Rejection of vocational driver licence applications due to criminal records

Several of my constituents in Aljunied GRC have approached me to appeal to obtain vocational drivers’ licences to drive taxis or private hire vehicles, after serving their convictions for various offences. While the LTA website states that those who have committed rape, murder or kidnapping will not get a licence — which I think is a reasonable safeguard for passengers — the LTA is less specific about which other offences would debar them. This leaves aspiring taxi or private hire drivers who have committed non-violent offences unclear about whether they would be able to ferry passengers for a living. I sought clarity on this matter with the Minister for Transport. Read on for the answer and my supplementary questions.

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22 March 2023

REJECTION OF APPLICATIONS FOR VOCATIONAL DRIVERS’ LICENCES DUE TO CRIMINAL RECORD

Mr Gerald Giam Yean Song asked the Minister for Transport in the last three years (a) how many applications for the (i) Taxi Driver’s Vocational Licence (ii) Private Hire Car Driver’s Vocational Licence (iii) Bus Driver’s Vocational Licence (iv) Bus Attendant’s Vocational Licence and (v) Omnibus Driver’s Vocational Licence were rejected due to the criminal record of the applicants for offences other than rape, murder or kidnapping respectively; and (b) of these, how many appeals were received and how many were approved upon appeal.

The Senior Minister of State for Transport (Dr Amy Khor Lean Suan) (for the Minister for Transport): Of the more than 15,000 vocational licence or VL applications across the different services in 2022, 226 applications or about 1.5% were rejected due to criminal records, including murder, rape and kidnapping.

 It is necessary for LTA to screen the VL applications to safeguard the interests of the commuting public. LTA may consider appeals from applicants with criminal records depending on the nature of the case. In 2022, 72 out of these 169 appeals were acceded to. LTA considers such appeals carefully to strike a balance between allowing applicants who committed less severe offences to take on driving as a vocation while safeguarding the safety of passengers.

Mr Speaker: Mr Gerald Giam. 

Mr Gerald Giam Yean Song (Aljunied): I thank the Senior Minister of State for her reply. I understand that those who have committed offences like rape, murder and kidnapping will not get a licence. And I think that is a reasonable safeguard for passengers.

However, I have met residents who told me they cannot get back their vocational licence for past convictions for less violent or non-violent offences. This prevents them from earning a living and re-integrating into society.

So, can the Senior Minister of State please provide more clarity on what offences will debar a person from obtaining this licence? I think this will also give some clarity to the passengers to know that drivers who have gotten offences in the past will not be a safety threat to themselves.

Dr Amy Khor Lean Suan: As the Member has rightly pointed out, we need to strike a balance, we need to maintain public confidence, especially for passengers conveyed in public service vehicles, like taxis and private hire cars (PHCs). Whilst we want to give the applicant who has had a criminal record before a second chance in taking up driving as a vocation, we also need to ensure that the interest and safety of commuters  are safeguarded.

So, when we look at the applications, the Member has asked whether there are specific offences that we consider. Actually, criminal offences make up a large range. Besides murder, rape and kidnapping, there is a real wide range of such offences. We will consider them on a case-by-case basis because it is not just the severity of the offence, but also when the offence was committed and also any other mitigating factors like recalcitrance and so on.

So, when an appeal comes in, we will look at it on a case-by-case basis, based on its own merit and make an independent assessment.

Source: Parliament Hansard

Photo by Jeremy Kwok on Unsplash

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How many households own more than one car?

How many households own more than one car?

This is a question I asked Minister for Transport S. Iswaran in November. He said that as of 31 Oct 2022, about 471,000 households own cars. Of these, about 12% own two cars and less than 3% own three or more cars.

This means that about 15% of car-owning households — or 70,650 households — own two or more cars. This is by no means a small number. I followed up by asking what impact these multiple car owners have on the price of COEs, considering they not only add to the demand for cars, but because they tend to be higher income households, they have the ability to pay more for their COEs.

I also asked if the Ministry has any plans to dampen the demand for second and subsequent Category A cars from the same household, so that the limited supply of cars can be spread out more equitably to those who need it the most — for example, caregivers and those who need to drive for work.

Read below for the Minister’s full response and my subsequent supplementary questions:

29 Nov 2022

DATA ON FAMILIES OWNING MORE THAN ONE CAR

Mr Gerald Giam Yean Song asked the Minister for Transport how many households currently own (i) one car (ii) two cars and (iii) three or more cars, including cars owned by different members of the same household. 

The Minister for Transport (Mr S Iswaran): Mr Speaker, as of 31 October 2022, about 471,000 households own cars. Of these, about 12% own two cars and less than 3% own three or more cars.

