Speaker A
It is hot in Singapore. When I visited in July, it was over 30 degrees every day, and the humidity made it feel closer to 40.
Exploring Singapore's innovative hot-weather urban design and transit system that enables comfortable, car-free travel despite tropical heat.
Ask about this video. Answers come from its transcript only — with the timestamp, so you can check them.
Generated from the transcript and can be wrong — check the timestamp.
Key Takeaways
- Well-designed infrastructure can make hot, humid cities walkable and transit-friendly.
- Combining air conditioning with fans outdoors improves comfort and reduces energy use.
- Extensive, affordable, and well-connected metro systems encourage car-free travel.
- Urban design features like covered walkways and shaded buildings are crucial in tropical climates.
- Singapore’s approach balances rapid transit expansion with traffic calming and car ownership controls.
What the video covers
- Singapore experiences high heat and humidity but is designed to enable comfortable walking and transit use.
- The MRT metro system is extensive, air-conditioned, with platform screen doors and good wayfinding in multiple languages.
- Many metro stations connect directly to covered walkways, malls, bus stops, and residential areas, minimizing outdoor exposure to heat.
- Outdoor spaces often use fans instead of AC, providing cooling while allowing acclimatization to heat.
- Covered sidewalks and shaded walkways are widespread, even in suburbs, improving pedestrian comfort and safety.
- Older above-ground metro stations lack AC but use fans and air cannons; plans exist to renovate these stations.
- Singapore’s transit fares are affordable, and the system continues rapid expansion with a goal of 80% of households near stations.
- The city incorporates traffic calming, safer pedestrian crossings, and bicycle lanes, though challenges remain with car dependency.
- Car ownership is heavily regulated through expensive Certificates of Entitlement (COEs), limiting private vehicle use.
- Singapore exemplifies how to build walkable, transit-oriented infrastructure in a hot climate, though some complexities remain.
Chapters
- 00:00Introduction to Singapore's hot weather and urban design
- 01:53Use of fans and open-air cooling in buildings
- 03:48Overview of Singapore's metro system and changes since 2006
- 05:58Metro station features and passenger experience
- 07:34Older above-ground stations and planned renovations
- 11:27Traffic calming, pedestrian safety, and bicycle infrastructure
- 14:52Car ownership regulations and COE system
- 18:18Summary: Singapore as a model for hot-weather urbanism
Full Transcript — Download SRT & Markdown
Speaker A
But despite the weather, I was able to walk around outside for hours at a time, and travel all over the city by public transit, without any problems due to the heat.
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And that’s because Singapore is extremely well-designed for travelling around in hot weather. And I really wish more cities were designed this way. The underground metro stations in Singapore are air conditioned, and so are the trains.
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And the buses. There were many times when the metro station I was going to was directly connected to a shopping mall, or a series of indoor paths, so that I could get to where I was going without going outside at all. When I did need to walk outside, there were
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almost always covered walkways along my route. I saw these all over the city. It’s genuinely amazing how often when walking, even in suburbs and towns far from the city centre, I was under paths like these that were sheltered from the sun. It got to the point where, if I didn’t see a
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covered sidewalk, I would check the map to make sure I was going the right way.
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Because the paths with the covers were usually the best way to go. Many metro stations were directly connected to these covered pathways. They connected to bus stops, and to residential developments,
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and over road crossings. They were very helpful when it rained, too. Some of these covers had vines growing on them which made them look even better, but also improved the cooling effect as well. And many buildings had their ground floor
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set back from the road, so that people walking here were covered by the floors above. These were similar to the buildings in Taipei, but in Singapore they were a lot more common. There were also a lot of buildings that
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were open to the air. Not just older buildings, but new developments as well. Instead of AC, these places were cooled with fans.
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It seems like ceiling fans are a forgotten technology in the West, as they’re very rarely used. And yes, I’ve seen the Technology Connections video. But in Singapore there were lots and lots of fans, and they worked really well. They even had fans in their new metro stations.
