Yong Nyuk Lin
Singapore
“Sir, it gives mc a chance to say again that the modified plan cannot be accepted at this stage. But it does give me the opportunity to answer another point which was raised by the Member for Ton Payoh and which I have missed in my answer, i.e, that the fringe area car parks would not be utilized at night.”
“I am sorry, Sir, for failing to answer all the questions raised by the Member for Sembawang. As regards the full implementation of the recommendations of the White Paper which was meant to be completed by the middle of 1973, I can only say that it was not a 100% implementation of all the recommendations.”
“He said that they threw the mail on the floor. Here again, unless a complaint is lodged, we can do little about it because all postmen and postwomen are being told how to behave and to extend courtesy, and what the correct procedure is and methods of delivery of mail.”
“" And if, God forbid, priority national needs should one day call for a limitation of circulation of automobiles or any other measure, no one would then regard it as an intolerable sacrifice. "For in a society where humanism regains fully its rights, the automobile should not constitute an end in itself," Mr Graber said.”
“Mr Speaker, Sir, it is regrettably true that after many of the estimates for Paya Lebar Airport had been voted, revotes had to be asked for. The reason is that it has taken a long time to get all these development proposals started. They are development proposals really, Sir, and plans have got to be drawn and checked.”
“In these circumstances, I hope it will be appreciated that they are stretching themselves far and wide, and there is always a limit to what a human being can do I can assure him that we will continue to enforce the regulations as far as it is humanly possible before getting a complaint from the Member for Sembawang who says that our enfor…”
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“Sir, let us wait for the feasibility study.”
“It would be penny wise pound foolish not to incur the expense of a Feasibility Study before embarking on a $1,000 million project. No prudent Government would choose to avoid such an expenditure. The Mass Rapid Transit System proposed is intended to be a long-term solution for Singapore's public transport needs. Travel analyses carried out have indicated that within the next 15 years public transport demand would be doubled what it is today. This is the result of a combination of factors of growing population, rising affluence, increasing employment and social opportunities. 6.30 p.m. With the present Government policy of discouraging car ownership and its usage, the effect could only result in Singaporeans relying even more on public transport. From observations of bus operations, it is clear that the alternative of public transport, based solely on buses operating on surface streets in mixed traffic, will deteriorate and cannot be a workable solution to cater for the much greater transport demand in the future. A mass transit system is therefore ore recommended to support the development envisaged for Singapore. It is not correct to say that the mass transit system will benefit mostly the motorists. The bulk of its users, if built, is expected to come from the non-vehicle owning trip-makers who have no alternative but to rely on public transport, and to that extent motorists will also use the mass transit system. The number of car trips will be reduced, and hence free road facilities for more essential traffic. During the interim period, until we do have a mass transit system, Singapore will have to rely on the present system of public transport based on buses.”
“In passing. The other two Members, the Member for Anson and the Member for Moulmein, did right by saying that they want to talk on this subject. I happen to share the views expressed by the Member for Moulmein, and I hope I am still brimming with enthusiasm. Sir, Members of the House will recall that at the sitting of Parliament on 28th August, 1974, the Report in Brief (Misc. Paper No. 3 of 1974) was tabled covering the findings and recommendations of Phase I of the Mass Transit Study. I am happy to report that the initial work on Phase II of the Study, which will incorporate more detailed economic and financial evaluation of the recommended system, is underway. Like the earlier phase, Phase II of the Study will be carried out by a team of consultants, supported by Government counterpart staff appointed by the Government and the World Bank. It is expected that this phase of the Study will be completed by the end of this year. For a Mass Transit System of the type and scale being contemplated, the full impact of the system must be studied in order to evaluate the feasibility of the scheme. Such initial feasibility studies usually cost about 1% of the total cost. Assuming a conservative estimate of $1,000 million, or the American term of $1 billion, for the system, the cost for the feasibility studies would be around $10 million. But the total cost of Phases I and II of the Singapore Mass Transit Study is estimated at only $4 1/2 million, which is less than 1/2% of the total cost, of which our Government's contribution is about $2.1 million, the rest being provided under the United Nations Development Programme. The Member for Anson said that it would be a fantastic sum to spend. I would say this to him.”
“Mr Deputy Speaker, Sir, earlier on the Member for Sembawang did raise the matter of the Mass Transit Study and I have indicated that this is probably the right time to reply.”
“Action, quite right. We do hope that given the full cooperation of all car users, we can improve the standards and quality of our public bus service and also reduce traffic congestion on our roads by reducing the high growth of private cars in the quickest possible time.”
“" And if, God forbid, priority national needs should one day call for a limitation of circulation of automobiles or any other measure, no one would then regard it as an intolerable sacrifice. "For in a society where humanism regains fully its rights, the automobile should not constitute an end in itself," Mr Graber said. - Reuter.' Sir, whereas governments elsewhere may still be hesitant whether or not to restrict the movement of cars, we in Singapore have already decided to do so. Being an island city State of only 225 square miles and having to support a teeming population of 2.2 million people, we cannot afford just to sit tight and do nothing. An hon. Member: Action.”
