Transport System in Singapore

Name: _________________________(__) Class: _____ Date: _______________

Article 1
Singapore’s new headache of fewer public transport commuters

Singapore Aug 20: An Oliver Wyman survey, conducted in June, found that a quarter of Singaporean
respondents were less willing to take public transport since stay-at-home measures were put in place.

Private transport, on the other hand, has become more appealing. 39 per cent of respondents were more
willing to commute by car, and of those who drive, 61 per cent were now more willing to use a car.

That said, we are still seeing peaks in ridership at certain times, adding to the pressure to find strategies to
encourage distancing on public transport.

When MRT services broke down last week, bus stops were packed with passengers looking for another
ride home – a worry for those mindful of COVID-19 risks.

These trends raise an interesting conundrum: How does Singapore’s public transport system, which has
been geared towards dealing with high ridership rates, now deal with new patterns of movement?

Will fare hikes be next?

While the Public Transport Council announced in September that public transport fares will remain the
same this year, they may have to be increased if ridership rates remain lower than what’s needed for
operators to stay profitable.

KEEPING UP WITH RIDERSHIP PATTERNS

To pre-empt that, governments and transport planners around the world must observe new commuter
patterns and adapt to match transport demand and supply.

Authorities and private companies alike should use data analytics to understand how people are travelling
and adjust operations more nimbly.

In Singapore, this is less of an issue as much of the information already resides with authorities.

Data on commuter hotspots, bus timing arrivals, traffic conditions from commuters’ fare cards, sensors
installed on buses, GPS systems from taxis and more is available to LTA and operators to optimise bus and
MRT train deployment.

Over the years, as part of Singapore’s Smart Nation push, LTA has already used such data to inform LTA’s
transport planning.

It has achieved a 92 per cent reduction in the number of bus services with crowding issues, and up to
seven-minute reductions in waiting times for popular services.

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The priority for transport authorities now is enabling the use of data to protect public health. Masks are
mandated, hand sanitisers are available and heightened cleaning schedules are in place.

But this same information about how many commuters are on board specific services can be used to
encourage distancing rules on buses and trains.

To solve this problem, Singapore, like many other cities, needs to use data to predict travel times to ensure
adequate transport is provided to cater to the demand and allow for distancing.

In the longer term, it should focus even more so on the utilisation of Internet of Things (IoT) sensors and AI
to manage transport resources, assets and services efficiently as we strive towards integrating
infrastructure and built environment elements to create smart, people-centric cities.

Singapore’s past incentives, in the form of lower fares to encourage people to travel off-peak, could also
be reviewed to space out commuters.

Commuters who remain concerned about crowding have access to apps such as MyTransport.SG and
Citymapper which provide real-time information on how packed transport is and how to avoid hotspots, for
example by taking alternative routes or sitting at the ends of a train rather than in the middle.

Authorities should boost public education efforts to encourage the use of these tools so people can make
informed decisions. Public confidence in the transport system can go a long way to encouraging its use.

1. Do you think commuters need to worry about taking public transport in Singapore?

2. Were you skeptical about public transport in the initial days of Covid? Why or why not?

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Article 2
After a chaotic first wave, does bike-sharing have a decent second shot in Singapore?
Video: https://www.youtube.com/watch?v=_9KzM54d9Pw (why bike-sharing failed)

SINGAPORE: The bike-sharing industry in Singapore may be experiencing this second wave as new
companies emerge out of the initial wreckage of bankruptcies and abandoned operations. With the exit of
the first wave of the players, the market has consolidated to three players - SG Bike, Anywheel, and Moov
Technology. What is different this time? All three are homegrown companies with a direct stake in seeing
their model succeed on home soil. Initial signs also suggest this second wave of companies has learnt from
the mistakes of the first wave. The regulatory landscape is also favourable with encouraging conditions that
enable long-term growth. Previous bike-sharing business models were based on creating and rapidly
growing the network of users. However, unlike a highly scalable platform business model powered by data,
such as Facebook or Netflix, there are operations and costs involved with maintaining a tangible asset
network of bikes.