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These places were already air conditioned, but the fans made a huge difference in making it feel cool, which means they could also use less air conditioning without affecting comfort.
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And while some of these fans were very big, they were not Big Ass Fans brand fans.
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The most common brand was Spacefans, based in Singapore. Fans like these provide a consistent breeze, which is really nice.
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So despite the heat, I often preferred outdoor places with fans, rather than indoor places with air conditioning. AC feels great at first, but it’s often too cold so you never get used to the heat, which makes it much harder to go back outside.
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It is possible to be comfortable in very warm temperatures, but it takes at least two weeks for the human body to acclimatise to hot weather. So if you’re always in an air conditioned space, you never get used to the heat. This is why I always roll my eyes
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when Americans start bragging about how it’s hotter where they live. Ah yes, yes, we’re all very impressed that you go from your air conditioned house, to your air conditioned SUV, to your air conditioned office.
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I was really amazed though, how easy it was to travel around Singapore, and how everything was designed to make it comfortable to travel around without a car, even in a city as hot as this. So is Singapore peak tropical urbanism?
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Well … it’s complicated. [NJB Intro] I have visited a lot of cities in Asia over the years, and of course, I used to live in Taiwan. So I have made several previous videos on this channel where I visited a city, and discussed what had changed since
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the last time I was there. And that’s what I had planned to do in Singapore, too. But the last time I spent any serious time here was back in 2006. And this city has changed so much since then,
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that it was like I had never been there before. It was wild. I barely recognised anything.
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This is the Singapore metro map from 2006. And this is what it looks like today. Amazing.
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The metro in Singapore is called the MRT, short for Mass Rapid Transit. Hong Kong calls their metro the MTR, and I was always mixing them up.
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So the way I remember it now is that the organisation that runs the Singapore metro is called SMRT. Transit in Singapore is pretty cheap. Fares are distance-based, but it’s usually less than 2 Singapore dollars to take the MRT. But my favourite part about paying my fare,
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was that my metro card had cute pandas on it. Though if you wanted to be boring you could just tap a credit card instead. The underground stations on the MRT are clean and modern, and air-conditioned too, of course.
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Almost every station has platform screen doors, and in the underground stations they're floor-to-ceiling. These are very safe, and keep people and other things from falling on the tracks, but they also significantly reduced air conditioning costs, as cold air isn’t lost down the tunnels.
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The platform doors also block a lot of noise, so the trains are remarkably quiet as they come into the station. Unfortunately, the platform doors in Singapore were not individually numbered, so the transit apps couldn't tell me exactly which door I should use, like they do in South Korea and Japan.
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Though I did notice a few times when CityMapper would tell me which general area was best.
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And sure enough when I got to the station, the escalator was right in front of me.
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I was also glad to see that some of the metro stations had cross-platform transfers.
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These are designed so that when your train comes in, the transfer to the most common direction is directly across the platform, which makes it trivially easy to make your connection.
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But even at other interchange stations the wayfinding was very good, which made it easy to find my way to the right platform.
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Digital signs show how long it will be until the next train. And the signs above the doors made it very clear which stations can be accessed from that platform.
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And they were written in four different languages: English, Simplified Chinese, Malay, and Tamil. The announcements in the stations were also in four languages, which meant that some of the longer announcements went on for a really long time.
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On the train the screens were very clear too. The type of signage was different for different rolling stock. Some of them had large LCD screens above the door with lots of information about the location of the train, and the next station,
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but most of them identified which station was coming up next, as well as identifying on which side the doors would open. The trains themselves were clean and spacious.
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And many lines were autonomous and you know what that means, you can look out the front window and pretend you're driving.
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I noticed that many of the newer stations had artwork as well, which was great to see, as it makes each station unique, but it also just makes it more fun to take transit.
