one that is safe, economically vibrant, inclusive and with active participation from its residents. However, this does not come about naturally. With the rapid rate of urbanisation, particularly in low-income countries, what we are more likely to see are cities with slums, high crime rates, and pollution.

While there are many aspects to the concept of liveability in cities, it is useful to go back to basics and examine what are the key criteria of a liveable city.

I believe that there are three fundamental “objectives” that any large city must deliver to ensure a decent quality of life for its inhabitants. These are

  • good jobs;
  • quality housing; and
  • an effective transport system.

This is typically reflected in the land allocated to these “deliverables”. In Singapore’s land use master plan, for example, more than 50% of our land will be set aside for the purposes of industry, commerce, housing, land transport infrastructure, ports and airports by 2030.

Creating Good Jobs

People flock to major cities in search of economic prosperity as the economies of scale and network effects in cities lead to more job opportunities. However, this alone does not guarantee that the jobs are high-paying or meet the aspirations of the residents. Instead, the city must leverage strategic and appropriate economic positioning as an important factor in its economic development – a process often requiring hard-headed analysis of the natural advantages and disadvantages of the city and the global trends at that point in time.

When Singapore became independent in 1965, it had no natural resources. But it had one clear advantage – its strategic location at the centre of major shipping routes. The trend of globalisation, where multi-national corporations were relocating or setting up their trading and manufacturing operations in different parts of the world had already started – albeit still unclear to many casual observers.

Singapore seized its locational advantage and rode the wave of globalisation. Over the last few decades, it has risen from a labour-intensive manufacturing base, and regional port to become the global business hub in Asia with a wide range of sophisticated trading, high-value manufacturing, and professional service activities.

The economic miracle has seen Singapore’s GDP per capita multiply 100-fold from about USD500 in 1965 to more than USD50,000 in 2016, among the highest in the world. Obviously, as a result, many good jobs were created in this period, and income for the average Singaporean improved significantly.

Building world-class infrastructures

Besides a visionary leadership, a strong and united government bureaucracy, and pro-business government policies, the economic miracle was possible because of world-class infrastructure. In particular, to be a global business hub, Singapore needs a world-class airport, an efficient sea port, and well-designed industrial areas. Changi Airport will be opening its Terminal 4 soon and is already planning its massive Terminal 5[3] expansion. Similarly, to remain as the key maritime transhipment hub, Singapore is building a new port in the west. When fully completed, this will double the capacity of the existing port[4] facilities.

A unique infrastructure project in Singapore is the formation of Jurong Island, which is a S$7 billion amalgamation of seven offshore islands into a 3,200-ha world-class petrochemical complex. Today, Jurong Island is home to more than 100 manufacturing companies, employing 30,000 professionals. The project also makes better use of Singapore’s scarce land resources by storing bulk liquid underground in the Jurong Rock Caverns[5].

Public Housing

As people migrate to cities, meeting the demand for housing can quickly start to be a challenge. If not resolved, the price of decent accommodation reaches unaffordable levels, increasing the prospect of slums becoming a common sight.

While private housing should be part of the solution to housing demand, there is almost always a need for some public housing. As the name suggests, public housing cannot be left entirely to market forces. The government has to be involved heavily to make public housing work.

Singapore has a highly successful public housing programme with more than 80% of the population living in quality accommodation that is often the envy of other countries. In addition, public housing has become an appreciating asset for most Singaporeans.

The key success factors of our public housing programme are:

  1. Adequate allocation of land for public housing;
  2. Varied designs to cater to different affordability at different times;
  3. The use of a mandatory savings scheme to finance public housing;
  4. Regular maintenance and upgrading of public housing; and
  5. Thoughtful social policies to achieve greater social integration.

Firstly, land must be allocated for public housing early in the city’s development. The Singapore Land Use Concept Plans take a long term 50-year view that integrates various needs for the country. This is supplemented by the 10-year Master Plans which translate the concept into strategies. The Land Acquisition Act has been instrumental in this. From the outset, it has been a deliberate and carefully guarded objective by the government to retain land in Singapore for public housing. This includes land in the central area as well as land further away. Cities which do not adopt such an approach will quickly find that they run out of land for public housing.

Secondly, designs for public housing apartments should be varied enough to cater to different segments of the population. Unlike many cities, where public housing is meant for the poor, Singapore has taken the approach that public housing should be designed for all.

Hence, there are small units for the low-income groups as well as large units that suit the needs of the upper and middle-income groups. And government subsidies differ accordingly. These designs have also evolved over time so that even the smaller units for the low-income groups see improvements over the years, creating a sense of inclusiveness and progress for all.

Thirdly, public housing needs to be financed. To this end, a strong economy and a balanced government budget are vital. In addition, Singapore has put in place a mandatory savings scheme called the Central Provident Fund which channels parts of the individual’s income into purposes such as housing, healthcare, and retirement. This fund works hand-in-glove with the public housing programme to allow the government to finance the development of public housing and for the residents to own them.

Lastly, public housing must be maintained, serviced, and upgraded regularly to prevent it from degenerating into slums. Government policies must be put in place so that there is co-sharing of such costs by the residents. Today in Singapore, much of this work is done by the Town Councils, which have started to apply smart technologies into monitoring various assets such as lifts in public housing[6]. Finally; public housing can be an effective vehicle to achieve greater social integration among different socio-economic and racial groups. Singapore has been very deliberate in its township planning, mixing smaller units with bigger public housing units, effectively encouraging groups with higher income residents to live next to groups with lower income.

As a multi-racial society, Singapore has also been careful to put in place policies to ensure that different races live together in the same area so as to promote better understanding and create greater racial harmony.

Land Transport

An affordable, sustainable and convenient land transport system is key to creating a liveable city. As a city grows, traffic congestion and pollution become more likely. A liveable city, therefore needs to ensure that the transport system is not only affordable, comprehensive and uncongested, but also well-connected to other nearby cities.

In Singapore, given the limitation of our size, we are steering our population to use more land-efficient modes of transport. As such, the Singapore public transport system is centred on the Mass Rapid Transit system, which transports 2 million passengers daily through 142 stations, with plans to increase the total distance from about 200km today to 360 km by 2030. This is supplemented by the bus network, which is also continually being enhanced.

Singapore takes a hard-nosed approach to addressing the negative impacts of car ownership. Through a combination of excise taxes on cars and fuel, electronic road pricing and a quota system which controls the number of new vehicles that are registered, Singapore has managed to keep its private car population under control. At the same time, through better designs that make it convenient for cyclists and users of other personal mobility devices, Singapore has tried to encourage a higher usage of these sustainable modes of transport. Singapore is also taking an open-minded approach towards new business models such as Uber and Grab, which may also help reduce the private vehicle population over time.

As an island, Singapore is linked by a causeway to Malaysia, and the road connection has been the key mode of transport between the two locations. There are now plans to enhance this by building the Kuala Lumpur-Singapore High-Speed Rail, and the Johor Bahru-Singapore Rapid Transit System Link. This will help connect Singapore to the nearest city to our north and allow Singaporeans to enjoy the benefits of agglomeration of cities.

