Journal ofAdvancetl Transportation, Vol. 35 No. 3, pp.

305-320
www.advanced-transport.corn

Impact of ITS Measures on Public Transport: a Case

Study

J.Y.K. Luk
C. Yang

Intelligent Transport Systems (ITS) have a wide range of

applications. They range from the more traditional signal
coordination system to concepts such as smart cars and smart roads.
This paper describes transit-based ITS measures in Singapore. The
island-state has plans to double the current 90 km rail network over
the next ten years and has also implemented or committed to
implement many ITS initiatives that impact upon the public transport
systems. The aim of these investments is to achieve a high transit
modal share using a comprehensive transit network. ITS measures
that can promote this aim include: automatic vehicle location systems
for buses and taxis, integrated transit fare systems using contactless
smart cards, rail information systems, multi-modal travel guides on
Internet and electronic road pricing. The potential impacts of these
measures are delay reduction, more comfort, productivity gain and
better network accessibility. ITS measures do not necessarily add
physical capacity to a public transport system but are excellent
supporting measures to encourage the modal shift to transit,
particularly if a quality transit system is already in place.

Introduction

The Intelligent Transport Systems (ITS) movement began under

various program names such as Advanced Transport Telematics in
Europe and Intelligent Vehicle and Highway Systems in the Untied
States. The objective of these programs has been to develop technologies
to manage road congestion, and tended to place particular emphasis on
the private cars in the past. The activities under ITS are quite broad.
They range from advanced signal coordination systems to ‘smart cars’

James Luk and Chao Yang are at the School of Civil and Structural Engineering,
Nanyang Technological University, Singapore.
Received July 2001; Accepted September 2001
306 J. Y.K. Luk and C. Yang

and ‘smart roads’ The impacts of the car-based ITS measures have been
significant, especially in the areas of traffic adaptive signal systems,
freeway incident management, driver information systems and electronic
tolling. These measures have been implemented in many cities.
However, road congestion is still a major concern in most large urban
centres. It is clear that congestion management must involve measures
beyond car-based ITS measures and should include ‘push-pull’
measures. For examples, congestion pricing and high cost of car
ownership are ‘push’ measures to discourage car travel. Investments in
public transport infrastructure are ‘pull’ measures to maintain or even
increase transit patronage.
There are currently exciting investments in heavy and light rails in
Asian cities, e.g. Singapore, Hong Kong, Kuala Lumpur and Shanghai.
In Australia, cities such as Brisbane and Sydney are actively
implementing busways - roads espccially built for buses or bus-only
transitways (Henscher 1999). These new transit investments are
encouraging and could maintain or even increase the transit modal share
especially in the more car-based cities. With advances in ITS
technologies, the issue then is whether ITS can be utilised to further
enhance the quality of transit services.
The objective of this paper is to report on the ITS measures for
public transport in Singapore. The island-state of Singapore is used as a
case study because of its active deployment of ITS measures and the
current investment of S$2 billion per year in rail transit, or about US$ 1 . 1
billion at US$l = S$l .SO (Land Transport Authority, LTA 2000). It must
be recognised that ITS measures for transit are relatively new and only
some are f i l l y implemented in Singapore at the time of writing this
paper.
This paper begins with a review of the ITS measures for transit in
Singapore. These include direct measures such as the automatic vehicle
location systems for taxis and buses, and indirect measures such as
congestion pricing schemes. The potential impacts for Singapore and
some observed impacts reported in European cities are also described. A
discussion on future projects then precedes the conclusions.

Background

Singapore has a population of about 4.0 million and an area of 683

km2. It has an effective pricing program to manage traffic congestion. It
Impact of ITSMeasures on Public Transport: ... 307

is the home of the world’s first Area Licensing Scheme (ALS) and the
subsequent Electronic Road Pricing (ERP) system to implement
congestion pricing for traffic management (Menon 2000; Chin 2000).
Car ownership costs are also kept high through a vehicle quota system
and other ownership costs. The quota for new vehicles per year is fixed
at 3% of the previous year’s vehicle registrations. The island-wide transit
modal share is high at 63% of all motorised trips (Han 1999). The
network of Mass Rapid Transit (MRT) and Light Rapid Transit (LRT) is
going through fast expansion. Table 1 shows the modal splits in 2000 for
all motorised trips with data from the Ministry of Communications and
Information Technology.