The bulk of operating costs are physical and localised, making scaling up the business more difficult
compared to a tech platform with a pure digital play, even though overhead costs can be spread out. Today,
the number of licensed bicycles allowed by the Land Transport Authority is more manageable at 45,000.
What has also changed is the drop in unit cost since licensing fees per bike have been halved. The earlier
each bike reaches its cost break-even point, the lower the potential for losses stemming from damages and
repairs. Two of the three current players have said that they are looking at a careful town-by-town expansion
approach in specific neighbourhoods like Holland-Bukit Timah and Punggol. This is sensible because each
bike has a natural limitation to how far it can travel. The most frequent commuter is likely to ride a bike to
connect to a main MRT arterial line or trunk services at a bus stop. Hence, for operators to determine the
optimal cluster of bikes and users in each specific area makes for prudent strategy.

The utilisation of each bike could increase substantially given the smaller pool of bikes within each intended
area of coverage, and a higher ratio of potential customers per bike. Starting slow will also allow companies
to first understand customer behaviour and requirements, thereby allocating resources more efficiently.

The second wave of bike-sharing companies has a wider selection of vehicle choices that also include e-
bikes and personal mobility devices (PMDs), allowing them to cater to varied customer segments.

The growing market for e-commerce food delivery in the recent two years has created potential new
demand for bike-sharing solutions, especially with the e-scooter footpath ban, which may be expanded
to include all motorised PMDs under proposed amendments to the Active Mobility Act.

As the market for bike-sharing matures, bike-sharing companies could evolve to embrace a business-to-
business model, creating partnership and acquisition opportunities. This is already in the case for more
mature markets. Ride-sharing company Lyft in the US, and Didi in China, have acquired bike sharing
companies to broaden their transportation offerings. In China, bike sharing has been linked to e-payments,
food delivery, and location-based advertising. With these factors in place, the new wave of bike-sharing
companies would have a higher chance of success.

However, challenges remain in executing a successful bike-sharing business model.

Shared bikes still have to be parked at designated areas meaning the offered mobility is not door-to-door.
Consumers’ usage rates would depend on the location of these designated areas. To improve accessibility,
a limited number of unused motorcycle parking lots in industrial, commercial and residential areas could be

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opened up to bicycles. Bike-sharing companies will also have to operate in denser areas to strike a better
balance between supply and demand, to reduce the cost of repositioning bicycles.

Another challenge lies in scaling up. Bike-sharing involves ownership of the asset by the operator, and
leasing it out in short pockets of time. This is no different from the rental of office space or other properties,
where increasing asset utilisation is key to profitability. Each cluster of operations is also fairly independent.
The cost of damage to bikes is difficult to recoup, given that few charge deposits, probably as a way to build
up market acceptance and adoption first, and given consumer aversion after oBike exited the market with
these deposits.

While it remains to be seen whether bike-sharing can succeed this time round, the signs that this second
wave of companies are aware of the potential challenges and working to address them are promising. As
with personal mobility devices, bicycles in developed cities have become part of urban transportation
options, helping to integrate public transportation with the first and last mile commute, and complementing
other forms of first- and last-mile travel. Bike-sharing in Singapore may not be the next unicorn sector that
reaps billions in valuation, but may yet end up a sustainable business with profitable companies, given the
new regulations coupled with the gradual approach companies are taking. Perhaps the key limiting factor
to growth is how much cycling can be done end-to-end when someone mounts a bike.

Do you think people in Singapore would be keen to try bike-sharing? Why or why not?

Article 3
Cycling great for going green but is still a pain in urban Singapore
Video: https://youtu.be/OY_jhdC6T_8

SINGAPORE: If there is one positive outcome of the COVID-19 pandemic, it could very well be that cycling
is finally taking off in Singapore. Over the past few months, sales of bicycles have been surging and bike-
sharing companies are reporting an increase in ridership, some as much as 70 per cent.
As more Singaporeans work from home, with more time to spare on exercise and add to that the impact of
the ban on PMDs, which saw food delivery riders switch to bicycles, it is clear there are more cyclists on
the road.

Another factor cited by those who are taking up cycling is that they want to avoid more crowded modes of
public transport, such as buses and trains. After all, one can easily cover the distance between a few bus
stops or MRT stations on a bike and bike sharing makes this a convenient mode of transport.

During the circuit breaker period, many people also turned to cycling as a form of “socially distant exercise”
as it was one of the few activities that was allowed outdoors.

