Identification of Policy Area
Traffic congestion is when vehicles travel at speeds slower that it would be desired because there are more vehicles than a given road or road section can handle (Wigan, 1974; Cahill, 2007). Singapore was the first country to implement an urban traffic congestion-pricing scheme. The government of Singapore through the Land Transport Authority (LTA) formulates the policies to control traffic congestion in the country especially in Singapore city (Doli, 1993; Holland & Watson, 1980). The government came about the traffic control policies upon noting that the Singapore was growing at a fast rate, many people could afford cars. In early 1970s, the Singapore government noted that traffic congestion would hinder the growth of the country (Olszewski & Turner, 1992). According to Olszewski and Xie (2005) 32,500 vehicles used to enter the Restricted Area before the Area Licensing System (ALS) was implemented. However after the program was implanted the number of vehicles entering the RZ dropped to 7,700 (Olszewski & Xie, 2005; Ang, 1995). Singapore has a high ratio of vehicles per kilometer of road at 281 and the traffic control policies have eased congestion in the state city (Real Time Traffic Information, lta.gov, 2014)
The government and city authorities introduced the (ALS), which were applied in Restricted Zones. The ALS was later replaced by the Electronic Road Pricing (ERP) which was more efficient and faster (Ang, 1995). In order to reduce the number of vehicles in the country, the government of Singapore introduced the Vehicle Quota System (VQS) in 1995 (Cahill, 2007). Under the VQS, prospective car owners need to bid and buy a Certificate of Allotment (COE), which is valid for 10 years but can be renewed. The COE aims to increase the price of vehicles in order to discourage people from owning cars but use public transport (Cahill, 2007). Failure to renew the COE means the owner can only scrap the vehicle. The number of COEs is determined through a quota system that the LTA runs twice per month.
An outline of the way the policy constructs the issue as a problem
Going by Stone’s (1989) assertion traffic congestion is a causal issue brought about by human behavior and not through nature, fate, or accident. People drive into areas prone to congestion in their own cars while that could have used public transport. They also drive into those areas unnecessarily. People driving into congestion-prone areas to get services they would have obtained elsewhere is also a big cause of traffic congestion. According to Stone (1989), traffic congestion policies that aim to discourage people from entering Restricted Zones are intent theories that aim at direct control through an intervening agent. Since people do not want to pay fines for using the CBD, they tend to avoid using the CBD altogether. The COE is designed to reduce traffic congestion, but it is not effective. Many people can afford to purchase the COE, and since the economy of Singapore is improving, the people can afford to purchase cars after acquiring the COE (Cahill, 2007). As such, there are still many cars on Singaporean roads. Since many people consider it harassing to be fined for entering the CBD, it would be prudent for the LTA to use indirect traffic control means that may also have some other benefits such as reward schemes.
Analytical framework
The best model to this topic is the Issue Attention cycle by Downs (1972). This model entails systematic cycle of arousing public interest to achieve euphoric enthusiasm, which may later fade and get replaced by other issues. However, in this case, the government of Singapore and others that have implemented punitive traffic control measures they merge this model with the capitalistic theory to maintain its effectiveness. The capitalism theory pushes for the increment in the number of people with the capability to engage in trade and business and make profits. Capitalist theory also has the aspect of creating class differences. In this case, the increment of COEs prevents some people from owning cars while allowing the rich to afford cars. In all, the control of traffic in Singapore and other countries can be implemented along the policies put in place by the LTA in Singapore. This is so because the reduction in the restriction in the number of cars in a given region means that their movement can be controlled, and this will reduce congestion (Doli, 1993). Moreover, the fines gained from traffic-related charges will be used to expand the national economy for the good of all. In addition, the reduction of traffic congestion allows people to move freely, move faster and engage in numerous money-making ventures in a capitalistic society. Since the world has become largely capitalistic, traffic control policies ensures that all people get a right and a chance to engage in gainful economic activities.
This paper will need four sections. The first is the introduction of the policy and the status of its effectiveness. The second is the analysis of the current policy based on the Issue Attention cycle by Downs model. It would be prudent to back the model with capitalistic theory in order to show the economic importance of applying the COE and traffic restrictive policies. The analytical model shows how people are and have been responding to the traffic control policies currently in place. The argument in this report stems from the point of economic empowerment of all people through ease in the movement that can be facilitated by government authorities.
References
Downs, A. (1972) "Up and down with ecology - the 'issue-attention cycle'" in Public Interest 28:28-50
Olszewski P. & Turner, D. “New Approaches to the Problem of Urban Traffic Congestion in Singapore,” Mimeo, Nanyang Technological University. (Contains good descriptions of the ALS and COE quota system. The data on the price of a Honda Civic in 1992 is based on Figure 4, p. 7. The Singapore/U.S. people per car estimate are from Figure 5, p. 9.)
Ang, B. W. (1995). Relieving urban traffic congestion: The Singapore area licensing scheme. Journal of Urban Technology,2(3), 1-18.
Holland, E. P., & Watson, P. L. (1980). Traffic restraint in Singapore. Washington, D.C.: World Bank.
Olszewski, P., & Xie, L. (2005). Modelling the effects of road pricing on traffic in Singapore. Transportation Research Part A: Policy and Practice, 39(7-9), 755-772.
Real Time Traffic Information. (n.d.).Redirecting to main page Retrieved June 4, 2014, from http://www.lta.gov.sg/content/ltaweb/en/industry-matters/traffic-info-service-providers/real-time-traffic-information.html
Stone, D. A. (1989). Causal Stories and the Formation of Policy Agendas. Political Science Quarterly, 104(2), 281.
Wigan, M. R. (1974). Traffic restraint as a transport planning policy 1: A framework for analysis. Environment and Planning A,6(5), 565-601.
Cahill, M. (2007). Why the U-Turn on Sustainable Transport?. Capitalism Nature Socialism, 18(4), 90-103.
Doli, J. (1993). Keeping the Traffic Moving: The Singapore Experience. International Journal of Public Sector Management, 6(1), 23-26.