The Future City

The fundamental requirements of a city or mega city will not change. However, technology will significantly alter how these can be delivered in the future. The types of jobs will change as more industries are disrupted by new technologies and new business models.

Infrastructure such as public housing and transport system can be designed, built, and maintained more efficiently as we make better use of Building Information Management systems, Virtual and Augmented Reality, data analytics, drones, autonomous vehicles and other new technologies.

It is clear that the future city will look very different from what we see today. Yet I am hopeful that if we employ the ideas discussed here, it can be a much more liveable city.

[1] Source: Demographia World Urban Areas 2017 survey.
[2] Source: UN World Cities Report.
[3] Surbana Jurong is the engineering consultant for the major tunnels at Changi Airport Terminal 5, which will include facilities such as people mover system, baggage handling system and common services. Surbana Jurong is also involved in the soil improvement work for the third runway.
[4] As the engineering consultant, Surbana Jurong is responsible for designing and supervising the construction of the 222 caissons, each of which is the size of an apartment block. This will create a 8.6km long wharf structure to cater to the largest container ships.
[5] Surbana Jurong has been involved in Jurong Island in various roles as master planner, technical consultant, project manager and as the Jurong Rock Cavern operator.
[6] Surbana Jurong has been providing such smart city services to all the Town Councils in Singapore.

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Tackling the urban mobility challenge

The motor car has transformed lives around the globe by providing affordable and rapid personal transport to the masses. But its success has come at a cost in terms of congestion, pollution and impact on the planet. City planners must now focus their efforts on more sustainable transport solutions to create environmentally-friendly, liveable, and attractive places for our growing and increasingly urbanised populations to live and work in.

Our love affair with the motor car began more than a century ago with its invention in the late 19th Century. With continuous technological advances, there has been a global revolution in personal mobility, allowing for door-to-door trips to be made with increasing speed, reliability, comfort, and safety.

Fast forward to the 21st Century, with rising global population that is becoming more affluent and urbanised, the aspiration of car and motorcycle ownership is now within reach of the masses.  It is increasingly clear that such ownership, with its sophistication, convenience and practicality has become a victim of its own success with congestions, delays and pollution in most cities.

City planners and engineers have wrestled with the problem over the decades to meet the insatiable demands for personal motorised transport.

But, overwhelmed by the sheer volume of vehicular traffic, we now realise that the once life-transforming motor car is simply no longer a sustainable solution for the world’s cities.  As renowned urban designer Lewis Mumford once put it: “Cities are built for the care and culture of men, not for the constant passage of motor vehicles.”

So what went wrong?

First, it was the belief that we could always build our way out of congestion with massive road projects.  We now understand that this is not the case. No city has ever succeeded in doing so and there is a wealth of research that demonstrates how road construction and improvement actually generates more traffic that further adds to congestion.

Second, it was the laissez-faire attitude of allowing market forces and public preference dictate our design and policy decisions. Instead of pushing for investment in mass transport as the preferred mode of transport, the private car has been allowed to dominate public infrastructure investment decisions, leaving public transport playing second fiddle in most cities.

A consequence of this road dominant investment strategy has been the significant impact on the economy of congested cities. Road congestion costs time, thus reducing productivity. As well as affecting private vehicles and buses, it also impacts freight vehicles (which account for some 20% to 30% of traffic on the roads) thereby increasing costs and reducing efficiency.

Furthermore, the uncontrolled use of fossil-fuelled private vehicles producing about 20% of the greenhouse gases contributes to global warming. Road accident fatalities account for about 1.2 million in the world. The cost of congestion arising from unchecked growth in car population in terms of lost man-hours, accidents and pollution amount to a staggering figure.

Is there a way out of this predicament?

There are a number of possible solutions to the road problems plaguing cities around the world – many of which Singapore had adopted over the past four decades.

At the heart of these solutions is a realisation that the urban traveller is really only interested in three things:

  • to travel safely;
  • in the shortest travel time and;
  • at the lowest travel cost.

Although each on its own is a very simple concept, yet as we have found in Singapore, they are not easily achieved without appropriate investment in planning, design and operations.

That means embracing the urban mobility challenge as a fundamental part of the holistic town planning process. It means understanding and accepting that every decision on the land use made by a town planner has an impact on the city’s transport system – an impact that must be addressed to enable people to move from one place to another to carry on their activities in safety, in time and at an affordable cost.

Public transport to maximise the efficiency of space

Clearly investment in better, modern public transport is the obvious place to start when it comes to tackling a city’s congestion problem and maximising the use of precious surface space. While a car with four passengers is an efficient vehicle, in most cities the average car carries only around 1.5 people, resulting in a wasteful use of the road space.

Compare this to a bus, which carries typically between 60 and 120 passengers. It clearly makes sense from a road space perspective to prioritise and invest in providing buses on the road network.

The next logical step obviously is to invest in urban rail systems. With each train cabin capable of carrying around 250 passengers, there are huge gains on offer from the perspective of maximising the efficiency of the available road space.

Encouraging personal transport

However, there are cheaper alternatives when it comes to maximising the use of road space such as walking and cycling, both of which can easily be overlooked when it comes to planning urban mobility strategies.

The bicycle is a popular, healthy and non-polluting mode of transport that is now making a comeback as a reliable and cheap means to navigate the city, having been eclipsed by motorised vehicles for decades.

Addressing safety concerns of cyclists having to mingle with larger motor vehicles is the critical factor, and has prompted city authorities around the world to invest in segregated infrastructure for cyclists, and so encourage their greater usage.

The idea of establishing a network of well signposted, safe, and prioritised routes for cyclists can also be applied to encourage more pedestrians in cities. Making people feel safe and comfortable to walk short journeys rather than use taxis or buses, it reduces congestion and frees capacity on the public transport system.

Demand management

Another part of the road congestion reduction equation is to manage demand for travel by rationing or prioritising road space during the rush hour.

For example, allowing only high occupancy vehicles, such as cars and buses to use the city roads during the rush hour has demonstrated that behaviour can be changed, with people incentivised to either form car pools or take the bus to work.

Other ideas to regulate flow include permits that allow only specific vehicles – perhaps chosen by vehicle registration number – to use the city roads on any day or the use of bans on freight deliveries outside certain hours.

More controversial is the use of congestion charges or high car city centre parking charges. Both have been very effective in terms of regulating car use and also in generating revenue to plough back into the public transport systems. However, there are clear political risks from imposing such unpopular policies and this has prevented many local authorities from embracing the idea.

Finally, given that the majority of road traffic congestion in cities is seen during the daily tidal flow to work in the mornings and home again in the evenings, many city authorities are now encouraging the staggering of work hours and the use of flexi-time working. And of course, with the advent of technology in our daily lives, telecommuting could ultimately reduce all need for travel to work. 

Technology to transform door-to-door transport

The private hire market has been transformed by online services such as Uber and Grab which have entered the market to complement the existing public transport services and provide convenient on-demand transport.