Motorised transport mode Daily person-trips Percentage

I -Rail (MRT and LRT) I 1,100,000 I 14 I

3,080,000
Taxi
Car, motorcycle, goods *2,800,000
vehicle, private bus and ferries
Total 7,569,000 100

According to Han (1 999) and LTA (2000), the government plans to

invest in public transport (especially rail) so that the modal split
increases to 75% of all motoriscd trips. The intent is to achieve a
comprehensive MRT network for the whole island. Buses or LRT are to
be used as feeder services to the MRT and within-suburb travel in the
long term. The current rail transit system has 90 km (including 7.8 km of
LRT). The short-term plan is to increase the rail network to about 150
km by 2005. The medium term plan is to double the current 90 km in ten
years’ time. The rail projects committed for completion by 2005 are
shown in Table 2. The government currently provides the funding for the
infrastructure construction. The transit operator funds the rolling stock
and other system costs and the on-going operating cost. The Land
Transport Authority (LTA) has also raised S$500 million through a bond
308 J. Y.K. Luk and C. Yang

issue in year 2001 as another source for funding the transit projects. The
bonds would be issued regularly in hture years.

Project Type Length Available

(km) by
North East Line I MRT I 20 I 2002 I
Changi AirportLine I MRT I 6 I 2002 I
Marina Line:
Phase 2
Senkang
Phase 1
I MRT
MRT
LRT
I 5
5
11
I 2005
2005
2002
I
Punggol LRT 13 2004

To facilitate the integration of transit services, the government has

also promoted multi-modal transit operation. An example is the selection
of Singapore Bus Services Ltd to operate the North-East MRT line and
the current local bus services in the north-east sector. Such an
arrangement should facilitate better scheduling of transit services.

ITS And Public Transport in Singapore

Apart from the large investments in transit construction projects,

there are also various ITS initiatives to better utilise the present and
fbture transit facilities. Some projects that are already implemented or
committed for implementation are selected for discussion below. Note
that taxis are treated as part of the public transport system in the
discussion. These projects include the following (Figure 1):
0 Automatic taxi dispatching and TraflcScan;
Enhanced integrated fare system;
0 Bus fleet management systems;
0 Rail travel information systems;
0 Transit travel guide on Internet; and
Congestion pricing.
The above list is not an exhaustive list of ITS activities in Singapore
and readers should refer to the LTA web-site (www.lta.gov.sg) especially
for other road-based measures and the latest ITS development.
 Road-based
measures -
0
3

Transit travel Rail Integrated Bus fleet Automatic

Transi t-based guide on information fare management taxi
measures - Internet system system systems dispatclung

