Metro, Bus, Taxi, Roads: Is The Singapore Model Exportable?

Metro, bus, taxi, roads: is the Singapore

Tanah Merah Skytrain Station, Singapore, 7 am. A train arrives. In the gentle warmth of the tropical dawn , passengers in tie-suits and cross-legged passengers, a face devoid of expression, descend from the air-conditioned metro. On the quay, other passengers form a straight queue waiting for the last passenger to leave the train to get on. The scene takes place in a relative silence, still disturbed by the purring of a nearby ring road, the announcements of the loudspeaker, and a few cries of tropical birds.

Four languages, three alphabets. An hour later, in the CBD , the Central Business District, the business district where the skyscrapers rival each other in majesty. Five-lane arteries cross simple streets. Buses, taxis, motorbikes and passenger cars are progressing smoothly. The traffic seems fluid. From an underground metro station emerge dozens of people, who immediately head for the bus stop corresponding to their direction. The indications are sometimes written in 4 languages (English, Chinese, Tamil and Malay) and 3 alphabets, but a quidam not including any of these idioms would almost be there.

A millimeter organization. In Singapore, transport is well organized, the western traveler thinks, almost disturbed by this serenity. Certainly. It is even one of the pride of the authoritarian regime that governs the city-state. Singapore, 5.5 million inhabitants and 716 square kilometers (a little less than the area of Paris and its small crown), does not really have a choice. Twelve and a half million trips are taking place every day, and the authorities expect 18 million in 2030.

Efficiency is not produced without anticipation. “Our first urban development plan integrating transportation development dates back to 1971,” explains Mohinder Singh Dean , a prospectivist at the Land Transport Authority (LTA). An urban toll was introduced in 1975. Since then, the city-state has constantly adapted and modernized its land-use plan. Targets are set for a long time: “to advance accessibility walk to services and shops, reducing dependence on the private car, produce a dense city, retain the ability to build new transport corridors” , explains the head .

One authority for the subway, roads and taxis. All means of transport, subway, bus, taxi, as well as roads and motorways, are placed under the administrative authority of the LTA. Somewhat as if, in Ile-de-France, the road authorities were merged with the Transport Union (Stif) and all levels of local authorities. The subway system, whose spatial distribution is in fact similar to the Berlin S-Bahn or the Paris RER, has 182 kilometers of lines, a network that the government wants to double by 2030. “7 million journeys are made every day Public transport, including 3.6 by bus, 2.8 by metro and 1 million by taxi, “ says Singh. Because the 28,000 taxis, some of them yellow like those in New York, are considered public transport.

Priority to the user. Bus stations are designed as small hubs. Passengers are protected from the sun and rain by a long awning. A contiguous taxi station allows you to continue your journey if necessary. The signage is particularly careful. The pedestrian must be able to orient himself easily. The prohibition to park in front of the stop is strictly observed. The transit user is placed at the center of the system, not considered as an adjustment variable. “When there is a breakdown in the subway, forcing the passengers to get off the train, the Singapore media talk about it for a week,” says an expatriate French executive.

Free early morning trips. To encourage the use of the metro, the authorities recently decided to offer free commuters to commuters who agree to travel before morning rush hour, as this article reveals . And it works ! The author of the article reports that 7% of travelers have agreed to change their habits.

Adjust the dimensions. In an area as confined as Singapore is, the authorities see no alternative to the limitation of individual car journeys. The new constructions are imperatively located near the stations of bus or metro. The city-state tries to dissuade its citizens from cluttering the highways. Thus, the toll rate varies according to the average speed observed over the previous three months, says Singh. The more the segment is bottled, the higher the price, in order to encourage motorists to do otherwise.

We do not park our bikes anywhere! In the city center, the use of the motor is strictly regulated. Some streets are forbidden not only to cars and motorcycles, but also to electric bicycles. The unauthorized parking of motorized two-wheelers is forbidden. In some areas, especially on sidewalks, there are signs that a $ 100 Singaporean fine ($ 62) will be imposed on drivers of improperly parked motorcycles. In Paris, the same offense is punishable by a fine of 35 €.

Mr. Singh’s only regret is the use of bicycles. “We want to encourage it more as a substitute for walking and public transport . At the moment, in the center of the city-state of the bicycle deliverers, there are mainly employees of Veolia, in charge of the legendary cleanliness of the Singapore roads, sweeping the wheels, perched on a tricycle with colors Of the French multinational.

Olivier Razemon

Making of. The drafting of this article results from a double opportunity. The data were presented by Mr. Singh at the symposium “La fabrique de la cité” organized by the Vinci group in Lisbon in July 2014. The photos were taken during a stopover in Singapore en route to Angkor (Cambodia ), During a press trip organized by the tour operator Terres d’aventure, in February 2014 ( the report is to be read here ).

Some original ideas, here and elsewhere

In Argentina, we already travel by bus. And it’s comfortable

To free the RER, Vinci motorways dream of rehabilitating the bus

Is it really necessary to install cable cars in the city?

SNCF encourages blocked passengers to use Twitter

And otherwise

In the Hong Kong tram (time-lapse)

NB: 30 September, 4 pm. This article has led to many reactions, particularly from people living in Singapore. Overall, these comments can be divided into three categories. 1 / The limitation of the place of the car in Singapore owes much to the taxes to which this object is subjected. Whereof. 2 / Everyday transportation is not as enjoyable as it might seem on reading the article. Also act. As stated in the article, I spent little time in the city, although expatriates confirmed to me that the organization was far more efficient than in other capitals. But, as everywhere and as always, transporting itself is not a neutral act. It takes time, it costs money and it can be stressful. There is little more than the automatic tramway companies and the carmakers who claim that all traveling resembles a simple teleportation exercise … 3 / I would be “bought” by various companies, construction, tourism or aviation . I understand that this is causing jealousy, but I prefer to simply quote my sources, as I always do on this blog. As one reader points out, this does not prevent me from inconsistencies or oddities when this happens. To be even clearer: if, after an article that would have displeased, Vinci does not invite me to his next colloquy, or if Terdav does not offer me a press trip, it does not matter. I would then find other sources. GOLD Tourism or aviation. I understand that this is causing jealousy, but I prefer to simply quote my sources, as I always do on this blog. As one reader points out, this does not prevent me from inconsistencies or oddities when this happens. To be even clearer: if, after an article that would have displeased, Vinci does not invite me to his next colloquy, or if Terdav does not offer me a press trip, it does not matter. I would then find other sources. GOLD Tourism or aviation. I understand that this is causing jealousy, but I prefer to simply quote my sources, as I always do on this blog. As one reader points out, this does not prevent me from inconsistencies or oddities when this happens. To be even clearer: if, after an article that would have displeased, Vinci does not invite me to his next colloquy, or if Terdav does not offer me a press trip, it does not matter. I would then find other sources. GOLD After an article which would have displeased, Vinci does not invite me to his next colloquy, or if Terdav no longer offers me a press trip, it does not matter. I would then find other sources. GOLD After an article which would have displeased, Vinci does not invite me to his next colloquy, or if Terdav no longer offers me a press trip, it does not matter. I would then find other sources. GOLD

Related posts

Leave a Comment