Traffic management strategies of three cities-
The forces that have encouraged migration to cities have also led to traffic congestion on urban streets. Southeast Asia, with an urban population of over 40 per cent, is not immune to this problem. Managing traffic congestion is a high priority for city governments from both productivity and public health perspectives. As a result, most governments have put in place policies to augment the current public transport infrastructure and discourage private vehicle usage through a variety of measures.
However, the approach towards congestion management and its impact on various Southeast Asian cities has varied considerably from country to country. Singapore has been leading the way by employing a combination of investments in a massive public transport network and the active deployment of IT solutions for traffic management. Ho Chi Minh City, has succeeded in cutting down traffic congestion by actively pursuing information, communication route (like issuing booklets on road safety, announcing congestion points on mass media, etc.), strict enforcement of traffic rules, and the construction of new road networks (e.g., two overpasses).
In contrast, Bangkok, Manila, Kuala Lumpur, and Jakarta are still struggling with congestion issues. The average speed of traffic in cities is a good indicator of the challenges of congestion in these cities. Traffic in Jakarta is reported to move at less than 6 km per hour compared to approximately 60 km per hour in Singapore.
Southeast Asia Infrastructure presents the different strategies that are being implemented to manage congestion in three cities – Singapore, Bangkok, and Jakarta. These cities provide an insight into a diverse set of issues common to Southeast Asia, in terms of traffic conditions, measures that have been adopted, and their impact.
Singapore: Exemplary, but still inadequate, model
Singapore has been by far the most successful so far in efficiently managing its transportation demand. The average speed during peak hours on expressways and arterial roads is over 60 km per hour and about 28 km per hour, respectively.
It has adopted a three-pronged approach:
- Development of an efficient, safe, and reliable public transportation system;
- Restriction of private vehicle use via various pricing mechanisms; and
- Enhancement of the capacity of the existing network through the efficient use of IT solutions.
Despite these measures, congestion has been increasing in recent times. To address this situation, the government is augmenting public infrastructure and refurbishing its ageing infrastructure. It has also imposed restrictions on financing to control the demand for private vehicle ownership. The Singapore government realised as early as 1970 that the mere extension of the road infrastructure would not be sufficient to address traffic demand. Consequently, it focused on developing a robust public transport system (both a rail and a bus network). Today, Singapore boasts of a vast metro network of over 150 km. Plans have been put in place to double the network length by 2030, so as to bring 8 out of 10 households within the vicinity of a 10-minute walk from a metro railway station.
The metro network is effectively supplemented by an efficient bus transport network with over 4,000 buses plying in the city; over the next five years, another 800 will be added. In addition, there are plans to improve bus routes. Measures such as integrated fare systems, automated payment mechanisms, and transport hubs further encourage commuters to use public transport systems.
To manage its vehicle count, the Singapore government has been implementing a Vehicle Quota System (VQS) since May 1990. However, the system has of late been unable to deter vehicle ownership. Despite the astronomical cost of the certificate of entitlement, there has been an increase in private vehicles on the road. The number of private cars stood at 535,233 in 2012, compared to 497,116 in 2009, which constitutes an increase of 7.6 per cent.
Singapore utilises the electronic road pricing (ERP) mechanism to manage traffic congestion. The system offers a targeted solution of identifying specific congestion spots and imposing congestion charges accordingly. Such a system is designed to moderate vehicle usage by encouraging motorists to consider alternative routes, mode of transport or time of travel. Since its introduction in 1998, the ERP has been effective in controlling traffic congestion.
In addition, a number of technological solutions have been deployed for traffic management. One of the notable solutions is the Green Link Determining (Glide) system that is used for coordinating the traffic light signalling system to adjust the green time accordingly. Another is the Junction Electronic Eyes (J-Eyes) installed at major signalised traffic junctions to alert operators at the intelligent transport system (ITS) control centre of any congestion or disruption in traffic flow.
Even in the midst of these measures, Singapore is still experiencing rising incidence of slow traffic and congestion on its expressways. There is an ongoing debate in the country with regard to the revision of its policy related to car ownership and driving. Mere public transport infrastructure augmentation may not be sufficient to prevent the situation from worsening.
Bangkok: Endeavouring to regain lost ground
As of December 2012, Bangkok had over 7.5 million registered vehicles, which constitutes a 10 per cent increase over the previous year. The significant increase in private vehicle ownership was driven by a government directive in 2011, in which a tax rebate of 100,000 baht ($3,212) was extended to first-time car buyers.
Moreover, the problem of congestion is further exacerbated by the lack of roads: the total road network of Bangkok, about 8,000 km, caters to less than 25 per cent of the traffic demand. Consequently, the average speed during peak hours is as low as 10–12 km per hour.