Fig. 1. ITS measures for public transport in Singapore

W
0
\o
3 10 J. Y K , Luk and C. rang

Automatic Taxi Dispatching and TrufficScan

About 7500 taxis of different companies in Singapore have been

equipped with Global Positioning System (GPS) units. GPS satellites
covering the region provide the spatial co-ordinates of these taxis and
their instantaneous positions are transmitted to a central dispatch centre.
When a customer call comes through, the request is dispatched to the
nearest available taxi within a given radius to the customer. If the taxi
driver accepts the job, the driver responds to the control centre’s host
computer by pressing a button.
The benefits to the customer include shorter waiting time and a
quieter ride in the taxi because there is no more in-taxi voice
communication with the dispatch centre. The taxi driver has higher
productivity because empty cruising is reduced. The driver experiences a
more comfortable working environment with silent data communication
and eliminates misunderstanding with the dispatcher.
Taxi companies with GPS-equipped devices also provide travel
speed data to LTA. The GPS system can measure the instantaneous
speed of a vehicle at a particular location (the spot speed) using the
Doppler shift effect. The speed values at different parts of the road
network are processed and made available by LTA to radio stations and
on Internet. The web site is known as ‘TrafficScan’
(www.trafficscan.Ita.gov.sg). It shows the real-time speed conditions on
major road links in different colour codes. The speed values are updated
every two to three minutes.
The accuracy of positioning and speed measurement of taxis has
been improving. This is due to more satellites now in operation and the
recent termination of Selective Availability at the GPS satellites by the
United States Government. (Selectivity Availability is a policy to
degrade GPS accuracy by deliberately changing the stability of the
satellite clock and navigation message transmitted by the satellite.)
Usually four satellites are available at any time in Singapore. The use of
the differential GPS technique to provide real-time error correction
should ultimately achieve sub-meter positioning accuracy and further
enhance the taxi-dispatching service and TraSficScun. However, the
accuracy of the estimated speed on a road link depends on the number of
taxis that travel on that link and available for polling. A comprehensive
and accurate picture of the prevailing traffic conditions is possible only if
there are enough ‘floating’ vehicles to provide link speed samples in a
road network. TraBcScan is now a part of a larger package of road-
Impact of ITS A4easures on Public Transport: ... 311

based ITS measures called ‘tr@c.smart’ for road travel (see a

subsequent section on integrated transport).
Technologies are now available to use wireless Internet to display
information on a mobile phone or Personal Digital Assistant using the
Wireless Application Protocol (WAP) or other standards now under
development. Alternatively, Short Message Service (SMS) can be used
to provide travel speeds or other traffic conditions to a driver on a mobile
phone through subscription to a commercial service provider (see, e.g.
Karl and Trayford 2000). A taxi driver can access travel information on-
route and select a route to avoid an incident or congested areas. The
driver also benefits from car-based ITS measures such as signal
coordination and driver information systems although car-based
measures are beyond the scope of this paper.

Enhanced Integrated Fare System

This project was awarded to the same company (The ERG Group)
that implemented the Melbourne MET system and the Hong Kong
Octopus integrated automatic ticketing system. The Singapore system
will also employ non-contact, store-valued smart cards. The card is
designed for all bus and rail transit services and will also be used for
park-and-ride and telephone services. It is technically suitable for any
other service providers that wish to participate.
The impacts of such a system are efficiency gain and cost reduction.
In a trial study on the use of the contactless smart card, the boarding time
of a bus was found to decrease by 62% compared with cash payment,
and 34% compared with magnetic transit cards (Land Transport
Directory of Singapore 2000). In Hong Kong, it was also found that the
cost of coin collection and counting was about 8% of the revenue and
this cost has been substantially reduced. Each day’s taking can now be
reconciled within 24 hours instead of the usual three-day delay when
cash constituted a significant portion of the revenue.

Bus Fleet Management Svstems

As part of thc contactless smart card project, 3800 buses or all of the
public buses will be equipped with GPS units to provide real-time
location information for fleet management. The usual time-table and the
real-time arrival information are to be displayed at a bus stop using
variable message panels. The information provides relief to those
3 12 J. Y.K. Luk and C. Yang

passengers anxiously waiting for buses. It is also useful for a passenger

to dynamically plan or change route to match the arrival of the next bus.
The bus manager can also better monitor the performance of bus services
with this GPS technology.
The real-time bus location information can be made available on
Internet. With wired or wireless Internet and other user-subscribed
services through SMS, a rail passenger can access the arrival time of a
scheduled bus when that passenger gets off from a particular rail station.
Hence, the passenger can plan ahead. The bus driver can also have the
rail time-table and potentially the driver can delay the departure time
from the bus stop within a certain tolerance to catch the rail passengers
that seek a mode interchange at that stop. An example of this mode of
operation can be found in the Austrian City of Graz (Blythe et al. 2000).
The task of dynamically integrating rail and bus transit services is a
challenging one that can benefit from ITS measures.

