What do bicycles have to do with inequality and (social) mobility in Singapore? IMO, plenty.

A dimension of inequality we rarely talk about.

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Note: I’ll be the first to admit this is a pretty niche topic, and so if you’ve even clicked into this, I’d like to thank you for your interest.

Since the 2010s, Singapore has been buzzing with talk about inequality. We speak of “Two Singapores”: one for the ultra-rich and upwardly mobile, and another for everyone else.

We push for higher wages for low-income workers. We argue about whether it's humane for migrant workers to ride in the back of lorries. We want CPF contributions for delivery riders.

All important conversations. But one piece is often missing: mobility.

Not social mobility – literal mobility.

The ability to get around.

The poorer half of Singapore increasingly pays a mobility tax

Not in money, but in time.

Without cars, they spend huge chunks of their waking hours commuting. Not just because they tend to live in the outskirts of Singapore, but because public transport isn’t always efficient for the kinds of routes or hours they work. Over time, this “tax” adds up. It eats into their ability to work, rest, study, care for children – or just be human.

Time is the last affordable luxury in Singapore. Bicycles buy it back – quietly, efficiently, and without a COE.

Singaporeans already work the longest hours in the Asia-Pacific. 51% of us get less than seven hours of sleep. In this time-starved society, the mobility gap becomes a time gap, which becomes an opportunity gap.

And unlike high earners who often enjoy flexi-work, lower-income workers – like your neighbourhood cleaner, the auntie working the 4am shift at the hawker centre, or the nurse commuting to a hospital in Woodlands – don’t have the luxury of working from home. The penalty is hence harsher.

Which brings us back to bicycles.

I don’t think they’ll ever replace private cars entirely, but I do think they can tilt the time gap slightly more in favour of the masses.

Why not just take public transport?

Public transport in Singapore is excellent by global standards, and there are plans to expand it further. That’s cool, but it still won’t be able to reach everywhere due to land use reasons.

Some areas are simply off-limits for practical or political reasons: conservation zones like nature reserves and catchment areas; military installations and training grounds; low-density industrial zones or landed housing areas that aren’t feasible to serve with mass transit; and older estates built long before current MRT lines were even considered.

Even within MRT-connected areas, there’s the infamous “last mile” problem. That’s the bit between your house and the nearest MRT, or between the MRT and your workplace. For some, it’s a five-minute walk. For others, it’s two buses, an overpass, and a long unsheltered walk.

In short: public transport will never cover 100% of needs, 100% of the time.

Case in point: It takes 52 minutes via public transport to get from Jurong East to the Rail Mall. It takes 21 minutes by bicycle.

That’s where bicycles come in – not as a replacement for public transport, but as a force multiplier.

They patch the gaps, especially in these "unfriendly" or underserved zones. They do so on-demand, without waiting, without transfers, and without depending on anyone else’s schedule. And unlike cars, they don’t cost $100,000 every 10 years.

There’s also a housing angle that rarely gets discussed.

Far-away or ulu HDB neighbourhoods (think Woodlands, Pioneer) tend to be home to lower-income families. They’re less central, less connected, and hence more affordable – and residents here feel the time gap more than most. Meanwhile, resale flats in prime areas have breached the $1 million mark. (Current record: $1.73 million in Queenstown.) A large part of that price comes from location – you're paying for convenience, proximity to amenities, and shorter commutes.

But what if more HDB estates were better connected by bicycle lanes?

Suddenly, a 15-minute walk to the town centre from an ulu flat becomes a 5-minute ride. That could make more Singaporeans consider living further from the MRT – in turn, it might take pressure off popular estates, and help moderate prices across the board.

Here’s a starker way to look at it: today, living in Sengkang means budgeting 60 minutes to get anywhere central. But if a safe cycling route shaves 30 minutes off that daily round trip, that’s 180 hours a year – nearly a week of someone’s life.

Time saving aside, bicycles are perfect for an ageing population.

By 2030, one in four Singaporeans will be over 65. Longer lifespans may sound like a national success story. But they hide a painful truth: if you don’t live healthily, you don’t just grow old – you grow old in pain.

