How Singapore’s transport policies can inspire Dhaka’s growth
Singapore, one of Southeast Asia's busiest cities, is known for its efficiency. During a recent visit, I was amazed by how seamlessly this small city with a high population density operates without much human involvement in managing traffic, thanks to its revolutionary transport system. The success of Singapore provides a powerful blueprint for cities like Dhaka.
After its independence in 1965, the Singaporean government identified and developed an integrated transport strategy to accommodate a growing population projected to reach 3.4 million by 1992. A traffic study conducted by the Singapore State and City Planning Department in 1967 identified that an improved traffic system with a focus on public transport was essential for the country's growth. This study led the government to invest in the Mass Rapid Transit (MRT) system, with construction starting in 1983 and operations beginning in 1987. This network has since provided millions of residents with a fast and reliable means of transportation.
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Later, in 1995, Singapore established the Land Transport Authority (LTA), which introduced various strategies to manage the private vehicle population, including the Vehicle Quota System (VQS), a life-changing system that caps the number of new vehicles registered in the city, thereby mitigating traffic congestion.
Today, Singapore's transport system is recognised globally for its efficiency and effectiveness. It has a well-connected network of roads, buses, MRT system, and Light Rail Transit (LRT) lines linking various neighbourhoods. While travelling, I spoke to a migrant named Shri, who has been living in Singapore for the last six years. He mentioned that he can travel to any part of the city using public transport and has relied on it exclusively during his time there. He also noted that even though he can afford a car in Singapore, he has never felt the need to buy one.
In the late 2020s, Bangladesh started its journey towards implementing a citywide MRT system. So far, one route from Uttara to Motijheel has been established through the MRT project. Considering the cost and time of travel, I would rate the MRT as the best option for getting around Dhaka.
Apart from saving travel time, the MRT system offers other benefits, such as environmental, social, and economic advantages that are worth discussing.
MRT reduces greenhouse gas emissions by efficiently transporting large numbers of passengers, significantly reducing reliance on individual car travel. MRT systems promote sustainable land-use patterns, helping preserve green spaces and natural habitats.
Some of the social benefits of MRT include providing social equity, accessibility for all, and security, especially for women and the elderly.
There are many researched economic benefits of MRT. For instance, workers are more productive as they avoid travel-related fatigue, it creates jobs for the community, and MRT stations often become commercial hubs due to increased traffic within and around these areas.
Dhaka can also benefit from implementing a VQS similar to Singapore's model. The revenue generated from VQS can be reinvested into public transport infrastructure such as MRTs or LRTs. While it may discourage private vehicle ownership, this shift is essential to encourage reliance on public transport, reducing the pressure on roads from private transportation.
Transport planners and policymakers in Dhaka should always encourage the use of public transport and ride-sharing services like Uber and Pathao, which can reduce road congestion and pollution. Encouraging public transport and ride-sharing services will also create job opportunities in the commercial passenger vehicle sector. It's important to remember that Dhaka's transport network was never designed to accommodate private vehicles for every household—it was originally designed for rickshaws, other vehicles and pedestrians. However, as the city continues to grow and evolve, adopting best practices from around the world and seeking better solutions is crucial.
Paid parking in commercial areas
In the 1990s, Dhaka introduced a paid parking system near the New Market area. However, this system was very informal, with no accountability for the funds collected. Most people believed the fee was paid for car security, even though the driver was usually with the vehicle. Formalising paid parking or banning street parking in core commercial areas such as Motijheel, Gulshan, Uttara, Dhanmondi, and Karwan Bazaar can effectively manage traffic congestion.
In major cities around the world, high hourly parking rates discourage unnecessary vehicle use while ensuring that those who need to park have access to limited spaces. This approach not only reduces the number of cars on the road but also encourages commuters to seek alternative transport methods, further easing traffic flow in busy commercial areas.
Ticket pricing and local buses
Setting a minimal ticket price for travelling three stations (approximately 3 to 4 kilometres) on the MRT is vital for maintaining the viability of the local bus system. Affordable fares ensure that public transport remains accessible to all residents. I have noticed that due to the MRT, local buses travelling from Mirpur to Motijheel have fewer commuters than before and are experiencing losses. I spoke to some conductors and bus drivers who mentioned that they only get passengers after 8 pm when the MRT shuts down or is not operational. This is concerning for local buses, and the authorities need to ensure their viability so they can support the public transport system when the MRT is not operational.
The potential benefits of MRT systems extend beyond mere transportation—they can transform cities into thriving, accessible, and environmentally friendly spaces. As Bangladesh moves forward with its MRT project, it has the opportunity to not only improve urban mobility but also foster a healthier, more sustainable, and equitable urban environment for its citizens.
Mir A Faruque is principal strategic planner for the Australian local government. He can be reached at mir.a.faruque@gmail.com.
Views expressed in this article are the author's own.
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