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The older above-ground stations were much more basic. The platform screens were only half-height. And since these stations were open to the air, there was a lot more noise coming from the trains, and there was no air conditioning either.
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Instead there were a lot of fans, as well as what look like air cannons. These did help with the heat, but they’re definitely not as comfortable or functional as the newer stations. Some of these older stations were overdue for a renovation, so I was glad to see that the city plans to upgrade
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these stations over the next ten years. What’s amazing though is that Singapore has never stopped building new metro stations since the first ones opened in 1987.
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There are currently over 170 stations, which is an insane rate of construction. Their stated goal is to have 80 percent of households be within a 10 minute walk of a
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up three new stations, Which finally made the circle line a full circle. I really liked the design of these new stations. Keppel Station is bright and open, These huge fans made it feel like there was a light breeze all the time,
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which was actually very pleasant. On the ceiling there was this scale model of the cutting head of a tunnel boring machine, which was a nice touch.
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I also saw that they built a reasonably large indoor bicycle parking garage, Though it was a bit empty on opening day. Cantonment Station was the nicest station I saw in Singapore. It was built under an old railway station, and
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the design was made to look like a train station. Complete with a large circular clock, And these screens that looked like stained-glass windows.
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The third station, Prince Edward Road, required a more compact design. With the two train platforms stacked on top of each other.
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These were designed this way due to space constraints, but they also built them so that a cross-platform transfer to a future line could be built on the other side of the platforms.
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It’s great that they’re planning for easy transfers to a new metro line that doesn't even exist yet. This station has a nautical-inspired design with the wall in this hallway resembling the side of a wooden boat.
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And a water-like wavy pattern in the ceiling. It looks even better in person. These three new stations are located along a very wide and busy road, which normally wouldn’t be great. But the reason these stations were put here is because it’s next to an old port facility that is being decommissioned
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and turned into mixed-use development. So this is transit-oriented development done right. The metro is being built first, before the buildings, so that when people start living and working here, they immediately have access to high-quality public transit. Singapore has taken this approach in
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many other parts of the city as well, Such as here at Caldecott Station. And here, at Marina Bay station, which looks like it was built in the middle of nowhere. But that’s because this area is still under development. Some of the buildings have already been
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completed, But others are just empty lots. In the future there will be many more developments here.
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And this metro station will connect to them directly through underground tunnels that have been partially completed.
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There’s a lot more to say about these new developments, but I’m going to save that topic for a future video about this area, as well as several other Singapore neighbourhoods. Including a new development that’s advertised as being “car-lite”, But uhm, yeah, that’s a whole other story.
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Despite the amazing metro system though, Singapore is still very car-centric There are a lot of very wide roads and highways cutting through the city.
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I was surprised though, how often I could avoid the cars. Some metro station exists brought me to smaller streets with covered sidewalks, But many others connected directly to office buildings, Shopping malls, Or pedestrianised areas, And there were several times where I could get to wherever I was going,
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And barely have to interact with any cars at all. Like, when I was taking the metro to this street, I could’ve excited to the surface and walked along the road, But instead I took this underground exit, Walked through this pathway,
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Through the University, Then along this street that was car-free, But also partially covered and connected to the University buildings.
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I really liked these half indoor, half outdoor spaces in Singapore. The only time I had any interaction with cars on my walk was at this crossing.
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That I crossed to get here. This is Armenian Street, where a few blocks were pedestrianised in 2019. There’s some historic buildings here, and a museum. But I really like how they’ve turned the street into an outdoor botanical garden. It’s pretty nice.
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I was happy to see that a lot of streets in Singapore have been pedestrianised over the past few years. Some of them I had read about in advance, and specifically went to see them. While others I stumbled upon as a happy accident.
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And several that I came across had market stalls along them as well. Others were connected to nice public spaces And housing developments.
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One of the streets I wanted to visit was Connaught Drive, Where cars were removed in 2021.
