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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“If one school can reduce the number of cars by 700, or more than two-thirds, 10 schools could reduce the number of private cars on the roads by 7,000 daily through similar schemes. So if employers, trade unions and others in the private sector followed the example of MGS, there would be an immediate easing of traffic congestion during peak periods. (c) A widespread system of reserved bus lanes which began with Robinson Road and parts of Market and Cecil Streets on 6th February. Those along Stamford and Bras Basah Roads came into operation from 22nd February, and the next would be along Orchard Road, Penang Road, Somerset Road and Orchard Boulevard as from tomorrow, 15th March. By the end of June, more than 20 busy streets in the Central Business District would have reserved bus lanes to accord public buses the priority they deserve in order to move expeditiously and unhindered by other traffic in limited road space. We are also providing more and wider pavements for pedestrians and kerbside bus stands for bus commuters, wherever possible. (d) Increasing restraints on private cars. As reserved bus lanes come into operation, many existing kerbside parking lots will be abolished. In particular, restrictions would have to be imposed on private cars entering the Central Business District during peak hours. I have mentioned in my reply to the hon. Member for Kim Keat on 4th March that a plan is now being worked out for fringe parking of private cars going into the CBD and commuting in special buses into the CBD. The plan will be published for public discussion and all practical suggestions incorporated before implementation. Finally, Sir, let me assure the hon.”
“- just two hours - and of these, one half are motorists commuting to work carrying an average of 1.3 passengers per car. A Road Transport Action Committee (RTAC) comprising the Permanent Secretaries of the Ministries of National Development, Communications, Home Affairs and Finance (Budget and Development Divisions) was set up in November last year. This Committee is charged with the two-fold task of: - (a) according high priority to the public bus service; and (b) adopting various traffic management measures to reduce the present congestion on our streets. The following traffic management schemes have been introduced: - (a) As from January this year, Government and statutory boards have started staggered working hours for their staff, for a trial period of six months. So far, the response from the private sector to appeals by the Finance Ministry to also adopt staggered working hours has been disappointing. The private sector should respond more effectively to help spread peak period traffic and so ease congestion. (b) The insurance industry has creditably responded to the call from Government to save fuel during the present world oil crises. Car owners participating in car pools would not have their insurance policies invalidated under the present terms of these motor insurance policies. Car pooling will save fuel. More important, it will also ease traffic congestion. In this respect, Mr Speaker, Sir, the Principal of the Methodist Girls' School in Sophia Road is to be congratulated. It was reported in the press recently that from 1,000 cars previously used to carry pupils to and from her school daily, she has successfully, through the enthusiastic support of parents, reduced this number to 300 by promoting a car pooling scheme.”
“Mr Speaker, Sir, that accounts for part (d) of the hon. Member's Question. Parts (e), (f) and (g) would require no answer, since I have replied to part (c) in the negative. The Government's intention is to get SBS to institutionalise and strengthen its management, and not to set up a corporation to take over the public bus operations or to invite others to participate in this corporation. There is no magic in nationalisation of the bus services. What must be done to improve bus services is to enable a reasonable return on its net assets, professional management not based on family or clan relationships, proper servicing and maintenance of buses, fair wages and facilities for bus workers in return for safe driving and courteous service. Part (h) of the hon. Member's Question about development of an efficient mass rapid transit system has been answered by me in this House on 4th March in response to a similar question by the hon. Member for Kim Keat. The position is unchanged. I may add that action to improve the public bus service cannot be successful in isolation At the same time, we have to resolve the increasing traffic congestion on our roads. Greater priority has to be given to the needs of public transport, to pedestrians and to preservation and enhancement of our environment. The problem we face is one faced by all big cities with high-rise buildings. Since the redevelopment of the Central Business District (CBD), the number of people going to work in the CBD has increased more than five times, but the roads have expanded less than two times to cater for the cars, taxis and buses that take people to work at peak hours. A recent count by the Road Transport Working Group showed that about 30,000 cars go into the CBD between 7.30 am, and 9.30 a.m.”
“The Bus Services Licensing Authority Act was amended effective as from September last year to provide for an Inspector to be appointed to inspect the affairs of SBS, if necessary. The report of the Inspector could be published if it is in the public interest to do so. I would not hesitate to use these powers if the management of SBS is found to be abusing their positions and sacrificing the public interest. So far, the need has not arisen. I am monitoring developments closely in conjunction with the BSRC. Mr Speaker, Sir, it is not the intention to withdraw the licence of SBS, establish a statutory corporation, and take over its functions. I am not sure what the hon. Member refers to when he mentions "other public transportation systems". If he is referring to school buses, taxis, etc, may I say that there are 1,860 registered school buses, 350 of which are under the NTUC Comfort Scheme. There are 5,004 taxis, 1,225' of which are in. NTUC Comfort. And up to 9th March, a total of 1,135 Adult Worker Contract (AWC) permits were issued to 959 school buses and 176 to goods and other vehicles to provide transport for workers. Public Transport licences issued up to 9th March to vehicles participating in Scheme B of the Supplementary Public Transport Service, number 290, of which 267 were for school buses and the remainder for goods and other vehicles. There is no need for the Government to carry out a valuation of SBS assets. A preliminary valuation has been carried out by the firm of professional management consultants for initial allocation of shares, as stated earlier. A full and final valuation will be completed by this firm. Any reputable firm of consultants that produces a false valuation can be prosecuted, besides loss of operating privileges.”