“The World Bank research studies have already conducted interviews with a number of non-car owning households which were completed in November last year, and interviews with car owning households are now in progress. Mr Speaker, Sir, what has been the effect of Government's policy to discourage the rapid growth of car ownership, ever since the Road Transport Action Committee was established in October 1973? The figures of the number of new cars registered for the three-month period, December to February, for the three years are most revealing. From December 1972 to February 1973, the number of new cars registered was 5.068. The year following. December 1973 to February 1974, the number was 4,277, a drop of 16%. From December 1974 to February 1975, the latest figures, the number of new cars registered was 1,978, a drop of 54%. And in view of the latest increase in road taxes announced on 3rd March by my colleague, the Minister for Finance, who is unrepentant, we can expect the downward trend to continue. 6.15 p.m. Let me now quote a news report published in the Straits Times of 15th March, just a few days ago, on page 4, which reads as follows: `Day the car must give way Geneva, Fri. - Swiss President Pierre Graber yesterday opened Geneva's annual motor show - Europe's first major international display of 1975 - by warning that governments might eventually have to restrict the movement of cars. Speaking at the opening of a show at which manufacturers are presenting the largest selection of new models for many years, Mr Graber said that in an evolution towards greater concern with human social conditions "the citizen must know spontaneously how to appreciate situations in which individual interests must give way to those of the national community.”
“It can now be disclosed that the World Bank has indicated great interest in our traffic management measures and are already in the midst of a research study to assess the effects of these traffic management measures. The interest shown is because we are probably the only city in the world to have so many traffic management measures to try to control traffic congestion and to improve the public bus transport.”
“' The intention is clear - our Government, through our Team of Officials in SBS, is determined to raise the standard and the quality of SBS as a public bus service befitting a modern city like Singapore. In our drive to reduce traffic congestion we have, since July last year, started a six-month national campaign to encourage more people to adopt staggered work hours and to encourage the formation of more car pools. Thanks to the cooperation from all sides, we have achieved reasonable success in both respects today. In the case of staggered work hours, over 120.000 workers are now adopting staggered work hours, made up of 60,000 workers employed in 1,138 establishments in the private sector and a similar number of workers in the public sector. As for car pools we have established a Car Pool Management Unit in the Registry of Vehicles at Middle Road in January this year to match car pools through the computer. To-date, more than 5.400 registration forms have been distributed and 316 car pools have been formed, involving 229 adults and 768 school children. In addition, 84 privately-formed car pools involving 417 persons have been registered with our Car Pool Management Unit. Soon, 100,000 car owners who will be receiving their notices for renewal of road tax by post will be receiving car pools publicity brochures as well. We are now on the threshold of implementing two traffic management measures to drastically reduce the present traffic congestion, namely, the park and ride shuttle bus scheme which is scheduled to come into operation in May, that is l 1/2 months from now, and the area licensing scheme which will come into effect a month later in June.”
“However, a public transport system cannot operate efficiently if it is not protected from the congestion caused by private cars in central areas, on high-density routes and in peak-hour traffic. If the traffic congestion cannot be eased through voluntary means, such as staggered work-hours and the formation of car pools, then physical constraints will have to be introduced to obtain a mandatory change. The introduction of reserved bus lanes is one step in this direction.' Further, I said, at col. 467: `It has already been announced that a study is underway to consider a park-and-ride scheme, whereby commuters could park their cars in fringe car parks and take a shuttle bus into or out of the Central Business District during peak periods. Furthermore, measures to curb the rise in private car ownership are also under study.' Mr Speaker, Sir, what is the position today? Firstly, as regards SBS, we have already moved into SBS - a Government Team of Officials which at one stage comprised as many as 140 officers but now reduced to 10() - to reorganise and strengthen its management since the end of July 1974. At the time of the secondment of the Government Team of Officials, it was indicated that it might take two to three years to achieve the objective of providing a clean and efficient public bus service. Although the services of SBS have been improved, however, much remains to be done. After the Government Team of Officials has been in SBS for seven months, the problems to be overcome are indeed greater than at first envisaged. Therefore, it has been stated in the President's Address, [Hansard of 21st February, 1975, col. 6], and I quote: `The bus service is improving. More improvement can be made in another three to five years.”
“Up to the end of February 1975, that is to say, for the last 13 months since it came into operation, no less than 2,700 persons were issued with written warnings for unauthorised use of bus lanes during the restrictive hours. We have not taken any action because we felt that we should give it some time before applying the heavy hand. As everybody knows, since the 1st day of this month the points demerit system has come into operation, and anyone who enters the reserved bus lanes during the restrictive hours will be penalised with four demerit points. I think this should be a sufficient penalty, and if they commit the same offence thrice over they will be suspended and their vehicles might even be expropriated. So we will allow the points demerit system to operate to show the efficacy of the reserved bus lanes. Finally, I come to the park and ride scheme raised by the Member for Anson. He has misgivings about this scheme. 1 have already indicated in my reply to the hon. Member for Toa Payoh that we believe that the implementation of the park and ride scheme and the area licensing scheme will have a significant effect in reducing traffic congestion on our roads. In conclusion, Sir, it may be recalled that at this time last year, during the debate on the estimates for the Registry of Vehicles for the financial year l974-75, I had indicated, as reported in Hansard, of 20th March, 1974 [Vol. 33, col. 466] as follows: `Measures have been and will continue to be taken to provide an adequate public bus service, supplemented where necessary with other feasible forms of public or group transport.”
“I would, therefore, ask the Member if he could be good enough to raise these issues at these monthly meetings and perhaps a happy solution could be brought about. 6.00 p.m. The Member next raised the query about not having got an answer from me last year on why Scheme A buses are not given the privilege to use bus lanes during the peak hours. I thought the reason was given, but may I now say so in full. Scheme A vehicles consist not only of school buses but also vehicles like mini-buses and lorries, and under this scheme the Adult Workers Contract Licences are issued to the operators. Unlike the SBS and Scheme B buses, Scheme A buses operate in such a way as to pick up and set down passengers at certain designated points and not along public roads. Since we introduced the bus lanes as a new measure from February last year we could not throw open the reserved bus lanes for all types of vehicles. At the moment, SBS buses and Scheme B buses number 2,580. When the park and ride scheme comes into operation in May, about 88 shuttle buses will also use these bus lanes. I would prefer allowing the park and ride scheme and the area licensing scheme to operate first before we review further as to whether Scheme A buses may be permitted to use bus lanes. I hope this answer would satisfy the Member for Aljunied - that the matter will be considered at the right time. I now come to the points raised by the Member for Anson who wishes to know that with the introduction of the reserved bus lanes how many people have been called up for contravening the regulations. I have some figures here.”