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There haven’t been any redesigns done to this street yet, So it’s really obvious how much worse this park would’ve been if there were cars coming through here. As far as I’m concerned, the only motor vehicles that you should see in a park are the maintenance vehicles.
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They also blocked motor vehicles from this street next to the park, So now the historic Anderson Bridge is totally free of cars which was really nice.
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This means that Esplanade Park now connects to the waterfront, Making it one continuous pedestrianised area. Connections like these, without any cars, are what makes it so nice to walk around Singapore, because you can avoid all of the busy roads. The more of this kind of thing they build,
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the better. Of course, most streets in Singapore aren’t pedestrianised. They aren’t even particularly pedestrian friendly.
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I did see some positive steps towards making the city a little less car-centric, though.
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I was staying around the corner from here; Bencoolen Street. This street was redesigned as part of a program that the land transport authority called “Car-Lite”, which I found kinda funny, because this street still feels pretty “Car-Heavy” to me.
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But they did reduce the number of car lanes from 4 to 2. And they used the space to make the sidewalks much larger, and planted a lot of new greenery. they installed new benches, and lots of bicycle parking too. They also installed bicycle lanes
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on both sides of the street, And the bus stops were upgraded, With covered walkways going to every one of them, of course.
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This is the one silver lining of having such wide roads, Because when the city finally realises they need to design for something other than car traffic, There’s lots of room to work with to build something better.
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So this street was pretty nice, but I was confused by the design of this intersection by my hotel.
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They installed a dedicated left-turn lane here for buses, which is great. But they made it a signalised crossing, which was almost always red, even though there was rarely a bus using it. Needless to say, pretty much everyone ignored the red light and just walked through, and of course they did,
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because it was really easy to look down the street to see if a bus was coming.
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I really think they should convert this to a regular zebra crossing without a traffic light.
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This street is definitely nicer than any others in the area, And I really noticed how much better it was whenever I came to a side that hadn't been improved. But it's also unfortunate that, even though Bencoolen has been like this since 2017, there aren't more streets nearby with a similar design.
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Like, I hated seeing a beautiful historic building like this that can't be properly appreciated because it's next to seven lanes of car traffic. There were a few other street improvement projects I had heard about. In particular, I wanted to
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visit what they call “Silver Zones”, These are neighbourhoods that have a lot of elderly people, that could benefit significantly from having safer streets.
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This is the first “Silver Zone”, created as a pilot project in 2014. Here the car lanes were narrowed, with a barrier installed between the lanes, And the street was made curvy instead of straight. Both of these are designs that have been proven to
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make drivers pay attention and slow down. The speed limit was reduced to 30 kilometers per hour, And more sidewalk covers were added as well, which is always nice. But the really noticeable change was that the pedestrian crossings were made much, much safer. I was pretty impressed with these,
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as they implemented many elements of modern safe street design. The car lanes were narrowed approaching the crossings, With a grassy median that acts as a pedestrian refuge island.
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This means that people crossing the street only need to look in one direction at a time, And they can safely stand in the middle of the street in-between the lanes.
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The crossing itself was raised up like a big speed bump, which forces drivers to slow down.
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And the signage is very clear. Well, it’s actually kinda excessive signage, but I guess … whatever works. This kind of safer street design definitely had an effect. I noticed that drivers were going significantly slower here than they were on other neighbourhood streets.
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Another interesting feature of the “Silver Zones” is that at signalised crossings, Seniors can tap a card to make the walk signal longer, giving them more time to cross the street.
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This first pilot project was successful, and there are now over 50 “Silver Zones” all around Singapore. Unfortunately, all of the other “Silver Zones” I visited were worse than the first one. LIke this one, where the road wasn’t curvy at all.
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And a roundabout was installed to, quote, “improve traffic flow”, Some of the street crossings here were much worse as well.
