Miri’s buses are running. Brunei’s reform is still unfolding on paper. We subsidise petrol without asking it to pay its way, yet question whether buses deserve support. Who pays for that contradiction? And after twelve years of plans, when will progress finally reach the people waiting at the bus stop?
KopiTalk with MHO
In the weeks Brunei called for proposals, Miri put free buses on the road. Two years on, Brunei’s new service still needs a public timetable and a clear commitment to keep it running.
Malai Hassan Othman | 3 October 2026
Drive to Miri on a weekend, as so many of us do, and you will pass a bus worth a second look. It is new and low-floored, with room for a wheelchair.
It runs one of eight routes from half past five in the morning until half past seven at night. It is free.
Miri put fourteen of those buses on the road in October 2024.
In those same weeks, Brunei issued its call for proposals to provide, operate, manage and maintain public transport.
Two years on, Miri’s new buses are running. Brunei’s proposed new service has reached the licensing stage.
The licence is real. The Land Transport Department issued it on 30 April 2026 to a company identified for a demand-responsive service, in which smaller buses are booked by passengers and follow no fixed route. The plan is to begin in two zones and widen from there.
In March the Legislative Council was told the on-demand service “akan dilancarkan dengan insya-Allah pada tahun ini”: it would be launched this year, God willing.
In August members asked whether it would start in early 2027. The answer was that it would begin in stages. As recorded, it named no zones, no fare and no date.
The argument came back this week when a video of two Indonesian travellers walking near the airport drew the comment that Visit Brunei 2027 was coming and public transport had not improved. The video proves nothing of the kind. By their own caption, the men were walking to Makkah.
But the comment drew more than a hundred likes, and nobody needed the video to know what it meant.
After I wrote about our buses in October 2024, one public comment asked for one thing: don’t let people wait three hours for a bus from Berakas to Bandar. I have kept that line. Three hours, for a trip most of us drive without thinking.
Kota Kinabalu announced its own overhaul late last year. By August, all eight routes were operating, with 48 buses, real-time tracking and cashless tickets.
The federal government set aside RM88 million over five years to support the programme. The principle was stated plainly at the launch: the bus has to run whether there are passengers or not.
That sentence puts the passenger first. Twelve years after Brunei’s White Paper, it remains the standard against which delivery should be judged.
We tell ourselves the reasons. Our people are spread out. Cars dominate our journeys. The numbers are too small. Miri and Kota Kinabalu have their own geography and traffic to contend with.
Their experience does not settle every question here. It does challenge the idea that car dependency must be solved before better buses can run.
Technology alone does not explain the delay. Brunei piloted live bus tracking on six main lines in December 2022, with Japanese cooperation. Yet in August 2026 our own application was described as still to come.
The clearest difference in the public record is a funded service people can use. Our neighbours have put buses on the road. Brunei has yet to show how its new service will be funded, when it will begin and what passengers can expect.
The operating model was recognised long ago. The Land Transport White Paper of December 2014 envisaged an annual subsidy for improved bus services, with stronger contracts and monitoring.
In 2024 I called that paper a wish list. That undersold it. The tools were written down.
Beside it sat a master plan for four rapid bus lines on 48 kilometres of bus lanes, reported at BND3.24 billion, with a first line envisaged for 2020. The August update did not say what became of it.
We drew the grand design. The ordinary questions remain: how often will the bus come, how long will it run, and who will pay to keep it reliable?
In March 2025 the companies bidding for the new contract asked what support they could expect, given how few people ride. They were told government would evaluate whether intervention was necessary.
Money was committed to bus stops, interchange terminals and digital systems. By August 2026 the ministry was still examining fares, operating methods and support for operators.
A shelter needs money to build and maintain it. A bus service needs recurrent funding for drivers, fuel, repairs and routes whose fares cannot cover their costs.
Infrastructure commitments matter. A clear operating commitment is what keeps the bus arriving.
Why has reform taken so long to become a service passengers can count on? The public record does not establish a single cause. My reading points to three pressures worth confronting.
The first is who rides. The Land Transport Department’s own description says public bus passengers are mostly foreign workers. How directly are their experiences represented when service priorities are decided?
I do not suggest anyone intends to neglect them. But reform needs to hear the people already waiting at the stop.
The second is us. Our petrol is subsidised, and we do not ask it to pay its way. We treat the bus as transport for someone else, then call it uneconomic.
The cost does not vanish. It moves into our own driveways. A second car in a Brunei household often means two jobs in two directions, not money to spare, and the instalments are paid by the same families already carrying parents and children.
The third is continuity. The franchise system dates from 1995, when five companies were appointed for seven years. Reform extending over twelve years needs clear responsibility and a published timetable. Otherwise, each handover risks slowing delivery while passengers continue to wait.
Now add the visitors. Visit Brunei Year 2027 has a target of about one million arrivals. The Council was told in August that domestic transport is one link in the visitor’s journey, and that one weak link affects the whole.
The department lists public bus hours as six in the morning to six in the evening. On those hours, a visitor who lands at seven in the evening will find the public bus has finished for the day.
It is 2026. Wawasan 2035 is nine years away. On paper Brunei has a white paper, a master plan, a pilot, a tender and a licence. The public needs to see what those milestones have changed in the passenger’s day.
So the challenge is a commitment stated in public: how much the state will pay each year to support buses, under a contract that holds the operator to a dependable timetable whether the seats are full or empty.
Then the two zones, the fare, the hours, and the day it starts.
Miri did not wait until its people gave up their cars. It ran the bus first.
The bus goes to the town that has decided to pay for it.
(MHO/10/2026)