“I am grateful for the clarification. I have agreed that there appears to be a shortage of taxis, and I am saying to NTUC Comfort, "Please get on with it." I am only trying to give certain possible reasons why if you hail a taxi, the driver ignores you, and that is because of a change of shift. The Member for Aljunied has quite a lot to say because he is directly involved in the management of NIUC Comfort. I am pleased to say that he has made a great contribution in the solving of our transport problem. He has raised the question why the Registry of Vehicles continues to allow those who are not in full-time employment as taxi drivers to renew their taxi licences. According to our records, as at January this year there were a total of 14,390 licensed taxi drivers as against 5,174 taxis. Based on the ratio of 2 1/2 drivers to one taxi, assuming that each taxi would be used for two shifts - he himself has admitted publicly that not all taxis are being used for two shifts - we need only 12,910 taxi drivers for these 5,174 taxis. There would, therefore, be theoretically a surplus of 1,480 taxi drivers' licences. I think he has a point there when he said that if a person who has a full-time employment holds a taxi driver's licence, he is depriving a man who would like to be a taxi driver by profession. The Member must be aware that since September last year the Registry of Vehicles has been holding monthly meetings, and the people who are invited to attend these monthly meetings include representatives from the Traffic Police, the Singapore Taxi Transport Association, the Singapore Taxi Drivers' Association and NTUC Comfort. These meetings have been held to discuss matters concerning taxi operation, the conduct of drivers and other related problems.”
“So there is an artificial shortage of taxis created by taxi owners who do not wish to have their taxis operating on two shifts or even three shifts. In reply to that, I would say this. We have agreed that the NTUC Comfort should have all new licences for taxis. But at the moment they are to get only an additional 200 taxis on the road. In my view I think there should be more taxis. For some reason or other, NTUC prefers not to have too many taxis operating because in 1971, after the bus services reorganisation, taxi business was not so good so that the taxi drivers suffered a drop in their income. So NTUC does not want that to happen again. I would persuade the NTUC to expand their fleet as quickly as possible, because all available new licences will be given to NTUC Comfort. I think the remedy is in the hands of the NTUC Comfort. Of course there are times when there is a change of shift, from Shift I to Shift II, sometime between 3.30 p.m, and 5.00 p.m. It is very likely that the Member for Thomson hailed a taxi when it was changing shift, and so the driver said, "Sorry, I am on my way home."”
“The Member for Sembawang has this to say about taxi drivers: that in view of the fact that taxis have got to undergo a six-month inspection, therefore it would be unnecessary to check on smoky exhausts. I think the Member is quite aware that taxis are very heavily used and if they are not well maintained even after the six-month inspection, then probably within a week or a month they are very likely to have smoky exhausts again. I am afraid that, despite the regular six-month inspection of taxis, if it is reported that taxi XYZ is found to be emitting visible smoke unreasonably, then it will have to report in again, not immediately but after a bit of time. And this is where, after getting the summons, the taxi driver goes to the repair shop, gets it well done up and turns up at the ROV. And, of course, it passes the test. So it cannot be said that it is unreasonable to pull them up. But we are happy that the taxi driver, after getting the summons to appear for an inspection as a result of the complaint of a smoky exhaust, has put matters right. I now come to the complaint of the Member for Thomson. He says he has experienced difficulty in getting taxis. I can confirm that this has been the position for some time. It is true. I do not deny that. But there may be certain reasons for the shortage. I think we can do no better than to look at this morning's newspaper. The Member for Aljunied had occasion to censure certain members of Comfort for failing to let out their taxis to relief drivers. All taxis could be used for two shifts. But some Comfort members prefer to sit on their back side and not let their taxis out, except for certain undesirable practices.”
“In these circumstances, I hope it will be appreciated that they are stretching themselves far and wide, and there is always a limit to what a human being can do I can assure him that we will continue to enforce the regulations as far as it is humanly possible before getting a complaint from the Member for Sembawang who says that our enforcement squad is a bit too strict on taxi drivers. So we can never please everybody. If we attempt to please A, B complains.”
“We shall look further into this matter and, if necessary, introduce legislation to control this problem. The Member for Katong has something to say about the work of our enforcement squad. He mentioned, in particular, heavy goods vehicles from Malaysia emitting smoke and infringing traffic regulations in Singapore. I would like to say two things. I myself have instructed the ROV to look into this matter some months ago, and it is being looked into. But may I just say that there are certain difficulties because of the shortage of staff in respect of this particular department. He has received a written answer (Hansard, Vol. 34, No. 6, cols. 461-2) from my colleague, the Minister for Home Affairs, which was tabled only a few days ago, wherein it was indicated that the ROV enforcement squad, which has an approved establishment of 67, has only 42 personnel. The ROV enforcement squad is actually an offshoot of the Traffic Police in the Ministry of Home Affairs. So we have, therefore, only 60% of authorised strength. Despite this strained staffing position, the ROV enforcement squad has been able to maintain a reasonably high level of performance, not just on smoky exhausts but other duties as well. During the period January 1974 to February 1975, the squad as a whole submitted no less than an average of 1,600 reports monthly. Over the last two months, January and February of this year, the enforcement squad made 4,200 and 3,400 reports respectively, which averages about 100 reports per man.”