“The net asset value was determined by a professional firm of management consultants, SGV-Goh Pte Ltd, in September last year in a preliminary valuation for purposes of initial allotment of shares in SBS to its three component companies - ABC, ABS and UBC. The consultants were commissioned by the three bus companies for this purpose. A fair standard of service would require assets of some $90 million. No one would invest such capital if there is a certainty of losses and no returns. Had the old bus fares, in existence since April 1971, not been revised from 10th February, SBS would have headed for substantial losses. It would have ended up like the Singapore Traction Company. Several conditions have to be satisfied by SBS in consequence of the bus fare revision being allowed: - (a) To provide better terms and conditions of service for its 9,000 workers by implementing, in full, recommendations made by the National Wages Council (NWC), from time to time. Also, the provision of adequate rest rooms, canteens and toilet facilities at all main bus terminals for its workers, which are practically non-existent at present. (b) As SBS is operating an essential public, service, its profits, if any, should not be unrestricted and at the expense of lowering the standard of service. Accordingly, its annual pre-tax profits for the first three years would be limited to a maximum of 8 per cent of its net assets (i.e, net book value of buses less hire purchase obligations) as certified by their auditors. (c) Should annual pre-tax profits exceed the limit of 8 per cent, the surplus would be ploughed back for the purchase of yet more new buses, i.e. SBS would have to embark on an even faster rate of replacement than that mentioned earlier.”
“Building plans are now being put up by SBS' architects, assisted by workshop consultants from major motor assemblers, repairers and suppliers. Under-operation of buses, through poor standards of maintenance, has been a serious defect. The following financial penalties were imposed on the three former bus companies over 1972 and 1973, before the formation of SBS, for under-operation of services: - ABC $ 46,000 ABS $ 73,800 UBC $ 126,350 --------- $ 246,150 ========= Although SBS has provided a performance bond of $500,000, it is not intended to exact any financial penalty for under-operation of buses until after sufficient time has elapsed for all the 400 laid-up buses to be repaired and put back on the road. (c) To require SBS to undertake a faster replacement programme of old buses. This would involve the purchase of a minimum of 1,000 new buses over the next three years, 400 of which would be replacements for old buses over 12 years old, and 600 would be as additions to the fleet. This would cost an estimated $65 million, including interest charges. Between November last year and end of February this year, SBS purchased and put into operation a total of 152 new buses costing $8.4 million, which increased the carrying capacity of its fleet by 11,100 passengers. The measures required of SBS to improve the public bus service involve investment of large sums of money. SBS started operations on 1st November last year, with a paid-up capital of $11 million and net assets (i.e, net book value of buses less hire purchase obligations) of $30 million.”
“This is the Bus Services Reorganisation Committee (BSRC) made up of officials from the Ministry of Communications and Registry of Vehicles, the Managing Director of SBS and the General Secretary of SILO, which represents the bus workers. The BSRC meets weekly, monitoring the operations of SBS and setting the targets for the bus management to attain. The principal immediate tasks of BSRC are: - (a) To get the 400 buses now not in service repaired and put back on the road, as soon as possible. SBS has contracted this work to a private firm of motor repairers to be completed originally by April at an estimated cost of $1.2 million, excluding replacement of major components, of which SBS has on order 227 new engines, gear boxes and rear axles costing another $2 million. Owing to the number of different makes operated, a comprehensive range of spare parts for all the laid-up buses is not available. Only 45 of the 400 laid-up buses were repaired up to 4th March. Now it does not appear likely that the balance of the 400 buses will be repaired until much later than April. The situation should improve when the major components on order are delivered. To speed up the work, SBS will undertake some of the repair work itself with the new personnel it would be employing and temporary repair facilities that are now being provided at the existing depots. In addition, SBS has invited other private motor repairers to contract for some of the repair work. (b) To improve the standard of maintenance of the buses. This involves setting up a Central Depot and Workshop on a 17-acre site at Braddell Road, which has been leased from the Housing and Development Board for 15 years. This Central Depot and Workshop is to be properly staffed and equipped.”
“Mr Speaker, Sir, before I begin my answer, may I first preface my remarks by seeking your indulgence and that of hon. Members of the House if I provide an answer that is rather long, in view of the fact that the Question for Oral Answer tabled by the Member for Kallang is rather long, probably the longest on record, covering one-third of the first page of the Order Paper. And in order to do justice to a subject of public interest, the answer would also have to be reasonably long. Mr Speaker, Sir, let me first assure the hon. Member for Kallang that if it is in the public interest to do so, I would have no hesitation in withdrawing the licence of Singapore Bus Service Ltd (SBS). But I do not believe it would be in the public interest to do so now. Other measures would serve the public interest better. SBS began operations about four months ago. It took over the assets and services of the former three bus companies - Amalgamated Bus Co., Associated Bus Services and United Bus Co. With the assets also came many problems. For instance, it inherited a bus fleet, on paper, of 2,000 buses of which over 400 were broken down and laid-up. This fleet also comprised no less than 17 different makes. Many of the buses had also been repaired, in the past, using non-standard parts or parts cannibalised, or "transplanted" as the Member worded it, from other buses. In the past, there was much duplication of routes and services because of the depot locations of the three former bus companies and to allow each of the three companies a fair share of the profitable and unprofitable routes. With the starting up of operations by SBS and to ensure the efficient management and operation of the sole public bus service, a tripartite committee was formed.”