The use of apps to enable simple, cost effective booking and use of private hire vehicles have transformed the customer experience of the taxi and private hire cars. The logical next step in this service is the introduction of autonomous driverless vehicles capable of safely and efficiently transporting passengers from door-to-door on demand.

Conclusion

The answer to the urban mobility challenge lies in first understanding the needs of the transport user. Only then can we provide efficient service options that provide realistic, convenient, and affordable alternatives to the private car.

It is clear that no single solution holds the key to the congestion problems faced by cities. Instead, we must tackle the issues on multiple fronts, ensuring that the differing needs of travellers are addressed so as to create a genuinely sustainable transport future for modern cities.

Ultimately, by investing in public transport and non-motorised transport, and demand management measures to control the inefficient and widespread use of the private vehicle, cities will be able to reduce congestion, boost productivity and free the space currently devoted to road transport. As a result, we will be able to focus our urban design efforts away from the demands of the motor car, and towards the needs of people to create an environmentally friendly, liveable, and attractive place for everyone to live and work.

A defined vision: the starting point for collaboration & project delivery success

The successful outcome of construction projects is so often determined at the start. This is well-demonstrated by our three recent Building and Construction Authority (BCA) Awards winning projects – The Scotts Tower, SBF Center and NUS AS8 building. When the client sets out a clearly defined vision, the delivery team will be able to draw on their creativity, analysis, good judgement, and leadership to deliver outcomes that exceed the original expectation.

Any consumer today, whether buying a new car, television, house or a pair of shoes, demands certainty from their purchase. How much will it cost, when will it be delivered, will it meet my needs, and will it work?

The modern construction client is no different. Regardless of the type of project they are commissioning, be it residential, commercial, industrial or infrastructure, they also want certainty of the product’s performance, delivery date, cost, and quality.

In both cases, a successful outcome starts with a clear understanding of what you want to buy. For instance, what outcome is sought from the investment, what performance is needed, and what quality is desired.

It sounds simple and obvious, something that we do every day. Yet in reality, the construction sector still falls short of achieving this goal.

So often around the world, we see unsatisfied owners lamenting late, underperforming and over-budget projects, alongside a supply chain that is still struggling with poor productivity, poor margins, and wasted resources.

It does not have to be this way. As demonstrated by the successful projects recognised by the recent BCA Awards, it is possible to create assets that delight clients, underpin reputations, and improve bottom lines of everyone involved.

Solving the right problems

Setting a clearly defined brief cannot be underestimated. It means the client must take the time to establish and set out its vision for the project. It also means that everyone involved in the design and delivery process must understand and buy into this ambition.

As professional engineers, our passion is to solve problems. A project such as The Scotts Tower, has no shortage of technical challenges to overcome – difficult ground conditions, space constraints, old foundations left behind by a demolished building, the close proximity of underground MRT tunnels, and the architectural ambition to construct slanted columns to support the building’s 30 floors.

The key challenge is to ensure that from the very start of the project, each of these technical challenges – the exciting problems we love to solve – are actually relevant to the client’s vision. If it doesn’t, or if it hinders progress towards that vision, then, regardless of the technical achievement, it is not the right problem to solve.

For example, minimising the sway of the SBF Center, a slender tower, was critical for occupants’ safety. Our team worked hard to optimise the performance of the basic skeletal structures using innovative ideas to resist sway from the very start of the design process, rather than simply deploying additional active mechanical damping systems that require maintenance and cost in the long run. Linking this largely unseen work back to the client’s vision of overall cost-effectiveness with the fitness of purpose throughout its full life cycle is critical to building confidence in their investment.

Creating a culture of collaboration

Setting out and understanding a clear brief is also the fundamental pathway for any project to establish an effective, motivated and collaborative supply chain throughout the project delivery. If every member of the delivery team understands what the client is trying to achieve, his role, and how he interacts with the rest of the team, it contributes to the vision being realised.

This collaborative approach established and maintained by regular meetings, and having a shared culture with the others across the project, is crucial to ensuring that the multiple interests and often competing demands are effectively addressed. In short, true collaboration helps the team and the client to agree on “what will work best”? This implies finding the right solutions that will best achieve the client’s vision for the project and also enabling the skills and capabilities of the supply chain to be effective and efficiently mobilised.

Collaboration is, after all, about working together for mutual benefit. Decisions or solutions that fail to embrace the competing demands of the entire team are unlikely to deliver sustainable results.

Our work on the NUS AS8 building saw a huge amount of rigorous design and robust detailing by engineers in collaboration with the construction team and the architects – creating a buildable structural frame that could not only resist huge lateral earth loads from the sloping ground but also achieve the architectural intent of discontinuity in space volumes.

Only through deep collaboration across the team from the start can this complex web of competing needs be addressed satisfactorily.

Technology as the enabler for the better design solutions

Of course, none of today’s increasingly complex and technically challenging projects would be possible without huge investment in innovation and digital technology. The advent of 3D design tools and Building Information Modelling made possible today by technology is what we could only dream of in the past.

On the Scotts Tower project, the design of the novel “outrigger” transfer system to mobilise the stiffness of the central spine core walls using a pair of splayed balanced cantilever fin beams connected to secondary tie beams on four inclined mega columns would not have been possible without modern design tools.

Similarly, the design and planning for the hybrid, cost effective foundation solution for the SBF Center using both piling and a ground bearing raft foundation to work around the constraint of historic underground pile obstructions, would have been difficult if not impossible without digital technology.

However, while leveraging digital technologies is crucial for better efficiency and to accelerate the delivery of creative solutions, it is vital that the power of these tools does not lead professional engineers towards the wrong solution. Once more, a reference to that clearly established vision for the project is crucial to aligning the team’s knowledge, experience, and technology to deliver the desired project outcomes.

Surbana Jurong engineers scoop BCA awards

Surbana Jurong engineers Aaron Foong Kit Kuen and Allan Teo Kok Jin were recognised by the Singapore Building and Construction Authority with the top award for creative engineering solutions[1]. An unprecedented scoop of all three Awards made across the Residential, Commercial Building, Institutional & Industrial Building category, saw Aaron and Allan, both of Surbana Jurong’s  subsidiary, KTP Consultants Pte Ltd, rewarded for innovative engineering solutions which overcame project challenges for safe designs and construction[2].

 

[1] The Building and Construction Authority (BCA) of Singapore’s annual awards are made to a small number of professional engineers each year to recognise engineering excellence as part of its work to champion the development of an excellent built environment for Singapore.

[2] Aaron was handed an Award in the Residential category for his work on the complex 30 storey Scotts Tower and in the Institutional & Industrial category for the National University of Singapore AS8 building. Both featured complex ground conditions and challenging structural forms to overcome.  Allan was also recognised with an Award in the Commercial for his work on the SBF Center project Singapore Central Business District, which at 184m tall, has a floor plan width of only 20.2m and a slenderness ratio of 9.1.

Your organisation’s strength could lie in its cultural diversity

In today’s globalised world, an appreciation of cultural diversity, and knowing how to leverage it, not only breaks down barriers but also leads to better organisational performance.