“Mr Speaker, Sir, I think the House has already been fully informed about the criticisms and complaints against the Singapore Bus Service Ltd. after listening to two Members who are deeply involved with the affairs of SBS. Firstly, the Member for Boon Teck has admitted that he had been keeping quiet for the last two years because of the overwhelming problems that confronted him. He is a member of the Bus Services Reorganisation Committee which was formed in October 1973 just when the Singapore Bus Service Ltd, was established. 5.45 p.m. My colleague, the Minister of State, has just now tried to answer the criticisms, and he is best suited to do so as he is concurrently the Chairman of the Executive Committee of the SBS since August 1974. The complaints that have been listed out by the Members for Sembawang and Anson and of smoky exhaust by the Member for Katong are not new complaints. They have been voiced in this House for quite some years. Great efforts have been made to improve the situation and, of course, some of them are hardy enough to persist. But we can assure them and the public that every effort is being made, as far as is humanly possible, to put things right. So I do not propose to go further into the matter as I shall, before winding up the debate on this particular subhead on the Registry of Vehicles, have something more to say, not only on SBS but of public transport in general. I will now attempt to answer the various matters raised by Members in this House. The Member for Anson complained about spilling by lorries carrying earth, sand, etc., which has been the cause of a number of accidents. I can assure him that the matter will be looked into, and it would appear that this comes under the purview of the Ministry of the Environment.”
“He said that they threw the mail on the floor. Here again, unless a complaint is lodged, we can do little about it because all postmen and postwomen are being told how to behave and to extend courtesy, and what the correct procedure is and methods of delivery of mail. If we get any report of improper conduct on the part of our postmen or postwomen, it would initially take the form of caution if found guilty, and such conduct will be noted down. If the postman concerned should persistently repeat these irregularities, he will be considered for more severe disciplinary action under the Public Service Disciplinary Proceedings (Delegation of Functions) Rules, 1970, or the Public Service Disciplinary Regulations 1970, as appropriate.”
“I am grateful to the Member for Anson for his concern, and I assure him that this matter will be looked into. May I now come to the Member for Sembawang. He expressed concern for the delay in the delivery of mails. Delays in delivery can happen under the following circumstances. Firstly, incomplete, poor or illegible addressing of mail. Incorrect addressing of mail includes writing the wrong postal district number. Sometimes, due to seasonal peak periods, it takes a bit longer to deliver mail than for a normal day. Of course, it is possible that our own postal workers could have put the mail into the wrong sorting box, and hence incorrectly delivered by the delivery postmen. Under normal circumstances, mails can take up from two to three days to be delivered to the correct address, if posted on a Friday, Saturday or on the eve of a public holiday. Normally it is possible to have an overnight delivery, if posted in Singapore. I have already explained how it is possible for mails to be delivered late for a variety of reasons. At this stage, perhaps I might say that the Postal Services Department has a workforce of only 400 postmen, and they have to deliver no less than 173 million items of mail each year, or an average of more than half a million items each day. Errors may therefore occur, as in the postal service of any country. This does not, of course, mean that inefficient or irresponsible mail delivery is condoned by our Postal Services Department. So if there are complaints I would appreciate it if such complaints are lodged. I understand that there have been no complaints from Sembawang constituency for a long time. The Member for Sembawang, however, did mention about discourtesy on the part of postmen in the delivery of mail.”
“Arrangements will be made with the Registry of Vehicles to conduct Highway Code courses for our postwomen so that they can be employed on scooter delivery, and perhaps we may be able to do away with foot delivery for our postwomen. And we will continue to employ as many postwomen as there are vacancies hereafter.”
“Sir, I must congratulate the Member for Anson for being so chivalrous at his age, watching and observing the behaviour of our post-women. He is certainly a young man at heart! As a result of the high turnover in the postman's grade and to provide more employment opportunities for our women in the Republic, the Postal Services Department made the move to recruit postwomen. They have been recruited through the Employment Exchange. In view of the nature of their duties the Special Committee in the Ministry of Labour has been requested to supply candidates with robust physique for appointment to this grade. At present there are 18 postwomen in service, and I may as well indicate where they are; otherwise every one will think that our postwomen are carrying mails. Eight are on bicycle delivery beats. As it has been indicated that some of the bicycles are probably too high for them, we hope at the next financial year to get bicycles fit for women; probably half the size if the postwomen are of small stature. In the mail collection section, there is one on van driving duty; parcel delivery duty, one; indoor duty at the Mails and Parcels Centre. Nelson Road, one; and seven on foot delivery beats. The complaint is that they have to carry too heavy mail bags. The Postmaster-General has indicated that these bags will be reduced in size to suit their physique. As regards the peak caps, the Member for Anson complains that they are holding them instead of wearing them. These are interim arrangements and action is being taken by the Department to supply our postwomen with suitable peak caps, similar to those used by the Republic's policewomen. It is understood that all our post-women who have been recruited are generally satisfied with their job and working conditions.”
“And we have to go through lengthy administrative clearances to get their approval before a particular project could get off the ground. Next, technical and staffing difficulties are encountered in the preparation of specification and contract documents. For example, in the case of the long range surveillance radar project and the ticketing wing extension, as mentioned by the Member for Kampung Kapur, and conversion of the former postal sorting office all these are involved in development. Next, technical problems arise affecting the commissioning of equipment and radar already purchased and installed. We are still having difficulties, teething troubles, that need adjustments, and this takes time. Finally, delay in the finalisation of detailed design drawings on tendered documents by the appointed consultants, the Northrop Airport Development Corporation, for the Boeing 747 hangar, the new air freight terminal building, the fire station and the new passenger terminal building and the new parking apron. All these are part and parcel of the multi-million dollar projects which take not just months but years. So all I can say is that every effort has been made to get the development projects done. As can be seen, once the Development Planning Sub-Committee approves the plans certain procedures have to be complied with, and this takes time. But every effort is being made to get them through as quickly as possible. These development projects amount to $21.6 million in this case. I think that is about all I can answer really to the question of why there is so much money but nothing appears to be moving. Lots of things are moving. That it moves rather slowly, I agree. Mr Yeo Toon Chia: Sir, in view of the Minister's explanation, I beg leave to withdraw the amendment.”