“The question is very simple, Sir,It is a matter of either having a bus to carry passengers although the bus appears to have smoky exhausts, or to look after the smoky exhausts and thereby have less buses on the road. The answer is simple: let the buses run and look after the passengers first. LIFTS (Proper maintenance of) 3. Mr Teong Eng Siong asked the Minister for Law and National Development (a) whether there are statistics of the lifts installed in Housing and Development Board estates, private housing estates and in Government and private buildings; (b) whether these lifts had been checked and approved by the Government department concerned before they were installed and again, after installation, before they were put into operation; (c) whether steps have been taken to set up a body to make compulsory periodic inspections of all lifts after installations; and (d) for public safety and the cleanliness of lifts, if he will consider introducing legislation to require lifts to be operated by lift attendants only.”
“Sir, this supplementary question looks like an extension of the many supplementary questions that have been raised. I believe it has been stated in this House sometime ago that the present Government has no intention to nationalise the public transport. If a Member puts in an Oral Question and then withdraws it, I am not in a position to answer it. And since he has not raised it, I would say that the position remains the same - there is no intention to nationalise public transport at this stage.”
“Sir, I am sorry to hear that the hon. Member thinks that I am doctoring the SBS. Having seen the collapse of one bus company (the Singapore Traction Company) in December 1971, it is my last wish that the SBS will collapse. I think it is only fair that we should give the bus company some time to get on its feet, because it is only four months since the company started operations as a single organisation. As I have stated, there are a number of deficiencies, including 400 buses not put on the road. To be fair, I must say that SBS has entered into a contract with a motor repairer to repair the 400 buses in six months' time, that is, by April 1974. We should therefore not judge it before then. If it is necessary for "surgical operations" to be done, perhaps I would be in a position to do it then, but not now.”
“The whole scheme of reserved bus lanes was not just the work of one Ministry. I would say that at least three Ministries were involved. The second question is about encouraging more commuters by providing certain facilities which the hon. Member considers should be the responsibility of the bus company. There is no doubt that the bus company should do much more than just print some bus guides. In fact, the company will have to make up for lost time by having more officers appointed so that they can communicate with the public, and the business of the BSRC is to ensure that the needs of commuters are looked after. The other point raised by the Member is that at each of the main terminals there should be sufficient boards to indicate routes of the buses that leave the terminus, and so on. This takes a little bit of time to eventuate. I can assure him, however, that every effort will be made to get the SBS to provide a public bus service that is up to standard. But we have our difficulties, and the first is the objective to get 400 buses, which are now off the road, to be back on the road. Once the public get the buses to travel in, then we can think of other improvements to the service. As to his last suggestion about having two conductors to one bus, may I say that it is our hope that ultimately there will be no conductors in the bus. But that is a long way yet. This is something which we would like to see -that ultimately each bus will be operated by only a driver and the commuters need only to drop their shillings for a ride, depending on distance, and there would not be any conductors at all. But I do not wish to agitate my good Friend, who is in charge of the Singapore Industrial Labour Organisation, by causing a ripple amongst his midst.”
“Sir, I shall endeavour to answer the rather long-winded question with its many provisos. Firstly, on the question of the reserved bus lanes and the problems arising therefrom. Problems will always arise when we start on something new. There will be teething problems. Even the bus drivers and bus conductors realise for the first time now that they have the right of way when they are in the bus lanes. The answer to the question of right of way is very simple. When there is a reserved bus lane, the right of way is the privilege of the buses. Anyone getting into this lane will be booked, and he will have to exercise greater care. If a driver of a vehicle, be it an army truck, wishes to turn left, then if there is a bus lane on his left, he should first have to give the right of way to the bus. He should be more patient before turning left because he has to see that the passage is clear before making his turn. Otherwise he will get a ticket for the offence. With regard to the question about the change of buses and so on and whether adequate steps have been taken to review the situation, I can assure the hon. Member, as well as members of the public, that this matter is constantly under review. If it is found that certain adjustments have to be made to improve the flow of traffic, we will do so. May I also assure the hon. Member that it is not just the Ministry of Communications and a few officials in the Registry of Vehicles who are involved in the drawing of lines on the road. We have a technical team of road engineers and planners from the Ministry of National Development. They are the ones who really plan the whole scheme and, of course, it did receive our criticism as well as that of the Traffic Police in the Ministry of Home Affairs.”
“Buses which do not meet the standards of maintenance specified by the Registry of Vehicles would not be passed for use on the roads and the bus company would be penalised for operating buses which are not up to the standard of maintenance required. False certification of the service record cards would also be subject to penalty. The hon. Member for Sembawang may be assured that every effort is being directed towards ensuring proper maintenance of our public buses with a view to avoiding roadside breakdowns and providing a maximum operational fleet.”