Cultural diversity is rarely given its due in discussions around organisational success. The world focuses on intelligence quotient (IQ) and emotional quotient (EQ) as traits for success, but often forgets about cultural intelligence. Large, multicultural companies demand culturally intelligent leaders with the ability to synthesise diverse attitudes, perceptions and cultural influences into a cohesive and integrated identity.

Cultural intelligence is a differentiator for successful leadership. Since leadership is ultimately what shapes an organisation and determines its course of action, it is imperative that the leadership team recognises that it needs to do things differently in different cultures.

A successful leader in today’s multicultural environment always works to the strengths of others, helps employees develop an awareness of cultural differences, wins the trust of the different people they collaborate with and is sensitive in their communication.

An appreciation of cultural differences allows you to maximise every employee’s unique strengths

IQ involves an individual’s intelligence, which may have nothing to do with their capability on the job, and EQ is interpersonal intelligence that comes into play during interactions at work. However, cultural quotient (CQ) is more advanced, encompassing how one uses this intelligence to work across boundaries, spot opportunities and respond to change.

A leader’s ability to appreciate cultural differences is crucial to both performance and creating value for an organisation. Recognising what these differences can or cannot do for your business is important and you must ask yourself: ‘How do I maximise what everyone is bringing to the table?’ The collective experience across multiple cultures should be used to add value to and increase the performance of business.

The competitive advantage arising out of leveraging cultural diversity is a bit like a fine watch.  The dynamic competencies required to work cohesively are like the wheels inside a watch. Should one of the wheels not turn, or turn in the wrong direction, the watch won’t work.

In an organisation like Surbana Jurong, which operates in 44 countries and includes about 70 nationalities, you must inherently believe in the value of working together and understand the strengths of everyone’s contribution.

Employees who are open to cultural diversity are more self-aware  

Interacting with different cultures can make a person self-aware. Having the openness to accept alternative perspectives allows us to better reflect on, recognise and adapt to cultural differences. It helps us understand our own weaknesses and learn from them, and see how to apply our strengths to develop interpersonal relations.

Unfortunately, not all employees have exposure to various cultures, and hence organisations should institute cultural awareness programmes to remedy this. Having the opportunity to work in cross-cultural teams is important to one’s career growth, and should be a part of every employee’s toolbox. It helps them pick up on all kinds of cross-cultural skills – from learning how to address people from another culture to dealing with disagreements in the workplace.

Cultural intelligence gains trust at every level of the organisation

I believe that trust is the greatest differentiating asset of any successful organisation. Without a natural trust in their leaders, employees will not give their best.

Winning the trust of all employees becomes more challenging for leaders as they move outside of their culture. With more scope for misunderstanding and miscommunication, trust becomes more fragile. More simply, different cultures have different frameworks for defining trust.

Cultural intelligence in a leader is therefore a requisite tool, helping them navigate uncertainty, unify people, and build trust to define outcomes and solve problems.

Good leaders must understand the nuances in communication across different cultures

The best strategy in the world will work only when people feel empowered. To reach the desired cultural outcomes, leaders need to think of different ways to communicate and maintain meaningful dialogue with people. Otherwise, however promising your organisational strategy, it will not take off.

In a multicultural organisation, you must first understand cultural nuances before implementing strategies and changes. When people feel they are engaged, you can then walk projects with them and sell successes.

For example, in an Asian culture where people are quiet and don’t challenge things, management has to intervene to break those barriers. At Surbana Jurong, we have Friday get-togethers to allow management and employee teams chat intimately about day-to-day lives.

I myself adopt different styles of working with different people. Scandinavians aren’t as outgoing as most Europeans and may require a consensus before reaching a decision, so I am careful about understanding and managing that. With Africans, I encourage them to speak up more and express their opinions. I don’t want to have them just take orders from other people in the team.

Here’s an interesting example of how I would typically communicate bad news to two different cultures – Indian and Australian. When I need to communicate bad news to the Australians, I tell it to them straight. Australians are direct and they want you to be direct with them. But Indian employees won’t be comfortable with that. I will first need to speak to the manager and agree on the ways to communicate the same news.

Leading by example

Personally, despite the cultural diversity I have seen, every new experience brings new challenges. In coming to Asia, I’ve learnt to be more patient and adapt myself to the different working styles here. In a continent like Asia that offers so much cultural diversity, I have also learnt to better appreciate differences and embrace the advantages that they bring.

It is important that leaders share their experiences with the rest of the organisation. We need to empower our people and give them clear cultural outcomes and identify genuine, memorable values that are shared throughout the organisation. Creating an environment based on this shared understanding will allow cultural appreciation to flow throughout the organisation and across geographies.

Perspectives, developed by SJ Academy, is our platform to explore new ways of tackling some of today’s most complex challenges. We draw on ideas and opinions from our staff associates and experts across different businesses. Click here to read more about Technology & Innovation, Infrastructure & Connectivity, and Design Leadership.

How technology can make Singapore a car-lite society

Modern cities are embracing new digital technologies, the power of data and artificial intelligence to wane populations off the car and onto a new range of more sustainable transport modes. Singapore is leading the way in this challenge with its new strategy to become “car-lite” by 2030.

Easy access to high quality and efficient transportation infrastructure already makes Singapore one of greatest cities in the world to live and work. But the desire to attract the best talent and businesses from around the world has prompted Singapore to embrace a new challenge to become “car-lite” and boost public transport use to globally leading levels.

Singapore currently boasts a public transport mode share of 66%. Policies such as the Vehicle Quota System (VQS) have been limiting the use of private cars since the 1990s and Singapore leaders understand that, in such a small state, the continuous construction of new road infrastructure is unsustainable.

Instead the population is being weaned off the car, and the transition to public transport use is underpinned by a programme of investment to improve public transport infrastructure. The government’s new target is to achieve a public transport mode share of 75% during peak hours by the year 2030.

However, despite substantial effort over many years, Singapore is still seen as being too car centric in comparison to cities like Hong Kong, which has an even higher public transport mode share of 88%. The challenge, therefore, is for Singapore to not only hit its existing targets but to also embrace new technology to accelerate the change towards a new “car-lite” future.

The new technology trends

Digital technology will be at the heart of this new “car-lite” future, a concept in which individual car ownership will disappear to make way for public transport and car use as a service. Advances in this technology, particularly around the application of Artificial Intelligence (AI), are set to revolutionise all aspects of life in the future, including transportation.

Transport is set to be one of the early winners from this technology revolution with autonomous vehicles (AV) now one of the most talked about products to be driven by AI. Technology giants Google, Tesla and Uber are already testing their fully automated vehicles, and smaller companies like nuTonomy and Delphi are now conducting their respective pilot tests in Singapore.  Singapore leaders predict that within 10 to 15 years the technology will be mature enough to be deployed widely[1].

The key to the use of AI technology across transportation will be dependent on “big data”, a concept which is already having a major impact on our lives as our consumer buying, browsing and movement trends are analysed and capitalised on. Singapore’s Committee on the Future Economy has already identified such data use as “an increasingly important source” for the future development of the economy.