“Well, it is not as simple as building a house which could probably be done in a few months, and everything is over. Most of these development projects are of a continuing nature and stretch over a number of years. So if the Ministry of Finance feels that a particular project would take five years to complete and that for the next financial year it is possible to spend, say only one-fifth of that amount, that is all that they will allocate for that item. I do not think it a mystery for certain figures to shrink in size, because physically neither the Ministry nor the contractors will be able to make full use of the funds that have been allocated. That is the position, and I think it also answers the criticism of the Member for Telok Blangah. Invariably, the provision in the Development Estimates is not fully spent and the unspent amount need to be revoted, because if we do not ask for a revote, then we would not get it at all. We are lucky if we even have a $10 token vote to keep it alive. So I do not think the Member for Anson need be too excited. Reasons for low spending, and perhaps sometimes of over-estimation, are as follows. There has been delay in the clearance and resettlement of the affected squatters on those sites which are required for development projects. I think hon. Members of affected areas, like Punggol and Tampines, will understand the situation. We do not just evict the squatters. It is not just evicting one squatter but hundreds of them and sometimes thousands, and we begin to move and hasten slowly. Because of the hindrance from squatters, the necessary site preparation work and piling work cannot be done as anticipated. Some of the projects are being partly financed by the Asian Development Bank in Manila.”
“Mr Speaker, Sir, it is regrettably true that after many of the estimates for Paya Lebar Airport had been voted, revotes had to be asked for. The reason is that it has taken a long time to get all these development proposals started. They are development proposals really, Sir, and plans have got to be drawn and checked. First of all, of course, costs have gone up and then we have to seek approval of the Ministry of Finance before we can proceed with tenders and so on. And this has been going on over a period of time.”
“The AWWF representative who boarded the vessel was reported to have said that unless the problems of the electrician and those of three other officers, who were also about to be released by replacement officers being flown out by NOL agents in the Philippines, were resolved no linesmen and tugs would be supplied to sail the vessel. The AWWF representative was said to have further demanded that the crew members of the Neptune Ruby be paid the International Transport Federation rates of pay with retrospective effect from the date the current Articles of Agreement were opened in August 1974, and further that the officers whose services were to be terminated should be paid wages up to the expiry of the Articles, that is, approximately six months' wages. The Neptune Ruby was, however, allowed to leave Melbourne on 26th February, 1975, after the personnel who were to be replaced had been paid three months' wages as severance pay. The demand for the crew to be paid the ITF rates was dropped. NOL has reported that no further difficulties have been experienced in the Australasian ports since the Neptune Ruby incident. May I add that the policy of the NOL continues to be one of giving preference to the employment of Singapore seamen. In fact, 74% of the officers and crew serving on NOL vessels are local personnel. However, in the case of NOL vessels on long-term charter, crew of other nationalities may have to be employed for the time being for operational reasons.”
“Mr Speaker. Sir, I presume the Member for Anson is referring to the reported incident which took place last month involving the Neptune Orient Lines vessel, the Neptune Ruby, in Melbourne, Australia The Neptune Orient Lines has a number of vessels plying to Australasian ports. Before the Neptune Ruby incident there were no reports of interference with NOL ships although, prior to the setting up of the Board of inquiry by my colleague, the Minister for Labour, in February 1973 to look into the dispute between the Maritime Employers and the Singapore Seamen's Organisation, there were a number of reports of interference with ships, both Singapore and foreign registered, in which Singapore seamen were employed by the Australian Waterside Workers' Federation. When the Neptune Ruby was brought into commission in August 1972, she was manned by Singapore officers and crew. However, as the vessel was on long-term charter to a Japanese shipping company whose routes were Japan, Australia and subsequently Japan Caribbean ports, NOL made the decision to employ Filipino crew on the Neptune Ruby with the change of Articles for the seamen in August 1973. The decision was taken while they were on vessels which do not call back periodically at Singapore which are not popular with our seafarers, and have in the past given rise to problems of crew morale, and discipline. When the Neptune Ruby arrived in Melbourne on 20th February, 1975, one Filipino electrician on board, who was to be replaced on disciplinary grounds, did approach the Australian Waterside Workers Federation for assistance.”
“If the Member for Jalan Kayu had followed the statement that was issued by the Ministry of Communications at the time that the team was to be seconded, which was in July last year, he would have realised that after Government had put in so much effort to reorganise, improve and bring the standard of service to a level which we consider is necessary, the Government would not relax its hold on the company we would like to see this private limited company become a public limited company with shares on the Stock Exchange, and that Government would have a shareholding in it. I think it is a little too early to say that we are treating SBS rather cheaply because we have already moved in. We will see to it that profits are not made just for private shareholders and, if and when we succeed, and I think we shall succeed, in raising the standard of this bus company, Government will have a participation in it, and I think it is our duty to do so. I hope it would not appear as if we want to squeeze the lemon dry by getting the maximum out of SBS, so long as Government is not out-of-pocket for it. 3.45 p.m.”
