Transport connects places of supply with those of demand, in goods, labour, leisure and other socioeconomic functions. Public transport is the main mode of transportation for most people in cities around the world, where a hub and spoke network of roads define the landscape on which people move from the suburbs to work in the city district for industry and business. On the other hand, Singapore, an island city state, is organized differently, with townships self-sufficient in business, food, leisure, work, and light industry scattered around the island, with approximate equi-distance separating them. This is in addition to the central business district and heavy industrial estates that provided many jobs for people and created demand for goods and services. Hence, public transport in Singapore is not predominated by the conventional hub and spoke model common in many other cities. Rather, people move between different parts of a town, between towns, or across the island to find work in a heavy industrial estate or the central business district. Hence, public transport adapts to centers of demand and supply of socioeconomic functions throughout the day through a combination of route planning and time differential frequency of buses and trains, which naturally, provides the highest supply of mobility during morning and evening rush hours. But, given the need to move between socioeconomic function (that of work and lunch and back) between different sectors of the island, there is also a sizeable demand for public transport mobility throughout the working day, especially around noon. Route planning in public transport necessitates the matching of periodic demand along a path through the city that sees alternating areas of work and home, with the need for overall profitability after accounting for lax hours and peak demand. Therefore, route planning is an art form augmented with modern techniques of optimization for answering the age-old question in public transport: how long should a bus route be, or where should I build a train based mass transit line? The latter question is easier to answer given the relatively lack of flexibility of a train system, where it should ideally deliver access to mobility at each town of sizeable population, and the central business district together with the industrial towns as interchanges between different city train lines. Thus, it would be interesting to examine, using techniques of optimization, whether bus routes in Singapore are balanced in meeting supply expectations and profitability along individual routes, or whether shortfall in supply occurs in areas with low population density, but which requires peculiar transport needs to a major industrial estate on another part of the island. Interested readers are invited to explore on the questions above