Currently, the nearest MRT stations at Pasir Ris and Upper Changi is a 30-minute bus ride away, while travelling to the planned Loyang Station along the upcoming Cross Island Line will still take 15 minutes.
At present, Singapore has about 40 express bus services, which skip bus stops or travel by expressways. None of them connect Changi Village to the suggested towns.
At Admiralty Link, executive assistant Mardiana Madi, 35, said that while the bus taking her from her estate to Sembawang MRT Station has good frequency during peak hours on weekdays, it slows down significantly during non-peak periods and weekends.
“If I miss the bus, the next one is 15 to 20 minutes away. I’d rather walk to the train station since it takes about the same time on foot.”
In situations like Ms Mardiana’s, bicycles and personal mobility devices (PMDs) were often used to bridge first- and last-mile connectivity gaps before 2019, but the latter was banned on footpaths due to a worrying increase in PMD-related offences.
Transport experts told TODAY that PMDs have the potential to serve as a mode of transport for short and medium-distance travel, but the infrastructure needed for the safe coexistence of these devices with pedestrians and cars is lacking.
THE BIG PICTURE
Singapore University of Social Sciences’ transport economist Walter Theseira said that the situations faced by residents in certain towns are not unique, as the MRT network was originally designed to transport people from housing estates on the outskirts to the city centre.
Hence, the network falls short in linking peripheral areas.
So, is Singapore’s public transport system as well-connected as numerous international surveys make it out to be?
Assistant Professor Terence Fan from the Singapore Management University said that Singapore may be well-connected by global city standards, but within the local context, there is room for improvement.
He explained that, unlike other cities, many residents in Singapore do not own private vehicles, and taxi and private-hire rates are high, so a reliable transport system is essential.
“Very often, if you live in the wrong part of the island, you can’t take jobs and meetings that are further away. And this is something our transport system should aspire to address,” said Dr Fan.
With that being said, however, transport analysts also told TODAY that comparing the travel times of public and private transport is not a fair method due to several factors.
Transport engineering consultant Gopinath Menon said that public transport will always be slower than private transport in a country like Singapore, where “acute” traffic congestion is rare due to strict controls on private vehicle ownership, especially of cars.
Likewise, Associate Professor Theseira said that travel times alone does not capture the full picture, as Singapore’s unique context combines public transport efficiency with residential and workplace choices, earning power, and job concentration.
He noted that jobs are mainly concentrated in the central business district and secondary business districts like Jurong, while most middle- and lower-income residents live in outlying public housing estates, leading to longer travel times.
Conversely, high-income groups often have shorter commutes due to car ownership and proximity to public transport, he added.
As for the LTA’s 2040 master plan, transport analysts described its goals of 25-minute towns and a 45-minute city as ambitious but within reach.
However, beyond the time targets, Assoc Prof Theseira emphasised the importance of examining transport equity. This means ensuring that people living in different parts of Singapore and with varying economic statuses have access to decent transport options.
“It’s not just about improving the average (travel time) but making the distribution more uniform so that no Singaporeans are strongly disadvantaged.”