“Up to 28th February last month, only 43 of the buses have been repaired and put back into operation. However, SBS now has, on order, 227 replacement engines, gearboxes and axles costing an estimated $2 million. It is also undertaking some of the repairs itself and is arranging with additional private repairers to assist in the work. To ensure higher standards of maintenance of the buses in future, SBS is leasing a 17.6-acre site at Braddell Road for 15 years from the Housing and Development Board to put up a proper central depot and workshop. Plans for the workshop are now being drawn up by the architects commissioned by SBS with the assistance of consultants from certain major motor suppliers and repairers. SBS has also employed a qualified mechanical engineer to supervise its workshops operations. Arrangements have, in addition, been made for SBS to recruit more motor mechanics and to undertake a proper scheme for motor mechanic trainees in conjunction with the Registry of Vehicles, the Industrial Training Board and the Singapore Industrial Labour Organisation. All public buses are required to be inspected and certified fit by the Mechanical Inspection Unit of the Registry of Vehicles once every six months. These inspections have been intensified and proposals are being studied by the BSRC to ensure that buses appearing for inspection in future have properly documented and certified service record cards. Under the proposals, these cards would show the repair jobs and servicing carried out on the buses in the six months preceding each inspection.”
“It is expected that SBS would finalise the arrangements with those companies which respond, shortly. SBS is also finalising arrangements for installation of mobile VHF communication equipment in its repair vehicles with the control centre at its main workshop. This, when installed, would speed up the repair of roadside breakdowns. In addition, under the Road Traffic (Removal of Vehicles) Rules, the Police are empowered to remove broken down vehicles on the roads which cause obstruction and to charge the owners for removal and storage fees. The present removal charge for a bus is $60 and the storage charge is $20 per day. The Registry of Vehicles and Traffic Police are reviewing this with a view to increasing the rates as a deterrent to roadside breakdowns and incentive to better maintenance. The Traffic Police are also arranging with suitable private contractors for towing away of buses broken down by the roadside which are too large to be towed away by their present contractor. The key, Sir, to reducing the number of buses breaking down by the roadside is, however, to maintain the buses properly. SBS inherited most of its present bus fleet from the three former bus companies, and many of these buses, I am sorry to say, were very poorly maintained. More than 400 were out of repair and laid up when SBS began operations on 1st November last year. Through the efforts of the BSRC, an agreement was entered into by SBS with a private motor repairer to repair these 400 buses at an estimated cost of $1.2 million and to put them back on the road as soon as possible over the six months from November 1973 to April 1974. Unfortunately, owing to the poor state of maintenance, many of these buses are irreparable without replacement of major components.”
“Mr Speaker, Sir, not only are we aware of the daily occurrence of public buses breaking down on the roads, but have viewed it with concern. Since Singapore Bus Services Ltd. (SBS) took over operation of the public bus service from the three former companies - Amalgamated Bus Co. (ABC), Associated Bus Service (ABS) and United Bus Co. (UBC) - on 1st November last year, it has been required to submit daily returns to the Ministry of Communications and the Bus Services Reorganisation Committee (BSRC) on the bus operations. Included in these returns are the number of breakdowns occurring daily. The returns show an average of 35 breakdowns daily over the four months from November 1973 to February 1974. The breakdown figures were counter-checked with daily reports from the Police for the months of November and December only. This represents 2.5 per cent of the daily average operational fleet of 1,400. It should be noted the buses operate for about 18 hours a day, often under congested traffic conditions and severely overloaded. This would strain even the best of equipment. We are as concerned as the hon. Member for Sembawang that buses breaking down by the roads should be quickly removed and not allowed to obstruct traffic. Through efforts of the BSRC. SBS entered into an agreement with a private motor repairer to tow away and repair its buses which breakdown by the roadside in the city area. At the request of the BSRC, SBS also undertook to obtain other private motor repairers to assist in the repair of its buses which break down, including those breaking down by the roadside. Advertisements inviting such private motor repairers to undertake this work were published by SBS in the Press on 14th, 19th, and 20th February.”
“Plans are also being studied for the location of over a dozen parking places around the periphery of the congested Central Business District to accommodate between 25 to 30 per cent of private cars entering the Central Business District at peak hours and arrange for special buses to carry such commuters into the Central Business District. This plan is based on the park-and-ride schemes operational in several large cities where cars which do not use these peripheral car parks have to pay a fee to enter the restricted zone. This plan when finalised will be published. After public discussion the plans may be improved upon before implementation. BREAKDOWNS OF PUBLIC BUSES (Request for effective action) 2. Mr Teong Eng Siong asked the Minister for Communications whether he is aware of the many breakdowns of public buses daily, and if he will consider taking effective steps in the matter such as requesting the Singapore Bus Services Limited to promptly tow away buses which have broken down on the roads so that traffic flow will not be hindered for long and to engage more mechanics and operate a two-shift system, or engage private motor workshops, to expedite repairs of the buses so that they may be put back into service quickly.”
“Mr Speaker, Sir, the Mass Transit Study (MTS) project commenced in July 1972. The project is undertaken with the assistance from the United Nations Development Programme (UNDP) and with the World Bank as its Executing Agency. The aim of the MTS, which is in two phases, is to assist the Government in the formulation of a transportation programme that would efficiently serve present and future needs and complement overall plans for long-range development of the Republic. Phase I of the Study will provide recommendations for development of mass transit services based on comprehensive evaluation and analysis of available transportation alternatives. Phase II will be a detailed feasibility study of the recommended system. Phase I of the Study was recently completed and the Consultants are expected to submit their Final Report around the end of this month. On receipt of the Final Report, the recommendations of the Consultants would be reviewed and submitted to Government for decision. When a decision is made on the system selected for detailed study, Phase II will commence. The details of Phase II cannot be finalised pending a decision on Phase I. For these reasons, it is not possible to say at this stage whether a mass transit system is likely to be operational before 1980. It is relevant for me, Sir, to point out that the objective of the MTS is to provide long-term solutions. For the short-term, as Members are aware, vigorous steps have been and are being taken to improve the public transport system and the traffic situation. These measures include reserved bus lanes some of which are already in operation, as well as measures to restrain the growth of the private car population.”
