In an article published by Channel NewsAsia, Singapore University of Social Sciences (SUSS) lecturer Dr Che Maohao argues that better-designed pedestrian infrastructure may be the key to reducing jaywalking and ultimately preventing injuries or fatalities on our roads.
While much attention is often given to reckless drivers in Singapore, less scrutiny tends to fall on pedestrian behaviour.
But in a dense urban environment like ours, where road users of all kinds constantly interact, the need to examine pedestrian safety and infrastructure design is greater than ever.
The Cost of Jaywalking
Viral dashcam footage and tragic road incidents have revealed the serious consequences of jaywalking.
In November 2024, a woman was struck by a car while looking at her phone and crossing a busy intersection despite the green light for vehicles.
Video of an accident between a jaywalker in November 2024
Just a year prior, a pedestrian was even charged in court after causing a motorcyclist to crash and suffer fractures when he darted across the road to catch a bus.
These incidents are more than just cautionary tales. They highlight a reality that both pedestrian negligence and infrastructural shortcomings can lead to serious road safety issues.
While motorists often bear legal responsibility, the conversation around pedestrian safety must also include the systems and designs in place that might encourage risky behaviour.
Infrastructure That Invites Safer Choices
Jaywalking is not always just about impatience. In some cases, it is also a response to poor infrastructure.
Long signal waits at crosswalks, inconveniently located pedestrian bridges, or inaccessible underpasses may nudge people to take dangerous shortcuts.
Take Orchard Road as an example. As a major shopping and tourism belt, it sees heavy foot traffic and equally significant vehicle volumes.
Currently, pedestrians rely on either underpasses or long-wait signalised crossings. These are hardly ideal, especially for seniors or those with mobility challenges.
The government’s plan to pedestrianise a 500-metre stretch of Orchard Road is a welcome move. In addition to easing pedestrian movement, it reduces direct conflict points with vehicles altogether.
Similar upgrades have been made to Bencoolen Street and parts of Woodlands Ring Road, where wider footpaths and cycling lanes now promote safer, multi-modal commuting.
However, as the CNA article notes, these transformations take years to plan and implement. In the meantime, there is room for quicker and more scalable measures, such as adding more pedestrian crossings at high-traffic locations like bus stops, schools, and food centres, or installing overhead bridges where feasible.
Traffic Calming as a Complementary Strategy
Beyond physical crossings, street design also plays a role in how safely both drivers and pedestrians behave.
In many HDB estates, roads are dual-lane and straight, which may be efficient for maintaining speed but are less ideal for ensuring safety, especially in areas where children or elderly residents frequently cross.
This is where traffic calming measures come into play. The Silver Zones rolled out by the Land Transport Authority (LTA) are a strong example. These zones feature narrower roads, raised crossings, and intentional curves that force drivers to slow down and be more attentive.
The government aims to establish 50 Silver Zones by 2025. But more could be done to implement these features as a default for residential streets.
Slower roads not only reduce accident severity but also signal to both drivers and pedestrians that the space is shared, and that safety should remain paramount.
A Culture of Shared Responsibility
At the end of the day, road safety is not just about rules. It is also about culture.
Drivers have a legal duty of care, but city design must support them in upholding it. Pedestrians must be cautious, but their environment should also make safe behaviour the natural and convenient choice.
As Singapore continues to grow and evolve, so too must our road systems. The answer lies not just in more penalties or public campaigns, but also in how we design our streets.
When infrastructure nudges everyone towards safer behaviour, the burden on individuals is eased, and everyone—driver, cyclist, or pedestrian—wins.
Let’s build a Singapore where no one feels the need to run across the road just to catch a bus, and where safety is a built-in feature rather than a personal gamble.
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Together, we can all contribute to creating safer roads for everyone.
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