These technologies will not only directly change our lives, but will also increasingly trigger new business models, as we embrace the sharing economy and use the power of data and communication technology to maximise the use of our infrastructure capacity.

China, for example, now plays a leading role in this new model as it starts to transform the sustainable development and lifestyles of its growing and urbanising population using the real time transport data and information which is now made publicly available across the nation’s cities. For example, mobile phone apps, driven by this publicly available live date, now enable dock-less bicycles to be found, unlocked and shared. In return, the enormous amounts of travel and behaviour data collected from these apps can be further analysed, helping cities to better understand travel patterns, and enabling resources to be planned and utilised more efficiently in future. This has helped communities to abandon cars and traffic jams and switch back to the low carbon bicycle transport culture that was commonplace in the last century.

Singapore’s transition to a car-lite society

Singapore expects to use similar technology to transform its society to a new “car-lite” model. Having started on the path to secure this future with investment in major new public transport schemes, it has already seen a significant drop in private car numbers this year, down to an eight-year low of just over 550,000.

However, the use of technology underpins the new strategic plans being implemented, and will see Singapore make a step change by 2030 to reduce this number even further.

Effective and forward-looking master planning is key to maximising the benefits of big data and technology. To achieve the “car-lite” model, the appropriate demand-supply balance of city must first be established.

A good example of this is the design of Singapore’s second Commercial Business District now under construction in the Jurong Lake District. A number of major government agencies such as BCA and LTA have already re-located there or are planning to move there, highlighting the way that, with appropriate public transport options, such de-centralized urban planning can reduce commuting times and distances, and so reduce the reliance on the private cars.

The use of big data is vital in the planning stage to help city planners understand and target the drivers for such changes in human behaviour in Singapore’s context, and to optimize the city structure accordingly. For example, Uber has already published point-to-point real-time travel time information which is aggregated from its huge database. As such information and data trends build up; it will be more and more useful for planning ahead over various time horizons.

An efficient and reliable public transport system

Providing good public transport links to connect people to these new developments not only drives people out of their cars but also creates the most efficient means to move people and achieves the lowest cost-per-capita. Singapore’s LTA targets to expand its rail network to about 360km by the year 2030 and to develop a more efficient and integrated bus system that aims to improve journey quality, such as improve waiting time and enable seamless transfers for the bus commuters.

New technology is set to improve the reliability of this vital public transport. For example, driverless buses are expected on the streets as early as 2020, to enhance the efficiency and reliability of the system, as well as improve the level of safety.

However, achieving last mile connectivity for public transport passengers – moving people between their homes or work places to main transport nodes such as MRT stations – continues to remain a challenge.

Similarly, active mobility is another sustainable solution for the “last mile” provided you can persuade people that walking or cycling is both safe and convenient.

This transition will start in Singapore with newly constructed footpaths and cycle paths along Bencoolen Street, with additional active mobility connections provided within Singapore’s central region. Three bike sharing service providers, Mobike, Ofo and Obike’s have been launched in Singapore, providing more convenient and cost-effective cycling options on Singapore’s streets. However, it is not without teething problems. There have been reports of indiscriminate parking in some areas, misuse of bikes, reckless riding, etc. To enable a sustainable ecosystem and bike sharing culture to take root as part of the Car-lite nation initiative in Singapore, bike-sharing operators, authorities and building owners, etc. will need to work out a practical framework to regulate (by merit or demerit systems) and establish the necessary bicycle infrastructure (designated bicycle parking zones, bicycle racks, etc.) in Singapore.

Conclusion

Digital technology is evolving at the fastest pace ever and is set to transform the way that we live, work and travel. While some fear that developments such as AI and big data will either replace humans one day or undermine our privacy, in fact they are key to securing our sustainable future and creating models such as a “car-lite” transport system.

As these technologies are deployed to serve global populations, communities will continue to evolve and adapt to the new opportunities as they are presented. By upgrading ourselves with this new knowledge, and by thinking globally and systematically, we can make our environment more car-lite, more sustainable and a more attractive place to live.

[1] “Can autonomous vehicles replace human-driven ones?” The Straits Times, 15 May 2017

 

Perspectives, developed by SJ Academy, is our platform to explore new ways of tackling some of today’s most complex challenges. We draw on ideas and opinions from our staff associates and experts across different businesses. Click here to read more about Technology & Innovation, Infrastructure & Connectivity, and Design Leadership.

从地缘经济视角看“一带一路”

2013年,中国提出“一带一路”全球经济倡议,通过开发基础设施打造区域互联互通,从而提高全球贸易和经济增长。根据“一带一路”的规划,经济带将沿着古代丝绸之路和海上丝绸之路,横跨亚洲、中东和欧洲,南下太平洋、印度洋再北上地中海,连接65个国家。“一带一路”所涉65国占全球总人口的65%、全球GDP的三分之一、全球贸易的40%、全球商品和服务流动的四分之一。就实体规模、经济规模及地理范围而言,“一带一路”倡议可谓21世纪最雄心万丈的经济工程。

去年9月,我在某个会议上提到,全球经济不容乐观,要想大力刺激或拉动全球经济,重新恢复增长,只有两个办法:一是跨太平洋伙伴关系协定(TPP),二是“一带一路”倡议。虽然近来不断有人试图使TPP起死回生,但目前可说回天乏术。全球合作愿景仅剩“一带一路”倡议能成为全球经济的增长引擎。有人偶尔会拿“一带一路”与美国的“马歇尔计划”相提并论,但实际上“一带一路”的规模比“马歇尔计划”大12倍。

“一带一路”的经济规模有多大?从现在到2030年,亚太地区需要投资26万亿美元建设基础设施。未来10年,亚洲每年需要投资1.7万亿美元用于基础设施建设,才能维持增长。有估计认为,未来 “一带一路”长期累计的投资将达4万亿至8万亿美元。因此,“一带一路”国家乐见并支持此倡议,希望以此加速其基础设施驱动的经济发展。2013年至今,中国向“一带一路”沿线国家投资总计600亿美元,最近还宣布,未来五年,每年将对外投资达到1200亿至1300亿美元,总计投资6000亿美元。

资金从何而来?中国为展现领导“一带一路”倡议的能力,启动了诸如规模1000亿美元的亚洲基础设施投资银行、规模400亿美元的丝路基金,以及1000亿美元的新开发银行。中国国家主席习近平在“一带一路”高峰论坛上承诺,将为“一带一路”的项目提供1240亿美元融资,其中90亿用于“一带一路”的发展中国家。这是一个规模宏大且志向高远的计划,而且发起人中国立志落实。

不要质疑中国的部署能力_

有人质疑中国是否有能力部署这个伟大工程,尤其是西方媒体。在我看来,不论由谁主导,是中国或是美国日本或其他经济强国,如此大规模的全球倡议,实施时必然面临挑战和阻碍。融资便是首个障碍,因为基础设施项目始终会面临可融资性的问题。此外,一旦涉及外国投资,必然涉及诸如东道国政治稳定与否、当地既得利益及可能出现的阻力,以及项目管理与实施的风险等问题。最后,还会有基础设施建成后运营成效的风险。