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But even though an increased interest in cycling in the little red dot has been a long time coming - and could
help move the needle towards a car-lite society, which the Government advocates - I can’t help but wonder
if this surge will be maintained in the long term.

Or will many of these newfound cycling enthusiasts eventually retire their bikes and give up their bike-
sharing subscriptions once it becomes safe to revert to the good old buses and MRTs?

WHY CYCLING IS GREAT

There was something charming about biking leisurely to the yoga studio for a class or to the farmers market
to pick up fresh groceries.

HURDLES OF BUILT ENVIRONMENT

Unfortunately, reality did not match expectations. I quickly realised cycling was not exactly a practical way
of travelling from point A to B. While some neighbourhoods like Tampines are known for being bike friendly,
that is not the case in my part of Singapore. As there are few bike lanes in my area, I either have to cycle
with an excess of caution on the road shoulder to avoid drivers - some of whom seem oblivious to the
presence of cyclists as they pass by dangerously close - or weave around pedestrians on pedestrian lanes.

Neither option makes cycling very enjoyable.

For those who prefer leisurely rides, there is no doubt there have been efforts to build park connector lanes
to allow cyclists easier access to parks. But some of these lanes are simply impractical. The Kallang Park
Connector, which links Bishan-Ang Mo Kio Park to Kallang Riverside Park has lovely cycling lanes along
most of the stretch. But there are a few overhead bridges along the way where cyclists have to carry their
bikes up the steps of three-storey bridges - wouldn’t it make sense to install ramps where bikes can ride
up for a more seamless experience?Then, there are the cycling lanes that have been partitioned out of
walking paths. These often cut past multiple bus stops where the cyclist has to dismount. The alternative is
to balance precariously along a razor thin lane between the bus stop and the kerb. As we all know, there
are multiple stops along any given stretch of road, making it close to impossible to cycle efficiently. I have
taken to walking or hopping on a train for expediency.

TOWARDS MORE GRACIOUS ROADS

To be sure, there are ongoing efforts to make it easier for cyclists to get around. The newly
launched Tengah Park District is touted as Singapore’s first “car-free” town centre where there are plans to
build roads underneath ground level to create a safe space for residents to walk and cycle.

Recently, Transport Minister Ong Ye Kung also said that plans are underfoot to convert underused road
lanes into cycling lanes, in a bid to “re-imagine” Singapore’s road infrastructure.
While there does not seem to be plans to incorporate bike lanes on the roads like those seen in truly bike-
friendly cities like Amsterdam or Copenhagen for now, perhaps this option will be considered in the future.

OUR ATTITUDES NEED WORK

Yet, the infrastructure is one thing. The other issue is the attitudes motorists, cyclists, even pedestrians
have when it comes to sharing what is a dense population space.

Cyclists on their part should take care to stay close to the side of the road and to observe road rules for
everyone’s safety. Some veer dangerously close to middle lanes or don’t give due diligence to buses, who
have to share the extreme left lane.

Drivers can make it a point to slow down and give more space when passing cyclists on the road. I have
had the unpleasant experience of being horned at multiple times even as I am in the midst of manoeuvring
into a better position, or cars coming so close I could feel my bike wobble as they overtake me.

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And finally, it would make a big difference if pedestrians could take note not to stray onto demarcated bike
lanes when they are walking. So it is really an effort on everyone’s part to ensure that each of us have a
safe and pleasant journey.

What are some of the challenges a cyclist is likely to face?

Article 4
What will it take to make Singapore truly car-lite?

Video: https://youtu.be/4ErRU87NaeM

SINGAPORE: The rapid adoption of digital technologies to learn or work from home following the COVID-
19 pandemic has significantly changed how we travel within Singapore.
Transport Minister Ong Ye Kung noted on Aug 27 when laying out his ministry’s plans: "The lower traffic
and new travel patterns brought about by COVID-19 have opened a window of opportunity to re-imagine
our road infrastructure." In this reimagination, we should ensure that changes not only continue to meet
Singapore’s mobility needs but also lead to a more environmentally sustainable transport system.

RETHINKING MICROMOBILITY
We now have a unique opportunity to encourage the use of micromobility devices - bicycles, electric
bicycles, and motorised and non-motorised personal mobility devices (PMDs) - for short-distance travel.