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This one seemed OK, with a raised crossing. But this one had almost nothing, Except a sign that said “Watch out for Vehicles”. There was a pedestrian island, but the crossing wasn’t raised up, though at least they installed a
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speed hump before the crossing. Still, I’m not sure why they didn’t even paint a zebra crossing here. Around the corner, this crossing had a stoplight, which which could be OK, but it took a really long time before the light would change,
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and then the green signal was only on for 15 seconds, which seemed way too fast. Especially considering that this crossing was directly beside Enabling Village, An area specifically designed for disabled people. I guess some of those people may be eligible for
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the pass that extends the green walk signal, But it still seemed bizarre that this street was so heavily optimised for car traffic. I was actually really surprised how different the designs were in each “Silver Zone” neighbourhood I visited.
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And how some of the crossings were really well-done, While others were barely recognisable as pedestrian crossings.
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Some had 30 kilometer per hour speed limits, But others were 40. I really wish that Singapore had built all of the “Silver Zones” closer to the standard as the first one, Or even better if safer street design was
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just part of the normal street design guidelines. Seniors are more likely to be killed by cars, but they’re not the only ones who would benefit from safer streets.
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I suspect that it was done this way though because the idea of special zones to protect the elderly was a lot easier to sell to car drivers. I did see a few places outside of “Silver Zones” that had some basic traffic calming features. Like this street, where car parking was removed
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to make the sidewalks wider in front of these restaurants, And where the car lanes were narrowed and speed bumps were installed, Along with a median that acts as a pedestrian refuge island.
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Some of these streets were identified with these “Friendly Streets” signs, which is another pilot project for safer street design.
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These streets have some basic traffic calming features, Improved street crossings, And they typically have bicycle lanes next to the sidewalk as well. They’re not as good as the “Silver Zones”, but they are a step in the right direction. I noticed a lot of bicycle paths were built
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in Singapore, and at first glance they look pretty good. And some neighbourhoods had surprisingly high levels of cycling, With a lot of bicycles parked at MRT stations. I was going to talk about cycling in this video, but it’s actually a more complicated story than I thought.
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Plus I met up with the Singapore YouTuber tehsiewdai, who took me cycling around his neighbourhood. So I’ll talk about that in a future video, dedicated to cycling in Singapore. These “Silver Zones” and “Friendly Streets” were an improvement, but they were only installed in a few selected neighbourhoods.
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The rest of the island has a lot of very wide roads, And I really noticed them whenever I needed to take a bus.
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Many bus stops in Singapore are on the side of the widest roads. Which was very annoying whenever I needed to cross one of these giant roads to get to my bus stop.
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And a lot of the roads had fences to prevent mid-block crossings So how am I going to get my double-double at Tim Hortons?
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Whenever I travel outside of the Netherlands, one of the things I really miss are the smart traffic lights. Like most cities, the traffic lights in Singapore are dumb, and just based on timers that are optimised for the flow of motor vehicles.
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It was ridiculous sometimes, how many people were waiting to cross by the time the light finally changed to green. And then the walk timers were only about 20 seconds long. Sometimes there were pedestrian bridges but as usual, these were spaced very far apart. I don’t like pedestrian bridges, because they’re
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a very poor experience for people walking. Usually involving a lot of stairs on both sides.
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Though admittedly, pedestrian bridges are slightly better when they directly connect to people’s homes, And to other destinations.
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It was also nice that most bridges connected to covered pathways, Which in turn connected to the bus stops. There are a lot of bus routes in Singapore, which was really convenient for getting around. And the buses themselves were pretty
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comfortable, well, for buses anyway, Plus they had good air conditioning. Some of the buses were double-decker, which is always a great way to see the city.