“Sir, the capacity varies with the type of bus. Some are mini-buses and some are large buses. Whatever it is, overall, they are performing an excellent service. WORK PERMITS (Exemption for Singapore blue identity card holders) 4. Mr Cheong Yuen Chee asked the Minister for Labour whether he will consider exempting holders of Singapore blue identity cards who have resided in the Republic for more than 10 years from having to apply for work permits.”
“Mr Speaker, Sir, as suggested by the Member for Anson, I shall ask the Bus Services Licensing Authority and the Singapore Bus Service Ltd, to look into the feasibility of providing special bus services for school children, at the end of the afternoon school sessions. It is necessary, however, for me to explain that the public bus service is not the only available means of transport for school children. There is in existence a separate school bus service, the expansion of which was one of the recommendations contained in the White Paper on Reorganisation of the Motor Transport Service of Singapore (Paper Cmd 21 of 1970). Out of an original fleet of 149 buses, it was hoped that by the end of the three-year Plan, i.e. June 1973, there would be in existence a total fleet of 600 buses. I am, however, pleased to disclose that the actual fleet of school buses at the end of last month reached a figure of 1,574 buses, which represents 2 1/2 times the target figure and more than ten times the original fleet in 1970 - three years ago. The rapid expansion of the school bus fleet clearly shows that parents and school children are most pleased with this service, and those who are not using this service as yet are advised to do so early instead of having to undergo the inconvenience of having to compete with the adults during the evening peak periods for bus travel.”
“The Bank has assured the Commissioner of Lands that it does not intend seeking compensation if the building is subsequently demolished for re-development. The Bank also reiterated its interest in making a bid for the whole of the ROV site at Middle Road when the site is eventually available for re-development. When completed, the renovation costing approximately $266,000 will provide a total area of 10,500 sq. ft. If the Bank had tried in the open market to lease 10,500 sq. ft. of office space it would have to pay at least $120,000 per annum in rental. The ROV site at Middle Road is unlikely to be available for re-development for another three years. On this basis, even if the Bank's renovated building at Middle Road is pulled down for re-development in three years' time, there would still be a saving of about $94,000 to the Bank in renovating these existing premises rather than renting similar space on the open market. ADJOURNMENT MOTION (Business Motion)”
“Mr Speaker, Sir, in 1970 when the Post Office Savings Bank was part of the Postal Department, it was decided to renovate its headquarters at Middle Road. At that time, the area occupied by the Bank was about 6,000 sq. ft. To cope with the Bank's much increased business, it was necessary to expand the headquarters premises to alleviate congestion. Plans were finalised and funds voted for the project. At the end of 1970, the Bank was informed that the premises of the Registry of Vehicles in Middle Road were earmarked for re-development. Attempts were made to look for alternative accommodation for the Bank but suitable alternatives could not be found. Since it was considered that the Bank's continued use of the premises at Middle Road would be consistent with an urban renewal site, the Bank discussed with the Land Office the question of the purchase of the present building and site. In the discussions, the Commissioner of Lands indicated that the Bank's purchase of the site could only be considered if the Bank had firm plans for the building. The Commissioner of Lands was advised that detailed plans would be submitted in due course and that the Bank was of the view the ROV complex at Middle Road would be suitable for the permanent headquarters of the Bank. The Bank also stated it would be interested in bidding for the whole ROV site when the latter was put up for re-development. On 1st January, 1972, the Bank became a statutory corporation and, as the need for accommodation was very acute, the Bank decided to proceed with renovation of the existing premises, and the Public Works Department was appointed to plan and execute the project.”
“Mr Deputy Speaker, Sir, I beg to report that the Committee of Supply has made progress on the Main and Development Estimates of Expenditure for the financial year 1st April, 1973 to 31st March, 1974, and ask leave to sit again tomorrow.”
“There has been a general misconception that mechanical inspections are strict. They are not strict. They are just minimal, because certain minimal standards must be maintained. The misconception arises from the fact that nine years prior to June 1971 - that goes back to 1962 - the ROV Mechanical Inspection Section had been understaffed because of the inability to recruit qualified personnel. Inspections, therefore, had been cursory. But since 1971 more qualified staff have been recruited, and all of them are now in the Sin Ming Road centre where there are adequate pits for the examination of vehicles. Mechanical inspections, therefore, have been brought up to the standard as they ought to be. This has been misinterpreted as stricter inspections. So let me assure the Member for Sembawang that we are not being too strict. We are just maintaining certain minimal standards of maintenance of vehicles.”