Rail Travel Information System

This information system provides real-time rail travel information to

passengers through display panels at each rail station. The information
includes train arrival times, notices of service interruptions or delay and
other transit service messages. Similar to the bus fleet management
system, the rail information system has the impact of improving
operational efficiencies and achieves better monitoring of the level of
services delivered to the public. A major issue is again its integration
with the bus operation so that an integrated and ‘seamless’ transit system
can offer a traveller an excellent alternative to the flexibility and comfort
of car travel.

Transit Travel Guide on Internet

A static, bus-only time-table is available from the web site of

Singapore Bus Services Ltd, which is the largest local bus company
(www.sbs.com.sg). The web site also provides a facility called the Bus
Guide, which calculates the best bus route@) from an origin to a
destination by the least fare cost, minimum travel time or least walk time.
A multi-modal transit portal will soon be available. Information on time-
tables, fares and the travel options from an origin to a destination will be
available via Internet for pre-trip planning and ultimately for on-route
planning using wireless devices.
Impact of ITSMeasures on Public Transport: ... 3 13

More and better travel information would encourage passengers to

explore new routes. In other words, the accessibility to different locations
in a transit network is improved. As the M R T and LRT networks
continue to expand, the connectivity between locations is strengthened.
The need for information to enhance connectivity and accessibility
would only increase.
Table 3 summarises the potential impacts of the above five transit-
based ITS measures. The assessment of the actual impacts of ITS
measures is a complex task because of the difficulty in undertalung a
controlled experiment for a trafic system. Spence (1998) reported some
assessment results on a package of ITS measures in Turin, Gothenburg
and other European cities. The package included optimised signal
settings for private cars and transit, real-time travel information and bus

Table 3. ITS facilities related to Dublic trans Irt

ITS facilities I Scale Potential impacts Available by
Differential GPS 1 7500 less customer waiting time implemented
for automatic taxj taxis 0 less empty cruising
dispatching and 0 quieter taxi ride
TrafJcScan 0 better road trip planning
0 faster response to incidents
on all road types
Enhanced 5 million 0 faster transit boarding
integrated fare cards 0 more convenient with one end of 2001
system card for all modes
0 less operating cost
Bus fleet 3800 0 better performance
management public monitoring end of 2001
systems buses 0 less delay for modal transfer
when integrated with rail
0 less anxiety and better route
planning while waiting at
bus-stop
all rail 0 less anxiety while waiting on trial in
information stations 0 less delay for modal transfer 200 1
when integrated with bus
bus-only 0 faster pre-trip route planning implemented
guides on 0 more information leading to
Internet multi- better network accessibility on trial in
modal 0 easier modal transfer 200 1
3 14 J. Y.K. Luk and C. Yung

fleet management systems. A ‘before-after’ study found that a travel time

saving of 22% was possible with this package in Turin. In an opinion
survey in the same city, the benefit of bus-stop displays and on-board
displays was assessed. 75% of respondents would consider changing to
travel on transit and 3.3% actually changed mode.
In Gothenburg, a survey of 400 Internet users revealed the following
impact due to Internet travel information services: 12% reported less
waiting time; 20% reported better departure control; 17% reported less
reading of time-tables; 21% reported more efficient travelling; and 2%
reported modal shift to public transport. These results suggest that ITS
measures produce favourable responses from the public and had positive
impact. The impact on modal shift to transit, however, remains quite
small. An instrument such as congestion pricing should prove more
effective and is discussed below.