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That is, until you get sick of watching your bus getting stuck in traffic, And stopped at red lights all the time. I saw several bus lanes in Singapore, but they were very sporadic. And most of them were time-limited. I hate it when cities do that. The times when the bus lanes are active are
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obviously during the busiest times of the day, when there will be the most traffic, But outside of these peak times there shouldn't be much traffic, so car drivers shouldn’t need that extra lane, right? And if for some reason there is more traffic
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in the off-peak hours, then you’d want the buses to have their own lane. So what’s the point in making them time-limited? The only reason cities do this is to placate drivers who are cranky that they can’t drive everywhere.
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But the problem is that when bus lanes are designed this way, it means that they can’t install barriers to keep cars out of the bus lane, so drivers end up using it at all times of the day, defeating the purpose of the bus lanes. Like here, all of these drivers you see turning
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right are using a lane that’s supposed to be just for buses at this time.
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This is something that Singapore should really copy from Seoul, Where they have installed lots of dedicated bus rapid transit lanes on their wide streets.
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I saw so many people taking buses in Singapore, And at rush hour, they were very crowded.
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There is more than enough room on these giant roads for proper dedicated bus lanes.
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And if they had had traffic signal priority, then the buses in Singapore would be so much faster and more consistent. Unfortunately that’s very unlikely to happen, because it would require taking space away from car drivers, And that gets to the biggest problem with urban planning in Singapore.
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Because despite all of the good urbanism I’ve talked about so far, it is crazy how much more time and money Singapore puts into making it quick and easy to drive.
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But to understand why, we need to talk about how cars are managed in Singapore.
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Singapore has very low levels of car ownership. There are about 170 cars per thousand people, which is well below that of most other wealthy nations. At a high level, this sounds great, and it’s a result of intentional policy decisions. Singapore realised very early on that they needed
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to limit the number of cars, or the small country would be completely overrun with motor vehicles.
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The problem comes from how they decided to do that. The Land Transport Authority in Singapore puts strict quotas on car purchases.
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In order to buy a car, you need to obtain a Certificate of Entitlement, or COE. This allows you to own and drive a motor vehicle in Singapore for 10 years.
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COEs are auctioned twice a month via open bidding. I checked the price when writing this script and the going rate for a COE for a typical car was 130 thousand SIngapore dollars, or about 90 thousand euros. And that’s just the COE. There’s still the purchase price of the car,
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a registration tax of between 100% to 320%, a 20% import tax, a 9% sales tax, as well as several other fees and recurring ownership expenses. The entire process is far more complicated than what I care to explain here, but the end result is that it costs about six times as much to buy a car
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in Singapore than in any other comparable country. Which means that the only people who own a car in Singapore are the absolute wealthiest individuals. This means that owning a car in Singapore is even more of a status symbol than it is in other countries.
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And since the most wealthy people are also the most politically well-connected, car owners in Singapore have an outsized influence on transportation policy, despite being a minority of the population. I have seen articles where, when discussing alternatives to driving, city officials say things like:
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“We want to attract rich people to this development, and rich people drive, so we need to make it easy to drive.” Which is why, for example, in this new development, One side is passenger dropoff, Two sides of the building are dedicated to parking garage entrances,
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And the last side has a taxi rank and passenger drop-off. They really wanted to ensure that it's easy to get here by car.
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Of course, this building is close to several metro stations as well. Most people in Singapore do not own a car, so the government needs to make it possible to get around without one. And a functional metro becomes a necessity,
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just for the country to function. But transportation projects are not treated equally. When developing road projects, Singapore uses the same “Level of Service” philosophy that is used in the United States. Which treats any level of car traffic as
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a critical traffic engineering failure. This is a totally broken system that urban planners know results in very wide oversized roads.
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So the roads in Singapore are far too wide for the same reason that roads are far too wide in the US.
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But when building new transit developments, there’s no equivalent metric for transit rider efficiency. Instead, most transit projects are built based on how many people they can transport for the lowest price per-capita.
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Which is why the buses are completely rammed full at rush hour, While the roads sit half-empty most of the time. And it’s why 12% of Singapore’s land is dedicated to roads and highways. Which consumes almost as much space
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as all of the housing in the entire country. Plus that number doesn’t include all of the space taken up by parking garages. Of which there are many.