“Certainly, I would like to make it quite clear that we will not tolerate any nonsense, even in motor firms; if they think they can get some illegal money just because we insist on certain things to be done. Lastly, as regards the Member for Sembawang's request not to be too stringent over mechanical inspections, especially if there is a wee bit of smoke, it is very difficult to be lenient because the Member for Potong Pasir has asked, "What is the Minister doing about smoky exhausts?" I do not think I can please the Member for Sembawang. I am afraid the standard of mechanical inspections will have to be maintained. I would not say that it would be strict nor would I say that it should be too lenient, but we have certain standards. May I say that the Member for Sembawang himself has admitted that in the past very little was being done about inspections. It is because very little was being done in the past that, when you begin to reorganise and decide to maintain certain standards of performance, people begin to grumble, "Oh, it is too strict." So I will say that, as he is well aware, taxis are subject to bi-annual inspections; there will be an inspection every six months. Even a new vehicle has got to be looked into. And if it so happens that a new taxi emits too much smoke, therefore, that engine is not properly tuned. It has got to be put right, and therefore it is necessary for certain standards of mechanical inspection to be maintained. I am afraid, therefore, that we cannot reduce the present standard of inspections. That would defeat the reorganisation programme which is to achieve higher standards in our public service vehicles. If the taxis have been reasonably maintained and serviced, they should have no difficulty in getting through the mechanical inspection.”
“I am very glad indeed that it is not the officials in the ROV. Otherwise I will be a very despondent Minister to know that these things are happening under my nose. I am glad that that has been put right. But I was happy to hear that second-hand dealers would be very happy to pay $200 to $300 direct to the ROV for this service so that there would be additional revenue for the Ministry. I am pleased to tell the Member that I am very happy to accept his proposal, and I will see to it that our officials will provide this service, and it may not cost as much as $200 or $300 each.”
“Even in the motor firms, I see no reason why this should be done. I would be most happy indeed if the Member for Changi can provide information direct to the CPIB against the ROV officials or even those in the motor firms.”
“He has questioned why the ROV has restricted the issue of such certificates to just a few large motor firms. It is, therefore, more like a monopoly. What I am interested in is the allegation that several hundreds of dollars have changed hands "under the table" to get things done. That, to me, is a very serious allegation, and I would like the Member for Changi to provide more evidence for the CPIB to look into. I do not think we can tolerate any "under the table" gratification of, I presume, officials in the ROV. 7.30 p.m.”
“Sir, heavy-duty lorries carrying heavy cargo should be restricted to certain hours? I think that is a good point which I will ask the Registrar of Vehicles to look into - the suggestion to restrict the movement of lorries. There will be a yell. And perhaps, as adviser to the Singapore Lorry Owners' Association, I will soon get a petition from them through you, Sir? The other suggestion is the closing of certain roads during peak hours. This may help. There is a committee comprising officials from the Public Works Department, the Traffic Police and the Registry of Vehicles. Officials from these three departments have formed what is known as the Road Improvement Committee, and they are looking into this proposal. They have, in fact, introduced in August last year a special bus lane for buses along New Bridge Road. It is that stretch of road close to Outram Road to the Havelock Road junction. It is a very small stretch, perhaps 200 yards. But it has been considered a success, and it is likely that more such bus lanes will be introduced, Even in a one-way street, where other vehicles will have to obey the one-way street sign, the buses are allowed to go against the traffic stream, to cut short their journey time and to avoid the traffic jam. This has been proved successful in large cities, including London. It is, therefore, likely that from this year onwards, we shall see the introduction of more special bus lanes. May I now move on to the question raised by the Member for Changi? If I heard him correctly, he said that it cost second-hand dealers $50 each to get what is known as a weight certificate from certain motor firms, which have been authorised by the Registry of Vehicles, before they can either re-export the vehicles or re-sell them in Singapore.”
“When I was in Leningrad, I was told that the factories did have staggered working hours and workers could go to the factories at different times, at 7, 8, 9 or 10 o'clock. Of course, in Leningrad there are not many private cars on the road, so that even without staggered hours there is very little traffic on the streets.”
“Sir, I think I should answer the Member for Anson first. Most of the grouses about buses, as he himself has said, have been answered earlier on. I will therefore attempt to answer the few new points that he has raised. As regards air pollution, early last year we did introduce restriction on new petrol driven cars, that is, they should have special crankcase devices, like after-burns, which will therefore reduce air pollution. This has been introduced for new cars. However, we have got hundreds of thousands of old cars, and it will therefore take time to replace them. Then there is the suggestion to reduce congestion by the introduction of staggered hours for schools and offices. This was, in fact, proposed in the White Paper on the Reorganisation of the Motor Transport Service for Singapore three years ago. I think this can be quite upsetting as people would have to change their present ways of life. Nobody seems to be interested in changing routine, but we hope that ultimately the schools and offices may think it desirable to introduce staggered hours for the staff and the school children. This has been found to he reasonably effective in certain countries. For example, in Germany the staff could walk in and clock the time they enter the office, and leave at any time they wish provided they make up the hours in other days. In fact, they can walk in and out of the office as they like provided they do their lot. They have found that this system is very effective from the point of view of productivity. But I think this is only applicable to a small number of progressive firms. This is something idealistic, except, of course, in Communist states.”