Congestion Pricing

ERP and its earlier paper-based schemes in Singapore are pricing

measures to manage congestion at specific sites and times. Congestion
pricing has significant although indirect impact upon transit patronage. It
is therefore included for discussion in this paper.
The Singapore congestion pricing scheme was initially for the
Central Business District (CBD, also called the Restricted Zone) and
later introduced at several freeway locations. Phase 1 of the ERP project
was to replace all manual schemes with highway-speed electronic tolling
and was completed in September 1998 with 33 ERP gantries. Phase 2 is
to introduce an outer cordon of about 20 toll gantries as shown in Figure
2, with seven installed in September 1999. The rest will be introduced in
iiture when congestion levels warrant their installation (LTA 2000).
The current objective of ERP is to maintain specified travel speeds in
the road network. The target speeds are in the range 45 - 65 km/h for an
expressway and 20 - 30 km/h for an arterial road. The tolls are changed if
the average speed exceeds the upper bound or falls below the lower
bound. For examples, tolls on Saturday mornings have been eliminated
since April 1999 and the CBD toll was reduced from S$ 3 to the current
S$ 2.50 in the peak half-hour from 8:30 to 9:OO a.m. ERP rates are now
updated quarterly if necessary to reflect the prevailing traffic conditions.
The planned implementation of an outer toll ring would impose a toll
on all traffic in middle suburbs entering or bypassing the CBD during the
restricted hours. In this situation, there will be no longer any toll-free
Impact of ITSMeasures on Public Transport: ... 3 15

Fig. 2. Outer toll ring in Phase 2 of the ERP Project

routes if a driver wishes to cross the toll cordon during these hours. The
second toll ring would be effectively encouraging a modal shift from car
use to transit because there would be no more alternative toll-free routes
for traffic diversion. Even if there were alternative toll-free routes, the
congestion and hence cnvironmental impact on these routes would
become very scvcre.
The conversion of manual congestion pricing schemes to ERP in
1998 had no significant impact upon the transit modal share, even though
there was a marked reduction in traffic entering the CBD. Menon (2000)
reported that 95% of those who drove to the CBD under ALS continued
to drive under ERP; 2% abandoned the trip and 3% were new entrants.
On the other hand, the impact of a complete second toll ring on modal
shift would be more significant.
Luk (1999) analysed the cross-price elasticities of bus-modal share
with respect to congestion tolls in the early days of ALS (1975-1983).
One of the impact of introducing the CBD toll of S$3 in 1975 was to
increase the bus modal share of commuting trips from 33% to 46% (there
was no MRT in 1975). The impact of an outer toll ring would probably
be less because those who work in the CBD and choose to travel by
public transport have already done so over the years. Nonetheless, the
maximum value of the cross-price elasticity with respect to petrol price
3 16 J. Y.K. Luk and C. rang

increases could be up to +0.80 (Goodwin 1992). ERP and other pricing

measures would remain usehl road demand management instruments to
encourage modal shift to transit. An outer toll ring complements the
current investments in transit and related ITS initiatives very well.
Congestion pricing remains a controversial issue in many countries.
The key issue appears to be on equity - does ERP and other ITS devices
such as the Personal Digital Assistants further separate the ‘haves’ from
the ‘have-nots’? There is no simple answer to this issue. However, a
better muti-modal transit system through better service provision and
integration should be a significant step in the right direction. The latest
development on integrated transport in Singapore is discussed below.

An Integrated Transport Platform

The transit-based ITS measures in Table 3 will be packaged as

‘transit.smart’. The road-based ITS measures in Singapore are already
packaged as traffic.smart, which consists of Trafficscan and ERP as
previously discussed and the following components (see web site:
www.traffic.smart.gov.sg):
Green Link Determining System, which is a local version of the
traffic adaptive signal coordination system, SCATS (see, e.g.
Ormond-Jones 1999);
Expressway Monitoring and Advisory System;
Road Information Management System.
A call for tender was recently issued by LTA to develop an ‘i-
transport’ platform. This platform will integrate both the road- and
transit-based ITS measures. A traveller would be able to benefit from
multi-modal, real-time information in modal choice, trip start times and
route planning. The time frame for the development of the i-transport
project is from November 2001 to January 2006. This platform is beyond
the scope of this paper and a brief description of the concepts can be
found in Sayeg (2000). Sayeg observed that, being a small island nation
with reliable transport services and few strangers driving on the network,
Singapore’s market for advanced traveller information services might be
constrained.
To be successful, the marketing of travel information now has to
target at the personal level - at the right time, in the right place and to the
right person. A possible scenario using the current SMS technology is as
follows. An individual traveller subscribes to a transit-based information
Impact of ITSMeasures on Public Transport:... 3 17