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It also means that, despite the amazing metro system, it is still often faster to drive in Singapore than it is to take the metro. Because while the country is continuing to invest in metro projects, They spend even more on
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building car infrastructure. So the whole country is highly optimised for driving. And there’s almost always a place to park when you get to your destination.
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I recently made a video about how Amsterdam is reducing the amount of cars in the city.
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By blocking off certain roads to car traffic, Removing parking spaces, And making walking, cycling, and public transit the better alternatives.
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This achieves their goal of having fewer cars in the city, but applied much more evenly.
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And they don’t give wealthy people the option to buy their way out of it.
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It still makes sense to make driving more expensive, through congestion charges and other financial disincentives. Because the cost of car infrastructure and the negative externalities of motor vehicles are extremely expensive for cities, so they need some way to cover those costs. But financial methods can’t be the only
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way to reduce the use of cars in cities, or you end up with a situation like Singapore.
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Of course, restricting car traffic in any way is always politically difficult. Car drivers are highly privileged pretty much everywhere, and they’ve become accustomed to decades of subsidies and pro-driving policies. So it’s not surprising that most cities don’t have the political capital to design their streets like Amsterdam.
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But those political barriers are astronomically higher in Singapore. Which is why I’m even more impressed that they’ve made the changes that they have.
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Singapore is a strange place. And I didn’t even get into the controversial stuff. But with respect to transportation, this is a country with a split-personality.
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With two totally different sides that almost never interact. There’s one side, seen by drivers, with wide roads, Giant highways, And ample parking wherever they go.
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And another other side, seen by metro riders, With air conditioned underground pathways, Covered sidewalks, And car-free access to many destinations.
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Meanwhile bus riders and cyclists are awkwardly caught in the middle. I’m not really sure what the future of Singapore will bring.
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It seems unlikely that they will make any meaningful steps towards becoming less car-friendly. But their metro construction is seriously impressive. And they're an amazing example of how to build walkable infrastructure, In a city with very hot weather.
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I suppose in many ways, this is the story of Singapore. It’s a country where a lot of things are really great, And it can seem like one of the best places in the world, As long as you pretend that the dark side of it doesn’t exist.
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I love great public transit, and I think it’s the best way to explore a city.
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Which is why I created a public transit travel show called Day Pass. On each episode of Day Pass I spend a day exploring a city, Visit some interesting cultural and urbanist locations, All while riding as much public transit as possible.
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I recently got back from filming six new episodes across several cities in Asia, But in the meantime, you can watch the first season of Day Pass, on Nebula.
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Nebula is a subscription streaming service that’s owned and operated by creators. Not venture capitalists, private equity, or big tech. Which is why Nebula can afford to support creators and provide them with a platform to make the videos they want to make.
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I never would have been able to create a show like Day Pass if it wasn’t for the financial and production support that I get from Nebula. When you sign up to Nebula, you not only support this channel and get early access to all of my future videos, you also get access to thousands of
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videos from over 250 other talented creators. All without any ads or sponsorships. You’ll also get access to Nebula Originals, which includes unique shows like Day Pass, but also documentary films and many other videos that are only available on Nebula.
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Nebula also has gift cards, and my Dutch viewers will be glad to know you can buy them with iDEAL.
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You can even send one to yourself if you just want to try Nebula without using a credit card.
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So if you want to support a streaming service with lots of original high-quality videos, that’s also dedicated to making creators the best that they can be, then consider signing up to Nebula.
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If you sign up using the link go.nebula.tv/notjustbikes, or buy a gift card at gift.nebula.tv/notjustbikes, then you’ll support this channel financially and get 50% off an annual subscription. Thanks to everyone who supports this channel on Nebula, on Patreon, or even here on YouTube by watching this video all the way through to the end. I appreciate it.
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