“Mr Speaker, Sir,' 1 wish to compliment the hon. Member, for Jalan Kayu for his cost-consciousness as regards the payment of salaries of staff who have been seconded to assist SBS to reorganise and improve its management. I think it is a very unique and unprecedented move to second more than 100 officers from Government and our Armed Forces to help a private limited company like SBS. It has been done by Government purely because for historical reasons an essential public service, like the bus service, is in the hands of a private company. If it were riot for this, I do not think the Government would lift a finger. The Government would allow the company to collapse and to start a new company. More than 1 1/2 million people travel by bus, and it is not possible for the Government to allow it to collapse. And after the Government Team of Officials has gone in to investigate and find out exactly what was wrong with the company, SBS was not in a position to implement, the recommendations of the Government Team of Officials contained in a report which has been published, and I am sure every Member in this House has studiously read it, including the Member for Kallang. They were not in a position to do a thing for themselves and surely Government had to come in.”
“I am sorry, Sir, for failing to answer all the questions raised by the Member for Sembawang. As regards the full implementation of the recommendations of the White Paper which was meant to be completed by the middle of 1973, I can only say that it was not a 100% implementation of all the recommendations. We tried as far as we possibly could, but many of the details have not been exactly implemented. It will take some time to do so. As regards the Road Transport Action Committee's policies not being implemented fast enough, I think there is a necessity to consider the repercussions. For some, it is probably moving a bit too fast for them. Perhaps it is better to hasten slowly. That is why, for the park and ride scheme and the area licensing scheme, even though the brochure was published more than a year ago it is coming into operation only after one full year of publicity and explanation.”
“Sir, it gives mc a chance to say again that the modified plan cannot be accepted at this stage. But it does give me the opportunity to answer another point which was raised by the Member for Ton Payoh and which I have missed in my answer, i.e, that the fringe area car parks would not be utilized at night. I wish to assure him that this matter has been considered and that these fringe area car parks which can hold as many as 10,000 cars will be economically used. They will be let out for the parking of buses, lorries and even cars, if necessary, at a fee to be charged. So we shall be making full use of these fringe area car parks. The Road Transport Action Committee will be issuing a full press statement to explain the details of the park and ride scheme and the area licensing scheme in the middle of next month. So more details will be made available to Members of this House as well as to members of the public.”
“Motorists can choose to pay for the privilege to drive into the restricted area provided they pay a price, or help reduce traffic congestion through formation of car pools, or participate in the park and ride scheme, or opt for staggered hours outside the 7.30 a.m, to'9.30 a.m, time slot. Only those- and this is a small fraction - who choose and who must enter the restricted zone during these two hours will have to pay a price which we would call a "social cost". This can be viewed as a charge that is being required to pay for part of the cost of constructing the 12 fringe area car parks. Mr Cheong Yuen Chee: Sir, just a point of clarification. In my memorandum to the Hon. Minister sometime ago, my proposed scheme covers the whole of Singapore. But in my speech just now I have particularly modified it so that it applies to only the CBD. So it is not correct to say that about half the number of motorists will be affected throughout the day or all over the island. It is only applicable during the peak period, and this will meet the very objective that we are aiming at, that is, to reduce the number of motor cars entering the CBD. So my present plan is a modification of the earlier one.”
“Firstly, it will place an automatic restriction of almost one half of the car motoring public and, with at least 140,000 cars registered in Singapore, this means that 70,000 car owners will not be able to use those `cars: This is much too high a level of restriction on the movement of private cars for the time being. Secondly, it does not provide such affected motorists with a genuine need or in an emergency to drive into the city because they are not supposed to be on the road. So they just cannot move. Thirdly, such a scheme will affect all motorists whereas the proposed area licensing scheme is only aimed at restricting car drivers from entering the restricted zone and not elsewhere. The restricted zone is effective only for this two-hour period, from 7.30 a.m, to 9.30 a.m, in the morning, thus having a very minimum effect on business and commerce. There is no restriction of entry into the restricted zone outside these two peak hours in the morning. The area licensing scheme provides options to motorists who wish to continue to drive into the restricted zone. It is not just for the privileged few. They can come in at no extra cost provided the car has at least four passengers. In other words, we want to encourage them to form car pools. Another alternative for motorists would be to participate in the park and ride scheme, and those who choose this scheme would do so at an even much cheaper cost than what they would have to pay for seasonal parking in the city area, because the cost of such seasonal parking could be anything from $50 to $70 a month. A serious and conscientious effort must therefore be made by all car owners for a more rational use of our roads in the city.”
“It has got to make unpopular decisions and hard decisions in, order to resolve difficult problems. I can, however, reply more fully to the Member for Toa Payoh's reservations over the success of the schemes which we intend to implement to reduce traffic congestion in the Central Business District. So far, about $7 million has been committed to implement the two traffic management schemes, namely, the park-and-ride and the area licensing schemes. This amount is for the con- struction of 12 fringe area car parks, parking kiosks at these car parks, provision of new bus shelters, provision of daily area licence sale booths and the erection of overhead gantry signs which are now all, over Singapore, as well as new road direction signs. Contrary to what the Member for Toa Payoh says, we expect a significant improvement in traffic conditions `within the CBD following the introduction of these two traffic management measures. Various alternative methods of reducing the number of vehicles entering the CBD during the peak periods have been examined before the park-and-ride and the area licensing schemes were selected as being the most appropriate and effective measures for Singapore. The Member has indicated one method and there are also other methods which ,have been suggested, like - allowing vehicles with registration numbers ending in odd numbers entering the CBD on Mondays, Wednesdays and Fridays, and those ending in even numbers on Tuesdays, Thursdays and Saturdays. 3.15 p.m. In fact, the Member for Toa Payoh did put in a paper and it was studied by the Road Transport Action Committee. Unfortunately we have to tell him that though his idea sounds very simple to operate, there are three major serious difficulties when it comes to implementation.”