中国有能力实施这一宏伟的计划吗?过去几十年,中国已切实证明其落实大规模项目并实现宏伟工程规划的能力。1982年,我首次访华,当时中国还深陷赤贫,人均国内生产总值(GDP)仅200美元,位于世界上最大却最穷的国家之列。35年后,中国人均GDP翻了40倍,达8000美元。1981年,中国88%的人口生活在贫穷线下,农村贫困人口达96%;2010年,中国贫困人口不到10%。中国目前是全球第二大经济体,资金储备惊人,一度超过4万亿美元。没有人预料到中国脱胎换骨的转变。

中国没有丰富的石油等天然资源,却仍然使7亿人口脱贫,城市人口比率从16%上升至55.5%,是人类历史上最成功的移民故事。1982年至今,我定期访问中国;20多年来,我在不同城市做房地产生意——至今不变。起初,我对中国选择开展的宏大项目并不乐观。过去30年间,中国完成了几个大型基础设施项目,带来了翻天覆地的变化,其中包括上海浦东新区。这个起初不过是大片稻田的地段,现已成为世界上最繁荣的金融中心之一;还有三峡大坝。中国还新建铁路2万公里,包括高海拔的青藏铁路、世界一次建成线路里程最长的高速铁路京沪高铁、港珠澳大桥,还有北京首都国际机场等,不胜枚举。

我见过中国太多争天抗俗背后的雄心壮志,也见过这些雄心壮志如何迅速成真。我学会不低估中国,也不质疑他们扬言要实现的伟大计划。

当然,这些都是大型的国内项目,与诸如“一带一路”等跨境项目所面临的挑战有天壤之别。工程如此巨大,其规划必然也充满因政治、金融、技术、环境和社会及其他与协作相关问题所致的不确定因素。在全球基础设施工程中,这些因素必然存在,无论推手是中国或其他经济强国。尽管如此,我认为中国必须与其他国家缔结伙伴关系,“一带一路”还要有商业和多边发展组织参与,以确保其最终取得成功。

我到底如何看待“一带一路”,又如何看待中国在全球影响日渐深远这个感知印象呢?

一带一路能缓和保护主义情绪_

美国和欧盟保护主义情绪日趋高涨,世界的增长和全球贸易,对防止保护主义情绪升级至关重要。在所有这些国家当中,就业是重要的政治议题,尤其对欧洲及美国中下层民众而言。落实“一带一路”本身能推动增长,并且创造需求和就业,以缓和全球的保护主义情绪。

至于发展中国家,增长就更关键了。多数发展中国家,例如亚细安、中亚及南亚,都面临人口统计学家所谓的“青年人口膨胀”问题,因为年轻人口越来越多。失业会导致这些国家高度不稳定。任何推动经济发展并创造就业的全球动力和倡议,必然有积极意义。

在初始阶段,有人质疑中国与东道国之间是否能实现互惠互利。这些人声称,抵达中国的列车满载,但返程空载,两地贸易方程并不平衡。上周,中国驻英大使刘晓明在英国《金融时报》发表文章表示,关于中欧班列空返的说法不准确。他说,今年一季度,中国海关共验放中欧班列62列,货物共2850箱,总重3万5027吨,返程空箱率仅为11.4%;与去年同期相比,集装箱数量增加近两倍,空箱率却下降一半。中欧班列自2011年开行以来,至今已累计开行3000多列,中国国内开行城市已达27个,覆盖21个省区市,到达欧洲11个国家的28个城市,到2020年将达年开行约5000列。2014年至2016年,中国同“一带一路”沿线国家贸易总额超过3万亿美元,服务贸易比率也在提升。

中国对“一带一路”沿线国家投资累计超过600亿美元,未来五年内,中国的对外投资将达到6000亿至8000亿美元,而且大部分将流向“一带一路”沿线国家。

从经济角度来看,许多诸如美国、欧盟和日本等发达国家的企业,也能从“一带一路”倡议中受益。中国及各东道国必然需要充分利用全球的产业,并购买整个增值链中发达国家服务供应商的服务,包括总体规划、设计、建筑学服务、咨询、项目管理和法律与金融服务等,不一而足。建筑业巨头及机器和设备供应商,例如通用电气、西门子、卡特彼勒、劳斯莱斯、空客等,在“一带一路”项目中很可能发挥极大作用。金融机构如高盛、瑞士银行、摩根大通等,也可以参与基础设施融资。发达国家自身基础设施发展较为成熟,上述产业主体必然乐见国外开展如此庞大的工程。另外,实施“一带一路”的间接影响,以及美国、欧盟、日本等发达国家产业主体的潜在利益,也都不容忽视。

有了“一带一路”及持续的增长和发展,今日如亚细安、中亚和中欧等发展中国家便可发展起来,并且推进工业化和城镇化。而这些地区随着其收入提高和中产阶级扩大,也能成为中国及诸如美国、欧盟和日本等发达国家未来的市场。

一带一路须开放包容_

诚然,“一带一路”会加强中国的支配地位和影响。任何一个国家,如果在另一个国家大量投资或开展大规模的贸易,必然对该国有一定的政治、甚至潜移默化的文化影响。我认为这一点不可避免。这种影响是积极或消极,是个见仁见智的问题;显然,不同国家,就有不同的地缘政治考量。中国在全球贸易的支配地位和影响在全世界都能感受到,不论有无“一带一路”。

对于东道国而言,“一带一路”所可能带来的直接和间接利益,很可能大于其对中国全球支配地位的关切,不论关乎政治或其他方面。那些并不直接参与的国家,也能通过加入实施过程并分享增长契机而获益。对我而言,不参加或不参与都不是办法。

最后我想说,现今世界缺乏主要增长引擎。我认为,“一带一路”是全球经济未来10年的主要推动力。这是一个针对发展全球基础设施,进而改善亚欧国家互联互通而设计的工程规划。有规划和愿景,总比没规划和愿景要好;努力使规划行之有效,又总比臆度揣测规划是否可行更好。新兴国家资源有限,或许没能力探索寻思其在全球拓展的愿景。中国有能力和经验,但如果没有所有东道国家参与及协作,规划也无法全部实现。中国也需要其他发达国家在服务和专长上的必要支持。如果各方都愿意搭上“一带一路”列车,与中国携手落实“一带一路”倡议,世界的经济面貌将焕然一新。最终的结果将是“三赢”——中国会赢,发展中国家会赢,发达国家也会赢。尽管经济增长和创造财富本身不能解决所有困扰当今世界的地缘政治问题,但绝对能帮助消除贫困并改善大量人口的生活品质、减少就业问题。其间接效益是维持政治稳定,尤其在脆弱和欠发达地区。

换言之,“一带一路”前景乐观。

Perspectives, developed by SJ Academy, is our platform to explore new ways of tackling some of today’s most complex challenges. We draw on ideas and opinions from our staff associates and experts across different businesses. Click here to read more about Technology & Innovation, Infrastructure & Connectivity, and Design Leadership.