The result? Soaring healthcare costs, insurance premiums, and taxes. More elderly folks dying alone in HDB flats. More families burning out, juggling caregiving with jobs, kids, and life.

Yet despite this, we’re continuing to build a city where sedentary living is the default. Yes, the parks and fitness corners are there. We also have awesome ActiveSG gyms. Beautiful, clean parks (the newish Jurong Lake Gardens are a dream), but do Singaporeans actually have the time to go, thanks to their long commutes? Are they too far away to get to without a car?

If we get more people to commute by bicycle, that’ll help more people reach the HPB-recommended 150–300 minutes of cardio a week. Shorter commutes and more exercise – killing two birds with one stone.

More importantly, seniors can preserve independence for as long as possible until they need to use a wheelchair or PMA. Seniors will be able to ride to buy groceries, visit the market, or meet old friends, while exercising in a low-impact way.

Didn’t we say social isolation is a problem?

Over time, the benefits add up: lower medical bills, lower national healthcare spending, and more dignity in old age.

If this entire thing sounds like a stretch to you, consider this:

Everyone agrees that Singapore’s biggest challenges – ageing, inequality, mobility, healthcare – won’t be solved with business-as-usual. We need radical, creative, and sometimes uncomfortable solutions.

And in a society that worships cars as both necessities and status symbols…

… what could be more radical than the humble bicycle?

A collection of comments we foresee, and our responses:

“Aiya, Singapore is so hot, nobody will cycle one!”

Yes, Singapore is hot. So are Bangkok, Manila, and Ho Chi Minh, but millions still cycle. The issue isn’t the weather. It’s mindset, lack of shade, and poor infrastructure. Build more covered paths and end-of-trip showers, and people will ride. Besides, sweating for 15 minutes on a bike is still better than sweating for 45 on a packed MRT.

“Where's the time to cycle? Must work, must take care of kids.”

That's exactly why cycling matters. If your commute becomes exercise, you don’t need to carve out extra time for the gym. You combine fitness, transport, and mental reset into one ride. And if it's faster than a bus ride, you actually gain time back.

The average bus speed in Singapore is less than 20 km/h. (LTA's own figures.)
A casual cyclist cruises at 18-22 km/h without even trying hard.
A fitter commuter can easily hit 25-30 km/h.

In real life, a bicycle is often faster than buses for trips under 10km.

“The government needs to do more!”

Sure, but the government isn’t a vending machine. If you want change, don’t just wait. Act. Ride more. Ask your employer for bike parking. Send this article to your MP. Convince your MCST to install a ramp. The system changes when we start demanding better.

“Why not let just more people own cars?”

Because it doesn’t scale. Singapore is a small island – more cars just means more congestion, pollution, and inequality. You can’t drive your way out of this. The goal isn’t to help everyone drive – it’s to make not driving a viable and dignified option.

“But cyclists behave so badly!”

Some do – just like some drivers, pedestrians, and PMD users. But misbehaving cyclists are annoying; misbehaving drivers are lethal. Accountability should apply to everyone, but let’s not use a few bad riders to justify car dominance or inaction.

“Where do PMDs fit in this equation?”

They’re part of the solution, especially for those who can’t cycle. They solve the last mile but don't solve health/agency, and worsen sedentarism, which disproportionately hurts the poor.

“Cyclists don’t pay road tax. How can they use the roads?”

Road tax is based on emissions, not road usage. Bicycles don’t pollute. In fact, they reduce road wear and healthcare costs. Cyclists also pay GST, income tax, and property tax. Roads are public goods – not pay-to-play spaces for car owners.

“What if I need to move elderly parents and kids? How to cycle?”

Not every trip can or should be replaced by a bicycle. That's fine. But today, we have zero options between “private car” and “public transport.”

We can – and should – build for the missing middle:

• Cargo bikes (with child seats, elderly supports)

• Electric-assist cargo trikes (easier for seniors to use)

• Family-oriented bike trailers

• Specialised bike-taxi services for families

• Wheelchair-accessible cycle units (already used in places like Copenhagen and Tokyo)

Globally, families use cargo bikes to transport 2-3 kids, groceries, and even elderly grandparents with mobility aids. Japan even sells mommy bikes with double child seats as mainstream transport.

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