“Mr Speaker, Sir, perhaps the criticisms or queries raised `by the `Members "for Sembawang and Anson on the Singapore Bus Service are items which can really be fully answered when we come to amendment (2)* which will be moved by the Member for Boon Teck and amendment (6)+ on the Registry of Vehicles. The amendments read as follows: *(2) That the sum -to be allocated for, Head 0 be reduced by $10 in respect of subhead AAA 1901. +(6)That the sum to be allocated for Head 0 be reduced by $10 in respect of subhead FAA 1107. But the Member for Sembawang raised two other points which I think I can answer now. He mentioned about the progress of the Mass Transit Study. Here again, it comes under amendment (9)* (* The amendment reads as follows:(9) That the sum to be allocated for Head 0 be reduced by $10 in respect of subhead AAA 8101.) and if he wilt be patient enough to wait, we can give him the answer then. But he did mention about the Road Transport Action Committee's policies which are not well received and inquired whether this came within the White Paper on the Reorganisation of the Motor Transport Service of Singapore. I would like to bring to his notice that this White Paper was a three-year plan for the period 1970-73. So it has nothing to do with the Road Transport Action Committee of five Permanent Secretaries, which was appointed in October 1973 after the recommendations of the White Paper have already been more or less accomplished, nor has it anything to do with the follow-up of the recommendations in the White Paper. These are new policies subsequent to the publication of the White Paper. Sir, I beg to differ with the Member that the policies are not well received. If at all they are not popular measures, that I agree. But the Government has to be responsible.”
“Mr Speaker, Sir, I think it would be better to hear all the Others first so that perhaps my answer could he a general one.”
“That is all right. There are people who have not driven for six years, and yet they are still careful when they drive.”
“Since the Member for Katong is so persistent, I will say this. After having had his licence withdrawn for six months, I think as a first penalty he would be cautioned to be more careful when he gets back his licence. We can give it a trial.”
“Yes, Mr Speaker. There is also a valid point raised by the Member for Katong when he talked of mortal sins and venial sins. It is true that under the Points Demerit System points are awarded for very serious offences. In fact, the aim of the Points Demerit System is to identify and remove dangerous drivers first so that the less dangerous drivers will be looked into later. The idea is that we should first deal with those with serious sins. Those with venial sins, the minor ones, we will come to them after this system has been fully implemented. It is a question of a step by step approach. The more serious ones come first, to be followed later by the less serious ones when points will have to be awarded for minor offences.”
“Although the present amendments to the Road Traffic Act were initiated by my colleague, the Minister for Home Affairs, the group of officials from the various Ministries and departments involved in road traffic had to come together to produce these two systems, the Points Demerit System as well as the Ticketing System. This is a means towards an end, and we believe that these two measures will contribute a great deal towards a rationalisation of our traffic problems and should be able to reduce considerably the havoc, the carnage of human lives that are being lost every day. This is not the only problem that is being tackled by the Road Transport Action Committee. There are other measures. In fact, there are as many as ten measures going on simultaneously at this moment. Various traffic management measures are in force or will be introduced that would completely change the pattern of traffic as we see it today.”
“Mr Speaker, Sir, if I may follow up on the Member for Jalan Kayu's comments. He has raised a most interesting point on the question of traffic problems and its solution, that is, the Road Traffic Act comes under the Ministry of Communications but its implementation falls within the purview of the Traffic Police which comes under the Ministry of Home Affairs. This unfortunately has been the position for quite a long time. It is a matter which we have referred to the Management Services Unit of the Ministry of Finance to look into especially the reorganisation of the Registry of Vehicles. After a study of about eight months, they produced a report which recommended that an Authority for Inland Transport be established to bring into it the Registry of Vehicles, the Roads Department of the Ministry of National Development, the Car Parks Division, as well as the Traffic Police of the Ministry of Home Affairs. That was the suggestion put up if we are to make an effective contribution towards the resolution of traffic problems as a whole. Arising out of this, as was stated in the Second Reading speech of the Minister of State, a Road Transport Action Committee was formed in November last year comprising five Permanent Secretaries from four Ministries, that is to say, the Ministries of National Development, Communications, Home Affairs and two Permanent Secretaries from the Ministry of Finance, one from Budget and the other from the Development Division. That is why over the past one year, i.e, from November last year until today, there has been a co-ordinated effort to resolve the problems of traffic in general, and I think we are going places now with this large, all-powerful, high-powered co-ordinating committee.”
“The rail system envisages a network of connections from Jurong in the west through the Central Area to Siglap in the east, with a branch line from the Central area through the Orchard Road corridor, thence to Toa Payoh and ending at Ang Moh Kio to the north. The estimated cost of the recommended 3R MRT system (according to 1972 prices) is $698 million which, however, does not include the cost of rolling stock or financing costs. Government has since decided to proceed with further Phase II detailed study of the recommended MRT system in respect of the engineering, economic and financial feasibility and which is expected to be completed, within a period of six months. The objectives for the Phase II study are as follows: (a) Soils tests along the proposed railway route, with special reference to those sections for which underground construction is recommended; (b) Updated estimates of construction costs, to an accuracy of approximately 20 per cent; (c) Analyses and comparisons of fare structures, ridership and revenues for the railway and scheduled bus services; (d) Updating of costs and benefits for the years 1982 and 1992, and calculations of financial and economic rates of return for alternative investment sequences of the MRT system, having regard to: (i) the impact of planned highway investment, and (ii) the proposed short-term measures to promote the efficient use of existing transport facilities. YOUTH ACTIVITIES (Setting up of co-ordinating body) 7. Mr J. F. Conceicao asked the Minister for Culture whether any decision has been taken with regard to the setting up of a co-ordinating body for youth activities.”