More than four walls and a roof: Housing as an anchor in times of turbulence

Singapore shows how an effective housing program can promote social and political stability

On every continent, there are pockets of political turmoil, driven in part by economic resentment. At the same time, the world is inexorably urbanizing. More than half the global population already lives in cities, and the figure will be two-thirds by 2050. To cope, and also to strengthen their own legitimacy, governments need to address their citizens’ concerns. Housing is at or near the top of the list in many places.

In this regard, the experience of Singapore is worth considering. Even before it became independent in 1965, Singapore considered housing a high priority. Many people were living in unhygienic slums and squatters’ camps and new immigrants were adding to the strain. On the basis that widespread home ownership would foster social stability, the government took concerted action to improve matters.

By any measure, it has succeeded. More than 90 percent of households own their residences, up from 59 percent in 1980, and they are well maintained, with social, commercial, transit, and recreational facilities readily available. In 2010, Singapore’s Housing and Development Board (HDB) won the UN-Habitat Scroll of Honour Award for “providing one of Asia’s and the world’s greenest, cleanest, and most socially conscious housing programs.” A survey of residents of HDB units in 2013 found that 91.6 percent were satisfied with their homes and 92 percent with their neighborhoods. The provision of quality affordable housing has tethered Singaporeans to the dream of a more equitable future; it is a core part of the country’s national pride and identity.

Every country and city is unique, but the basic issue is the same everywhere: to craft policies that enable housing projects to be developed and financed to suit the needs of all levels of society. In addressing that question, Singapore, in effect, turned the problem of housing inside out, recasting it as an opportunity to build both the economy and the society.

As the government saw it, the state would not only be building homes but also a sense of community and national identity. That was important for a new, multiethnic country. Economically, the public-housing program sought to make the home an asset, thus creating and managing a sustainable national housing market. Socially, the housing authorities envisaged building spaces that would encourage different ethnic groups to interact and to allow for multigenerational households.

In the early 1960s, Singapore was a developing country struggling to find its feet. In this context, providing every household with a decent home was a challenging goal. But by demonstrating its commitment to the population, the government hoped also to create a spirit of responsible citizenship and thereby contribute to political stability.

Making it work

For the program to succeed, land had to be acquired, homes had to be built at a reasonable cost, and people needed to be able to own them. To solve the first challenge—particularly acute in a land-scarce city-state like Singapore—in 1967, the Land Acquisition Act empowered the government to acquire private land at market prices.

With respect to building, HDB was set up in 1960 to be the sole independent agency in charge of planning and executing the housing program. Since its early days, HDB has earned a good reputation for creating self-sustaining, high-rise town-planning designs, complete with social and commercial amenities and efficient public transport. It continues to be highly regarded for its innovative planning and design. To give one example, as people’s expectations have risen, planners have worked to design each new township with a distinctive identity. For another, HDB uses the most modern construction techniques, such as precast and prefabricated volumetric construction. HDB has also embraced the concept of sustainable design, integrating highly efficient energy, water, and waste- management systems in its townships. The Treelodge@Punggol HDB project in northeast Singapore, designed by Surbana Jurong and completed in 2010, is an award-winning eco- development. Since 1960, the HDB has built more than a million units; these house more than 80 percent of Singapore’s citizens.

How was all this paid for? The Central Provident Fund (CPF) has been critical. Established in 1955 and revised several times since, this compulsory savings plan for every working Singaporean and permanent resident is funded by individuals and their employers and helps to pay for retirement, healthcare, and housing. Citizens can draw from their CPF at low interest rates and use the money to buy their homes. The CPF therefore actively supports home ownership and ensures that public housing is within reach of the population so that less than a quarter of a first-time buyer’s monthly household income is used to pay for his or her mortgage instalment.

Increasing urbanization and ageing, growing populations will test the ability of many societies to develop the housing and social amenities that future populations will both aspire to and be able to afford. Political and social environments vary considerably. Even so, it is clear that Singapore’s public-housing record is one that city planners and world leaders can learn from. Government policies and programs—specifically the creation of a single independent agency accountable for results, and the steady financial resources derived from the CPF—have been the basis of this success. Singapore has shown that the provision of affordable housing for all can be a force for stability. Given the turbulent times, that may be the most important lesson of all.

Perspectives, developed by SJ Academy, is our platform to explore new ways of tackling some of today’s most complex challenges. We draw on ideas and opinions from our staff associates and experts across different businesses. Click here to read more about Technology & Innovation, Infrastructure & Connectivity, and Design Leadership.

A vision for the future role of cost engineers and quantity surveyors

The Quantity Surveyor and Cost Engineer professions have the opportunity to embrace a broader vision for the future and redefine traditional roles. As new technology sweeps rapidly across the construction industry, existing professionals and new graduates must evolve to meet the changing demands of global clients.

There is a saying that “what got us here will not get us there”. For professionals working in the rapidly evolving built environment sector, this is increasingly true.

Cost engineers (CEs) and quantity surveyors (QSs), in particular, are facing a critical moment in their professional lives as the traditional infrastructure project delivery practices are being disrupted by new modern, digitally enabled and data driven processes.

Like every other profession in the built environment, CEs and QSs face a major challenge to redefine their role and stay relevant in this new world; a world in which clients are more demanding, more informed, and expect greater value from every professional service that they buy.

However, they also have a major opportunity to strike out and reposition themselves in this new and evolving world; driving new levels of efficiency, creating competitive advantages and providing the value added services demanded by modern clients.

To achieve this goal, CEs and QSs will have to change their professional approach and the services they provide. While some of these changes might be considered evolutionary, others, as will require more fundamental rethinking.

Merger of minds – birth of the CEQS profession

The traditional concept of employing a QS to measure quantities and a CE to provide advice on costs is becoming a relic of the past.

Today’s clients expect more flexibility and broader professional advice. They will turn to the CE for advice on issues as wide as procurement management and engineering or look to QSs to estimate costs of preliminary designs without drawings but using their experiences, data sheets and rules of thumbs.

Given this blurring of responsibility, a merger of the two professions as CEQS is an obvious win. This new group of professionals would provide a range of services covering cost advice, procurement management and strategic advice, design reviews, facilitation based on risk and value, and perform value engineering exercises.

The role would be transformed from passive individual to become an effective, central contributor to the client’s entire project team. With an inherent knowledge of design efficiency, combined with a deep understanding of cost drivers and structure, the CEQS will be in a unique position to provide clients with holistic advice on project cost, time and quality.

The need for a knowledge upgrade and networking

Of course, this transformation would require the CEQS to substantially increase their understanding of construction technology and basic engineering principles. In addition, they would require good knowledge of contract law to help the CEQS offer procurement advice to promote the modern partnering arrangements sought by clients as they seek to boost productivity.

And clearly enhancing skills across the professions will require an environment that actively supports learning. As such, a professional knowledge network would be critical to support and drive the development of required skills across businesses and ensure that the learning and efficiencies gained are shared across the emerging profession.