Learning and working partially from home, and the desire to avoid large crowds mean that we may see a
rise in short-distance travel, as many of us would travel largely to meet basic needs – such as buying
groceries, sending children to school or running personal errands. Apart from being more environmentally
sustainable, research has shown that using active modes such as walking and cycling are associated with
better physical and mental wellbeing. We should review the guidelines governing the use of micromobility
in Singapore. Much has changed considerably since PMDs were banned from footpaths in November 2019.

The use of micromobility devices is currently only permitted on certain roads and pathways in
Singapore. While electric bicycles are allowed on roads, cycling paths and park connectors, motorised
PMDs are confined to cycling paths and park connectors. Both are not allowed on footpaths for pedestrian
safety.

Our existing 460km cycling path network is being expanded to about 1,300km but it will take up to 2030 for
it to be a viable network for everyday travel in addition to recreational use. Working towards integrating
more micromobility modes into our system is also in line with Singapore’s longstanding vision to be car-lite.

RETHINK OUR RELATIONSHIP WITH CARS

Singapore is becoming car-lite since 2014 through a three-pronged strategy. First, by improving and
expanding public transport systems. Second, by providing alternative modes of transport. Third, by
managing the private vehicle population and its usage.

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Policies such as expanding the ERP, revising vehicle growth rate to neutral, phasing out internal
combustion engines, increasing the capacity of the MRT and bus systems, and expanding cycling
infrastructure nudge us to rethink our relationship with cars.

Yet, despite these longstanding efforts, private vehicle ownership rates remain significant. There were
528,013 (54 per cent) private cars among the 973,101 registered vehicles in 2019. Authorities are working
towards their vision of a “45-minute city, 20-minute town” but the challenge lies in improving the already
high share of public transport ridership.

Car ownership in Singapore meets more than the mobility needs, often signifying one’s relative affluence
and social standing. Thus, the ambition and attitude towards car ownership pose a hurdle to becoming car-
lite. Nevertheless, there might be a burgeoning rethink of our relationship with cars among younger
Singaporeans as they view private cars as depreciating liabilities and less environmentally sustainable than
the plethora of alternative mobility options available today.

Because Singapore’s goal is to be car-lite, not car-free, it is worth reviewing how new cars can contribute
towards achieving sustainable mobility. For instance, can we be more ambitious than phasing out internal
combustion engines by 2040? Perhaps, we can also revise the existing zero vehicle growth rate to aim for
a smaller private vehicle population while speeding up the adoption of electric vehicles powered by
renewable energy sources.

A FUTURE WITH MOBILITY INNOVATIONS

Two potentially revolutionary mobility innovations in this decade may speed us down that path: Mobility-as-
a-Service (MaaS) and Autonomous Vehicles (AVs). MaaS has been described as the “Netflix of urban
transport” – by having one platform that integrates private and public modes of transport that is accessible
on demand. Early versions of MaaS include apps called MobilityX and Whim, both currently under
development or trial in Singapore since 2019. Both services are working towards integrating different taxi,
ridesharing, public transport options in Singapore into one journey-planning platform. A future trip with
MaaS might start with a short cycle on a shared bike to the MRT station to catch the MRT before taking a
short ride-share to our final destination, all arranged and optimised using an app and at a single fare. This
provides an attractive, convenient alternative that is cheaper and possibly more sustainable than driving.
While driverless vehicles are still being developed, AV trials have been taking place in Singapore since
2015 and there are plans for trials in three neighbourhoods (Punggol, Tengah and Jurong Innovation
District) in the early 2020s. Electric AVs could be made available round the clock to provide on-demand
services to improve first- and last-mile connectivity, areas currently underserved by public transport. AVs
in public transport would greatly nudge drivers to reconsider driving.

COVID-19 has brought about changes to how we travel and we should capitalise on this opportunity to
pause and rethink our strategy for achieving Singapore’s car-lite and sustainable mobility vision.

And judging by the resilience and adaptability of the people in Singapore in this pandemic and their growing
consciousness of doing their part for sustainability, we can afford to be bolder in our ambitions and actions.

In what ways is Singapore likely to benefit by going car-lite?

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What you can expect by 2040
Watch the video: https://youtu.be/3aKaM2Sui4k

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20-Minute Towns & a 45-minute City Transport for All

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Healthier Lives, Safer Journey

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