“Mr Speaker, Sir, the long awaited Final Report on Phase I Mass Transit Study has at last been completed and, with your permission, I have earlier on tabled it in this House as a Misc. Paper No. 3 of 1974. This is the Report in Brief, as the actual Final Report is somewhat voluminous with 232 pages and quite technical in character. The Consultants, Wilbur Smith and Associates, in association with Parsons Brinkerhoff - Tudor-Bechtel who prepared the report for the International Bank for Reconstruction and Development, in short, the World Bank, as Executing Agency of the United Nations Development Programme and the Government of the Republic of Singapore indicated several reasons which make it vital that any transport policy needed to support the development envisaged for Singapore must provide for a Mass Transit System. The study examined six alternative systems, viz. (a) an extension of the existing road-based all-bus system on shared rights-of-way; (b) three rail-based systems; and (c) two all-bus mass rapid transit systems incorporating grade-separated busways. Each of these systems was evaluated in terms of operational feasibility, economic costs and benefits and impacts on the community. From the evaluation, the Consultants have recommended a rail-based mass rapid transit 3R system for further detailed study. Briefly, the recommended system has a total length of 24 miles, of which 10 miles would be underground and the balance at surface or at elevated levels. A total of 31 stations are planned, of which 16 would be underground.”
“Mr Speaker, Sir, may I have your permission to table Miscellaneous Paper No. 3 of 1974, a report of the Singapore Mass Transit Study, Phase I, in this House? I shall be referring to this Paper when we come to Question No. 6 for Oral Answer on the Order Paper for today.”
“In respect of taxes, it is a matter for the Ministry of Finance. It does not come under the Ministry of Communications, and I am in no position to answer that. But as regards restriction on kerbside loading and unloading, that will be a matter for the Road Transport Action Committee to look into.”
“Yes, Mr Speaker, Sir, I think the hornets' nests are already stirred and some are buzzing around. And probably I may get one or two stings, that is about all. But I will proceed with what I intend to do. First of all, Sir, I am very touched by the Member for Moulmein when he spoke on the STC collapse and the part he and I played in trying to resolve the problem. I will only say that I was just doing my duty to try to reduce hardship for the workers with the collapse of the company. The whole purpose behind today's statement is that we want to encourage voluntary restraint, because more and more mandatory restraints are coming. So if they do not do anything about it, please do not complain. The Member for Kallang asked when will the restriction on private car travel be introduced. We have already explained that there will be a park-and-ride scheme. It will be published. It will be discussed, and any good recommendations will be incorporated before implementation. I think that should answer most of the questions raised by the Members for Moulmein, Kallang and Kim Seng. Lastly, the Member for Telok Blangah asked whether we are going to do away with the MRT. We have not even come to any decision about the MRT. The report has not been finalised. It has not gone up to Cabinet yet. So there is no decision yet. But we have got to remember always that even if we have the MRT, we still need to have a good public bus service.”
“That comes under the Minister for Finance.”
“As stated in an earlier answer to the Member for Kallang on 14th March, should the need arise, I will not hesitate to exercise my powers under section 9A of the Bus Services Licensing Authority (Amendment) Act, 1973 (No. 27 of 1973) to appoint an Inspector to inspect the affairs of SBS. And, should it he in the public interest to do so, I would also cause the report of the Inspector to be published.”
“This was used as an independent counter-check against the results of the management consultants. All these studies took several months and involved very detailed work. Actual examination of the books of the three former bus companies was not undertaken by my officers for two reasons - firstly, there is no competent accounting staff in the Ministry of Communications and, secondly, it would only have duplicated the work of the auditors of these companies. But the bus companies had, naturally, to convince me that a fare revision was necessary and also as to when the revision would have to be effected, as well as how much it should he, before approval for the revision was given. On the basis of: (a) the audited accounts of ABC, ABS and UBC for year ended 31st March, 1973; (b) the submission of the case for a bus fare revision, on behalf of SBS by its professional management consultants, SGV-Goh (Pte) Ltd, in August and November, 1973; and (c) the counter-checking of figures and projections made by my officials in the Ministry of Communications, I was satisfied that the projected operating losses of SBS, on the old fare structure, would have brought it to a state of insolvency by the middle of this year. Inaction would have brought about an even worse situation than the Singapore Traction Company because when STC, with a paid-up capital of over $14 million, folded up bus operations in December, 1971, it had then an accumulated loss of $9 million. The bus fare revision, which was authorised on 10th February, 1974, and for which I assume full responsibility, was necessary for SBS to be viable. It is all the more necessary if it is expected to improve on its services over the next three years, as required by my Ministry.”
“Mr Speaker, Sir, as explained in press statements issued by my Ministry on 3rd and 20th February, and in replies given by me to recent Questions in this House, the bus fare revision effective from 10th February was allowed after two reports were submitted in August and November last year by professional management consultants commissioned by Singapore Bus Service Ltd. These were closely studied and examined by officials of the Ministry of Communications. The reports of the management consultants were based on the certified and audited accounts of the three constituent bus companies, which comprise SBS. Checking and examination of books of these three companies were done by the auditors of the three bus companies concerned. These certified and audited accounts for the year ended 31st March, 1973, were later submitted to my Ministry separately. However, one of the three bus companies' accounts had the following serious qualification by its auditors, which goes as follows: `We report that we did not obtain all the information and explanations we required because of:- (a) an absence of adequate internal controls; (b) an absence of external documentary evidence to support certain payments; and (c) a failure to properly maintain accounting and other records.' In assessing the reports submitted by the management consultants, my officers had access only to these certified and audited accounts for the year ended 3 March, 1973, as well as to other data obtained from the three bus companies and other sources. In addition, my officers also worked independently of the reports of the management consultants on projected revenue and expenditure of Singapore Bus Service Ltd, based on their own source material.”