Mr Speaker: Mr Gerald Giam.

Mr Gerald Giam Yean Song (Aljunied): I thank the Minister for his reply and his figures. Can I ask the Minister two supplementary questions? What impact do these multiple car owners have on the price of COEs, considering they not only add to the demand, but because they tend to come from higher-income households, they have the ability to pay more for their COEs. And secondly, has the Ministry considered the possibility of introducing measures to dampen the demand for second and subsequent Category A cars from the same household, so that the limited supply of cars can be spread out more equitably to those who need it most – for example, caregivers and those who need to drive for work.

Mr S Iswaran: Mr Speaker, I thank the Member Mr Gerald Giam Yean Song for his question. Firstly, I think the underlying thesis is that somehow this component of the COE ownership is driving price increases. If we look at the facts, the proportion that has been accounted for by households in these various categories has been relatively stable over time. There has not been any major shift in patterns of demand. If anything, in fact, multiple car ownership amongst individuals has shown probably a bit of a declining trend; firstly.

Secondly, in terms of what accounts for the COE prices, whilst we can look for many plausible explanatory factors, the fundamental issue is supply and demand. Demand remains unabated, whereas supply is constrained, because we have a zero-growth policy and the supply is determined by de-registrations – which are in part affected by the 10-year cycle because of the historical pattern of car registrations and also because of current economic environment in people’s decisions on the margin – whether they want to de-register or extend their COEs on the cars that they already have.

So, on balance, I would say that it does not necessarily follow that any effort to curb car ownership beyond the first car in any household will necessarily have a dampening effect on COE prices, which is the second point that the Member raised. For two reasons, first, the quantitative impact is unclear as I have just explained; and secondly, because there may be very legitimate reasons why households have a second car or need a second car. So, we have designed a system where the market, based on demand and supply, clears the COEs at a certain price and we need to try not to adjust or affect the fundamentals too much because then it starts to create unintended consequences in the market.

Mr Speaker: Mr Gerald Giam.

Mr Gerald Giam Yean Song: I have a quick supplementary question. I accept that the second and third car households have not contributed to the increase in the COE in recent years, but does it add to the baseline of the COE demand. Because it might well be the fact that the number of households with two or more cars has not increased over the years, but 12% is not a small number, so that could also be causing the baseline price of the COE to be high.

Mr S Iswaran: If I may make two points in response to the Member’s questions. First, as I said the percentage has been stable over a period of time, at a time when COE prices were not so high. So, if the baseline argument is to be made, it must be made consistently across a 10-year cycle.

 And the fact is, it is not so much that part of the equation, but more the supply side that has been affecting the overall prices of the COEs because of what we have seen.

It is also worth noting that households — because implicit in the Member’s question is that multiple car ownership is biased towards higher-income households. I think that is the point the Member is making, if I am correct, is that right? Yes.

So, there is a certain equity argument that is being advanced as well. I would point out that households that own multiple cars are not just those that live in private residential housing. There is actually a distinct proportion that also live in public housing.

So, there are different reasons why people have more than one car and we should have a care in making decisions on how to curb these additional demands.

Going back to the first point, I think that the patterns have not changed dramatically; in fact, it has been fairly stable. But we remain open and I think policy has to be informed by data and the patterns. And we will continue to track them.

Source: Parliament Hansard

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(edit: Changed “15% of households” to “15% of car-owning households”.)

Parliamentary Questions: Rental housing, MRT overcrowding and healthcare expenditure

During Question Time in Parliament on Monday (21 November 2011), I asked five questions on the issues of rental housing, MRT overcrowding, MediShield insurance premiums and claims, Medifund claims and healthcare costs vis-a-vis Singaporeans’ household expenditure. Here are the salient points from the ministers’ answers and debate.

During Question Time in Parliament on Monday (21 November 2011), I asked five questions on the issues of rental housing, MRT overcrowding, MediShield insurance premiums and claims, Medifund claims and healthcare costs vis-a-vis Singaporeans’ household expenditure. Here are the salient points from the ministers’ answers and debate.

Rental housing

I asked National Development Minister Khaw Boon Wan if his ministry would consider allowing those earning more than $1,500 a month to still rent flats from the HDB, but pay higher rental rates.

Currently HDB rules prohibit households earning more than $1,500 a month from renting from HDB, where they enjoy significant rental subsidies. The minister had said individual appeals from those earning slightly more than the threshold are allowed on a case-by-case basis. He said that the government preferred to encourage people to buy flats rather than rent. Citing statistics from recent sales of Built-to-Order (BTO), or new, HDB flats, he pointed out that new three-room flats were within the purchasing power of even households earning less than $1,500 per month, taking into account the housing grants available.