portal. He provides some details of his personal and travel profile to a

service provider, which can be a mobile phone operator. This operator
provides travel information as an extra, optional monthly charge in its
usual mobile-phone subscription plans. At around 0730 hour and before
he is about to go to work from home, the subscriber commuter receives a
short message on his mobile phone reminding him the amval of the next
bus at the stop closest to where he lives. At his choice, he continues
receiving SMS messages along his bushail route according to his
personal travel profile that he provides to the service provider. In this
way, he can plan his transit travel on-route in real-time.
The Internet and telecommunication technologies are going through
rapid development. The above scenario is built around the current SMS
technology, which is very popular amongst mobile phone users. In
comparison, the WAP technology for wireless Internet has not been well
accepted due to poor system response, high set-up times and high
charges (Dettmer 2001). In Japan, the wireless digital service of NTT
DoCoMo (called i-mode) is more successfbl and the majority of its
mobile phone subscribers are users of the service. I-mode is compatible
with Internet emailing and employs packet data transmission so
communication charges are based on the amount of data transmitted or
received rather than the amount of time on-line. DoCoMo would be a
main driving force for the next generation’s mobile services for digital
voice and non-voice communication.
The development of the next or third generation (3G) technologies
will enhance the provision of travel information. One thing is sure - there
will be a large amount of transport data available as a result of
implementing transit- and road-based ITS measures. The data would be
useful for transport planning, understanding mode and route choice
behaviour, better targeting of information to subscribers of travel
information, and assessing the impact of ITS measures. It should be
added that ITS measures, especially those that are purely information-
based, do not significantly add physical capacity to a transit network.
They are excellent supporting measures to encourage modal shift to
transit, particularly if a quality transit system is already in place.

Conclusions

The impact of transit ITS measures includes productivity gain and

cost reduction for transit operators. For passengers, they would
3 18 J. Y.K. Luk and C. rang

experience faster boarding time, better route planning and increased

accessibility through more information. This paper has described the
transit-based ITS initiatives that are already or soon to be in operation in
Singapore. The importance of push-pull measures to increase the transit
modal share has been highlighted. In the case of Singapore, pricing
measures are in place and the existing transit system is receiving S$2
billion per year in rail investment. The level of transit service in terms of
accessibility, connectivity and frequency of services will improve
further. The Singapore transit system provides a good environment to
make use of public transport ITS measures. The ultimate assessment of
the impact of the investments in transit and transit-related ITS measures
would be the changes in the modal share in future years.
This paper further discusses the implementation of a complete outer
ERP cordon in Singapore. Such a scheme would effectively encourage
most commuters to use public transport. An outer toll ring therefore
complements the current investment in transit systems. Its
implementation however raises the equity issue because there may not be
any toll-free alternative routes during the periods when congestion tolls
are in operation. This issue is partly addressed with a future expanded
transit system that is to be integrated through transit-ITS measures.
There are rapid developments in the technologies for dispatching and
receiving personal travel information for an individual traveller. This
paper presents a scenario on how a transit commuter may benefit from a
travel information service provider using the SMS technology. There are
currently large investments in developing a cost effective, third-
generation, mobile multi-media technology, which should benefit the
traveller in the information age. However, during the course of research
for this paper, the authors have not found much published data on the
observed impact of transit-based ITS measures. From those reported for
some European cities, the impact on modal shift has been small. Hence,
there should be a realistic expectation on the impact of ITS measures,
especially those that are purely information-based. Pricing measures
together with real improvements in transit services remain the more
effective instruments for managing road congestion and encouraging
modal shift to transit.
Impact of ITSMeasures on Public Transport:... 3 19

List Of Abbreviations:

ALS Area Licensing Scheme

CBD Central Business District
ERP Electronic Road Pricing
GPS Global Positioning System
ITS Intelligent Transport Systems
LTA Land Transport Authority
LRT Light Rapid Transit
MRT Mass Rapid Transit
SMS Short Message Service
US United States
WAP Wireless Application Protocol

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