“That is asking a lot. I am all in favour, Sir, if only the Minister for Finance will provide the money. Whatever it is, as a result of discussions with the AUPE in June last year, a study was made with the PSA and the Industrial Health Unit on ways and means to further improve working conditions at Nelson Road. As a result, 39 additional wall and stand fans were provided in August last year to supplement the 14 extractor fans and three blower fans. In addition, two improvement projects at a total cost of $59,000 were recently approved by the Ministry of Finance. The projects provide for the installation of special heat insulation material and fibre glass sound insulation material for the roof to reduce heat, and for the installation of additional blower fans and silencers to improve air circulation and to reduce noise. The roof insulation project is expected to commence in the next few weeks, and the other project will be carried out as soon as the equipment has been purchased. All in all, it is considered that working conditions at the Nelson Road centre are much better than those prevailing at the basement of the General Post Office in Fullerton Building. In reply to the hon. Member for Punggol regarding the Philatelic Bureau which was established to encourage the sale of first-day covers, stamps and commemorative issues, I remember when I opened a stamp fair recently, it included a number of school stamp clubs. So we are already getting schools interested to form stamp groups. The suggestion of the hon. Member will be made known to the Philatelic Bureau so that they can spend more time with our school children to set up school stamp clubs, and hence result in more stamp enthusiasts.”
“It shall be done. Lastly, as regards working conditions at Nelson Road, the former PSA warehouse, I am glad that the hon. Member is in the position to say that conditions have improved, but could still be improved further.”
“I hope I have now got the hon. Member right. Per, haps the metal plates on post boxes showing the times for the collection of mail have been defaced so much so that people do not actually know what the collection times are. Sir, what is really needed is only a new coat of paint.”
“Sir, may I first reply to the hon. Member for Sembawang in respect of his request for a sub-post office for Kampung Tengah? If, as he says, there is a population of 10,000 in this kampung, I am sure the Postmaster-General can be asked to review this matter as to whether or not it would be economical to provide such a service. We try to improve our postal services as best we can with the funds that are made available to us. In reply to the hon. Member for Anson on the question of the interchangeability of Division I staff in the Postal Services, I think this is a very good idea, except for the fact that this is a matter for the Treasury (Establishment) in the Ministry of Finance. I understand that Division I posts in the Postal Department are graded as departmental posts. This means that they are a closed Service. In other words those officers who are appointed to these posts stay within the Postal Department. But it may be desirable for these officers to be posted out and for new blood to come in, and I will therefore certainly put his suggestion to the Ministry of Finance for consideration. As for the tampering of mail, I am afraid this is part and parcel of society.”
“Sir, I do not think the matter of height of a building counts. After all, Fullerton Building is not very high. There are towers at the Airport. May I assure the Member for Anson that the Meteorological Department has offices in the Airport itself to provide weather information. Even if the administrative headquarters of the Meteorological Department at Fullerton Building is moved elsewhere, it will not in any way interfere with the accuracy of the readings. So everything should be all right. What I think the Member for Anson is concerned about is the safety of aircraft and ships. May I assure him that even if the headquarters has to he moved out from Fullerton Building to another building, the functions of the Department should all be in order. In fact, at almost every quarterly meeting with my heads of departments, I hear the director say that he is about to he moved from A to B, or B to C, or C to D. Life goes on.”
“Sir, the Meteorological Department always has certain offices at the Airport, because one of its functions is to provide weather information for the safe and efficient operation of aircraft within the Singapore flight information region, which is about one million square miles of space. What the Member for Anson meant perhaps was the administrative headquarters, which is being moved.”
“Sir, the number of passenger movements in Paya Lebar Airport for last year was 2.5 million. The airport consultants, which I mentioned earlier, have estimated that this number will increase to over 3 million by this year, 4.6 million by 1975, and so on. It is felt that a new passenger terminal building will be required by 1976 at the latest. To keep to this target date, a preliminary building plan of this terminal is presently being drawn up by the airport consultants. The capital cost of the project is estimated at $31 million, of which the foreign component cost of $24 million will be financed by the Asian Development Bank. Mr Teong Eng Siong(In Mandarin): Sir, the Minister has replied to my queries. I beg leave to withdraw. Amendment, by leave, withdrawn. The sum of $10,178,380 for Head 0703 ordered to stand part of the Main Estimates. The sum of $37,607,500 for Head 0703 ordered to stand part of the Development Estimates. Head 0704 --”
“Sir, our Ministry has appointed a firm of consultants, the Northrop Airport Development Corporation, to advise the Government on the need for a new air freight terminal. It is the view of the consultants that such a terminal would be required by early 1975. In that year a total of 65,000 metric tons of cargo are expected to pass through our airport. Plans are now in hand to complete the air freight terminal by this target date.”
“Sir, I have already said that I will follow up on the Member's suggestion. I would like to thank him for it.”
“Sir, I am afraid the Member for Punggol does not know how Government Ministries work. It is not that the Minister can just say, "Yes, you can have the air-conditioning." Good Lord! I wish I can do that. It would have been so much simpler. My officials will have to go into this with the Development Planning Control Committee. All that we can do is to make proposals, and the Finance officials will then sit down and generally prune every request. This sum of money asked for has already been allotted for the extension to the departure hall and the ticketing wing, at an estimated cost of $8 1/2 million, and the procurement of three additional conveyor belts at an estimated cost of $270,000. Work on the extension to the departure hall has begun, and even approval for the cost of the conveyor belts amounting to $270,000 is awaited. So I am afraid that all I can do, as I said just now, is to make a very strong recommendation to the Finance officials to reconsider the matter of air-conditioning the warmer half of the terminal building.”