Similarly, a programme of mentoring throughout the new CEQS profession would be vital to ensure that younger professionals can learn quickly from the experience and knowledge of colleagues around them.

Facilitation and the art of collaboration

More often than not, the CEs and QSs find themselves at the heart of the design discussion, using and demanding information from all design disciplines and ensuring that information is correct and verified. They play a critical role to bring parties together – facilitating communication and promoting collaboration – a role that is increasingly in demand by modern clients and that should be embraced by the CEQS profession.

The roles and responsibilities of a facilitator are wide and may include conducting cross-disciplinary workshops, to help understand the emerging issues and find collaborative solutions. Again, as with other new skills required by CEQSs, special training programmes for such facilitation would be required.

The use of computational BIM

Technology will be central to the future role of the CEQS profession. Specifically, computational BIM, the next frontier of BIM tools, will be critical. Such advanced BIM modelling requires designers to better understand the BIM model and get the best out of the data.

For the CEQS profession this presents great opportunities due to their inherent closeness to, and familiarity with, the project data. But it also presents great challenges, not least from the need for the new profession to accelerate its own understanding of the emerging discipline.

Some form of computational BIM will have to be taught to CEQS professionals so as to expose them to the outer limits of the use of BIM. That will mean understanding how to interrogate models, how find optimum solutions for value engineering purposes or how to identify cost drivers.

It will be a big challenge as the speed of technological advancement is so rapid. What once took design team months to do, can now be carried out in minutes. The CEQS profession must evolve to keep up.

Operating in the global environment; operating in the virtual environment

Meanwhile, the world is getting smaller as actual and virtual borders are being torn down. Firms are increasingly moving the main bulk of their measurement activities to more cost-effective parts of the world, leaving traditional graduate roles “outsourced”.

However, this challenge opens up great opportunities for the young CEQS who will now be tasked with acquiring the new skills required to manage these outsourced processes. They will, in effect, move further up the project value chain, adding greater client value and commanding greater reward.

Conclusion

The scale and pace of change sweeping across the construction industry means that leaders must act now to embrace the new world. While the core skills of cost management and cost engineering will always remain embedded in the QS and CE professions, there is a need to broaden the vision of existing professionals and new graduates to align with the new world of intense competition, client-centricity and technology advancements.

Going under to stay on top: The case for planned underground construction

Building underground has numerous benefits, especially for growing cities, and this can be seen in Singapore’s success so far.

“Going under to stay on top” is a phrase first coined in 1976 by Charles Fairhurst – the then-head of Department of Civil and Mineral Engineering at the University of Minnesota. He wrote an article in the inaugural issue of the journal Underground Space explaining the central premise around the use of underground space in our crowded cities. As a graduate student studying rock mechanics at the university, Fairhurst’s article sparked my interest and eventually led me to a career in the dynamics of using underground space.

Case for Going Under

As a city grows and densifies, urban planners and decision makers are often driven to explore underground construction to accommodate growing needs. There are numerous benefits to building different types of infrastructure and facilities underground. These can be distilled down to four main concepts:

In the past, the primary reasons for people to go underground were the need to find shelter from the elements or in times of war, for a special-interest experience (e.g. natural caves), or for the option of a faster and more convenient means of travel like underground metro systems.

Metro systems and highways can also be built as surface or elevated systems. But when land is scarce, the initial attractiveness of those systems – such as lower cost and views for the travellers – is offset by problems such as noise pollution, visual intrusion affecting surrounding properties and the division of neighbourhoods.

This is especially true when such surface or elevated roads and rail sever a city from key assets like the waterfront. Often, in order to reclaim their waterfront as an asset for living rather than a cheap avenue for transportation, cities spend many times more than the initial savings   in investment between aboveground and underground.

Why, then, don’t urban planners, architects and engineers jump at the chance to build underground?

Factors to consider while planning underground infrastructure

Let’s revisit the idea that as cities grow, they will need to build deeper underground. Currently, most cities develop the underground in a piecemeal fashion. Also, only some villages and towns grow into large cities with a high demand for underground space, raising the question of whether underground planning is necessary for every community.

If underground construction is not a planned component in a three-dimensional city, it can lead to unplanned, and thus, inefficient, use of the valuable underground space. Additionally, underground construction often tends to be significantly more expensive in direct construction cost than surface or elevated facilities. And if you factor in our imperfect knowledge of underground conditions and the challenge of working around the already built piecemeal installations, the risk of cost overruns and delays only increases further.

It is also important to remember that all things being equal, people’s overwhelming preference is to live on or above the surface with access to daylight, even if it means they must live in high-rise buildings in densely populated areas.

Building upwards in a densely populated city provides ‘above the ground’ living and working environments, but at the same time increases the need for infrastructure services, service provision, and waste removal and treatment. So with increasing density the question should not be whether to build up or build down but rather how best to complement the two choices.

The way forward

With that in mind, my recommendations for making the best use of underground space in a city’s infrastructure development would be as follows:

  1. Start early when planning a city’s underground space, in much the same way that we plan a 3D environment for surface usage. More planners, architects and policymakers need to understand the restrictions posed and opportunities offered by an intensive use of the underground – such expertise is often not part of their formal training or experience.
  2. Weigh the costs and long-term impacts of urban infrastructure decisions along with future development restrictions when deciding on alignments and the type of service to be provided. Look towards the experiences of other cities worldwide for insights and for understanding the trade-offs.
  3. Conduct a formal evaluation and plan for immediate and likely future uses of underground space in the case of densely populated or large urban areas with planned new towns or districts. Proactive planning will have significant benefits for future functionality, sustainability and resilience.
  4. Build accurate databases of the urban geological conditions and existing (including abandoned) underground services, underground facilities and building foundations, and make these available in a form useful for planning purposes as well as detailed project design.
  5. Explore ways to improve the attractiveness, comfort and safety for users and occupants of underground facilities that address the drawbacks such facilities can pose. There is research underway at Nanyang Technological University in this regard. We can also learn by studying the experiences of underground facilities that have been in operation in other parts of the world.

Lessons from Singapore’s success

The Singapore government has worked for more than two decades to maximise environmental liveability and economic growth in the nation’s physically small land footprint. An important part of this effort is to prepare for an increase in the use of underground spaces. Singapore has clarified ownership of its underground space, set up the mechanisms for creating and updating its 3D underground geology and structures databases, initiated underground space master planning for the island and studied the pros and cons of various types of candidate underground facilities.

The underground living conditions of the future envisioned in stories such as E. M. Forster’s The Machine Stops (1909) is not the aim of this effort. Instead, the effort is a response to the realities of continued urbanisation and a desire to preserve the surface environment for the enjoyment of life. This priority motivates us to relocate functions that don’t necessarily need to be on the surface to the underground, thus continuing the Singapore success story “City in a Garden” and reflecting the essence of the theme “Going Under to Stay on Top.”

Perspectives, developed by SJ Academy, is our platform to explore new ways of tackling some of today’s most complex challenges. We draw on ideas and opinions from our staff associates and experts across different businesses. Click here to read more about Technology & Innovation, Infrastructure & Connectivity, and Design Leadership.