The opportunities to expand the road network in Bangkok are limited, primarily due to lack of availability of space and limited fund availability to acquire land. The Bangkok Metropolitan Administration, the agency responsible for building and maintaining city roads, currently has 19 road development projects under way. Twelve of these projects are expected to be completed by 2013, with the remaining set to be finished by 2014. The combined investment required for these projects is estimated to be $320 million. There are also plans to open additional entry lanes to various expressways during peak hours to alleviate congestion issues.
In a bid to reduce private vehicles on roads, the government has also launched a massive investment programme to expand the public transport system in the city. In addition to the existing rapid transit system (comprising an underground metro, the SkyTrain, and an airport rail link) in Bangkok, which stretches over 80 km, the government is extending two metro lines (the Purple and Blue Lines) by 50 km. They are expected to be operational from 2014 onwards. In addition, three new metro lines with a combined length of about 90 km are being constructed. Also, bids for the supply of over 3,000 buses, estimated to cost over $420 million, have recently been invited. The government is hopeful that it can alleviate the existing congestion issue through the implementation of these initiatives.
Another initiative that has been launched to tackle the traffic issue is the new ITS by the Ministry of Science and Technology. The system, expected to be implemented across the country by 2015, will involve the deployment of sensors in cars to transfer real-time location data to a centralised control centre. Thus city authorities would be able to manage traffic more efficiently. These technologies will facilitate traffic management and provide information about congested areas to commuters on a real-time basis.
The government is also considering various economic strategies and pricing options to reduce congestion such as reducing fares to encourage commuters to shift to public transport systems. Other options under consideration are limiting private vehicle driving days and imposing a congestion tax.
Jakarta: Plagued by congestion
Jakarta’s roads are clogged with over 11 million registered vehicles; the average driving speed in the city during peak hours is an abysmal 20 km per hour. At present, the total road network in Jakarta is about 7,650 km and the average traffic speed within the central business district is reported to be lower than 6 km per hour. In addition, the city lacks a high speed metro network and the existing public bus transport system is inadequate and inefficient. At the same time, the growth in the number of vehicles has consistently been around 9.5 per cent over the past five years. In contrast, the road network has expanded by a diminutive 0.01 per cent during the same period.
There have been some attempts at managing congestion over the past couple of decades, though none has been successful. In 1992, the Jakarta Administration introduced the concept of carpooling with the aim of easing traffic. This did not yield the desired results. Instead, it provided an opportunity to hitchhikers to ride in private vehicles during rush hours when they were obliged to carry at least three people on primary arteries.
Similarly, the initiative of introducing a trans-Jakarta bus lane also failed to ease congestion as it managed to ferry only a limited number of passengers while cornering significant road space. There are also plans to limit the number of cars on the streets based on even–odd licence plate numbers. Such a move, in the absence of a reliable public transportation system, does not look likely to yield the desired results.
To streamline the city traffic flow, the Department of Transportation of Jakarta launched an ITS project in 2011 to monitor and control traffic in the city. The $3.51 million system was launched to monitor and anticipate traffic situations, while undertaking corrective measures. In addition, policies for implementing ERP and improving on-street parking management were formulated in 2010.
Transport experts are now pinning their hopes on the metro project to ease congestion woes. PT Mass Rapid Transit Jakarta is in charge of the development of the 110 km metro network in the capital. The first phase of the project (23.8 km) is expected to be operational by 2017. Two contracts have recently been awarded to a consortium comprising Japanese and Indonesian firms. Construction is expected to begin by the end of this year.
There has also been some activity in the area of bus operations. Recently, GMV was awarded a contract to install an advanced fleet management and passenger information system for the bus rapid transit system of Jakarta. GMV, during 2013 and 2014, plans to install the systems for the entire fleet and all bus lines (over 600 buses and 200 stations).
While these initiatives take root, precious time and energy will continue to be wasted on the gridlocked roads.
Positive outlook: Foundation for long-term changes
Although major Southeast Asian economies have continued to experience traffic congestion, there have been some positive developments of late. Over the next two years, there will be greater investment and policy activity in the urban traffic management space, driven by rising demand, loss of productivity, and an increase in air pollution-related public health challenges.
Besides extending the existing infrastructure and implementing projects to develop road networks, and expand bus fleets and metro lines, there will also be a renewed focus on the integration of different modes of transport and the deployment of various IT solutions to offer a hassle-free mobility experience to commuters.
To a large extent, Singapore has been successful in integrating these solutions with the available infrastructure. Other cities such as Manila, Bangkok, and Jakarta would have to pursue their plans with greater speed and vigour to make significant progress. Attempts at managing congestion merely through economic and pricing principles will not have the desired impact unless they are backed by a sound public transport system. While the short-term objective should be to consolidate the share of the population using different modes of public transport, going forward, land use patterns should also be revised in order to reduce the need for long distance commutes for economic and social pursuits.