“Sir, work has already commenced, and it will be completed in 1974.”
“We all have strong eardrums to withstand all this noise, and hope for the best in the years to come!”
“Sir, I do not know whether the Member is aware that if the existing runway is extended southwards, the noise pollution would be even greater for a larger number of people in the Katong area. But whatever it is, whether we extend it southwards or northwards, I am afraid that the people of Singapore will have to contend with noise pollution so long as Singapore remains an aviation centre. After all, we are a small island of just 224 square miles. I am afraid that this is part and parcel of our life. The only remedy perhaps would be for the manufacturers to begin developing aeronautical engines with lower decibels. I think this is being done. For example, the Rolls Royce engine which powers the Lockheed Tri-Star is supposed to be a very quiet engine for its size. I believe all the manufacturers of aeronautical engines are working towards that end. For example, people thought that when the Boeing 747 Jumbo arrives in Singapore, the noise of the engines would be too difficult to bear with. In reality, it turned out to be no worse than the Boeing 707. So we hope that, in due course of time, engineers will be able to reduce the decibels of aircraft engines, so that people living close to airports will be less bothered by noise. That is as far as I can go. Today I do not think I am in a position to move the airport from Paya Lebar to some off-shore island. I do not think we have enough space to move around. At the most, we might have to move to Changi. Then, of course, the Member for Changi will stand up and say, "Why come to Changi? Why not go to Sembawang?", or something like that. This is a problem which can be resolved in course of time. We are trying to build a rugged Singapore.”
“Sir, I am sorry to hear from the Member for Sembawang that the representatives from the 200 taxis have applied to the Director of Civil Aviation for an office space and that the application has been turned down. I am not aware either of the application or its rejection. If the SZ car operators have an office there, I cannot see any good reason why taxi operators should not also be provided with an office. I shall therefore ask for this matter to be reviewed. As for the second question about the delay in the handling of baggage, there seems to be all sorts of complaints. However, they have not been directed to my office. Whatever it is, I think it is fair comment. May I say that there will be a change in the management of the baggage handling services at the Airport. At the moment, the Department of Civil Aviation is handling the baggage for six airlines. But a subsidiary of the Singapore Airlines, known as the Singapore Airport Terminal Services (SATS), will take over the services from 1st April, next month. With this takeover, there will be one handling authority, and it should therefore provide a more efficient service. Perhaps next year we would not have to listen to this complaint again in this House.”
“The area of studies covers the whole island of Singapore. A minimum of four alternative public transport systems would be formulated and tested. The study will also estimate the comparative magnitude of investment, because it runs into hundreds of millions of dollars and the operating costs of the various alternatives. The relationship between travel demand and travel cost, and the effect of pricing policies, may also be examined. The alternative Mass Transit Systems are to be compared and evaluated on the basis of cost, service characterisation, the economic benefits and environmental and social implications leading to the recommendation of a system for detailed feasibility studies in Phase II. Phase I of the Study is scheduled for completion by the end of June this year. In April, that is to say, next month, the consultants will present their preliminary findings and recommendations on a preferred Mass Transit System and subsequently the final report. When this report is available, of course, it would go up to Cabinet for a decision. It is only when Cabinet decides that there should be a Mass Transit System that we will get the money to get on with the job. I am afraid I might perhaps be somewhat optimistic when I say that in five or eight years' time we shall be getting a Mass Transit System. That is my wish.”
“Mr Speaker, Sir, may I begin by answering the Member for Punggol that the total cost of this project, the Mass Transit Study, is approximately $3.5 million, of which Singapore's contribution in cash and in kind is approximately $1.1 million. May I say that this Mass Transit Study is being carried on in two consecutive phases. Phase I is concerned essentially with the economic aspects, and includes the examination of existing transport demands and services, forecasts of requirements for transport facilities, and the systematic analyses and comparisons of alternative transport investments and policies. Phase II will deal mainly with the engineering aspects and will consist of a detailed feasibility study of those investment projects for which engineering design or construction is programmed to start before 1977 within the Mass Transit System recommended. The studies are being undertaken with the assistance of the United Nations Development Programme (UNDP) and the World Bank as executive agency. The Mass Transit Study Office was set up in mid-June 1972 with staff from the Ministry of Communications and officers seconded from the Public Works Department, the Planning Department and the Housing and Development Board. For Phase I of the study, the World Bank has appointed the firm of Wilbur Smith and Associates to provide professional services. The consultants were mobilised in Singapore in July last year. A Steering Committee has been established to review policy matters that might require decisions in the course of their study. The Committee is chaired by the Permanent Secretary, Ministry of Communications, and includes representatives from the Ministry of Finance, the Ministry of National Development, and the World Bank.”
“Sir, I can only say that the matter is under liquidation at the moment. Up to this moment of time, the Singapore Telephone Board is involved to the tune of $1 million. But how much of it is recoverable has yet to be ascertained. But whatever it is, may I say this: even if we suffer a million dollar-loss, by changing the contractor we have saved many millions of dollars on equipment.”
“Mr Speaker, Sir, may I seek your consent, and the general assent of hon. Members, to move a motion for the earlier rising of Parliament today? I propose to move that the adjournment be taken at the conclusion of the consideration of Head 0706 today.”