However, from my meetings with residents during meet-the-people sessions (MPS), I have encountered many who earn slightly more than $1,500 a month yet cannot afford to buy BTO flats. Some had just sold their flats, due to divorce or financial difficulty, and could not afford to pay the resale levy on the profits of their sale. Others needed housing urgently and could not wait for two to three years for the BTO flat to be built. In short, many of these residents are shut out of the BTO market and had no choice but to bunk in with friends or family in very crowded conditions. They would usually come to MPS when their friends or family members were threatening to evict them. Rental from the open market is not really an option, since they would need to pay over $800 just for a single room.

Hence my suggestion was to have a middle tier of public rental rates, somewhere in between the $200 or so that HDB currently charges and the $800 open market rental rate, for those who earn beyond the $1,500 income threshold but are not able to buy BTO flats.

The minister said his ministry will look into this suggestion and that he belongs to the “school of thought” which agrees that exceptions can be made for these families.

Continue reading “Parliamentary Questions: Rental housing, MRT overcrowding and healthcare expenditure”

Civil servants: Take better care of your Minister’s bosses

Take care of your Minister, by all means. But take better care of your Minister’s bosses: The people of Singapore who elected him, pay his salary (and yours) and can fire him (at the polls) if he performs poorly.

A blog by Straits Times correspondent Christopher Tan (“Pre-empted by the Internet”) revealed some interesting behind the scenes excitement that took place when the big announcement of the revisions to the Off-peak Car (OPC) scheme got leaked on the Net two days before the Minister for Transport could announce it.

The LTA (Land Transport Authority) gave a closed door press briefing last Friday, banning any recording devices and ordering journalists to embargo the news until Transport Minister Raymond Lim announced it in a speech at a grassroots event on Sunday. But lo and behold, the news got leaked on the Internet that very night.

With this leak, the ST wanted to run the story on Saturday, but was not given permission to by the LTA. So it got run on Sunday morning — still ahead of the Minister’s speech.

What I find disconcerting was the journalist’s description that “the authority’s (LTA) panic was palpable. After all, the leak had stolen the thunder from a Minister’s Sunday speech.

Continue reading “Civil servants: Take better care of your Minister’s bosses”

Reducing train frequency because of H1N1? That’s ridiculous!

According to CNA, SMRT said train frequency will be reduced by 30% once Singapore’s pandemic alert level hits red. This is because its service staff are divided into two teams to prevent the potential spread of the H1N1 virus.

This is the most ridiculous excuse I’ve heard to reduce train frequency! Does SMRT realise what’s going to happen if train frequency is reduced by 30%? Crowds will swell on the platforms and stations, and the trains will be packed even fuller with people (as if they aren’t already). That would surely be a formula for an even more rapid spread of the flu, should anyone of the 8 persons per square metre of train space happen to sneeze or cough.

I know many organisations, particularly government and government-linked ones, have plans to divide into two teams if the situation gets severe, but this is not something that essential services companies should do — or at least it should not affect their operations to such an extent.

Do you hear of Singapore Power, PUB and the police telling us that our electricity, water and security forces will be cut by 30% if the alert level hits red?

Nice try at cost-cutting, SMRT.

Improving Singapore’s Public Transport System – A Commuter’s Perspective

This paper seeks to highlight problems and provide suggestions for improving the public transport system in Singapore. It is based on the author’s own experiences as a middle-income commuter who relies almost exclusively on public transport, with input received from fellow commuters.

 

Land transport a key focus for 2008

In his New Year’s Day message, Prime Minister Lee Hsien Loong announced that a key focus for 2008 for the government is to improve our public transport system, so that more Singaporeans will take buses and trains instead of driving cars. He acknowledged that the government “can do more to make public transport a choice mode of travel”.

Among the proposed measures PM Lee highlighted were long-term goals like building more rail lines. However, he pointed out that there are some changes which “can and should be made more quickly” like improving bus services, making transfers more convenient, as well as running more trains at peak hours. This policy focus by the PM is certainly welcome news for the millions of Singaporeans who depend on public transport to get around.

In January, Transport Minister Raymond Lim unveiled a series of short and long-term changes to the public transport system, a culmination of the Ministry of Transport’s Land Transport Review. This paper builds upon these proposed changes and offers more recommendations for further improvements.

 

‘Good’ is not enough

The standard of Singapore’s public transport system is generally good compared with other major metropolitan areas like Los Angeles and Sydney. However, simply being ‘good’ may not be enough, because of the unique constraints that Singapore faces.

It is the government’s stated goal to make public transport a “choice option” [1] and a “viable alternative to the car” [2]. With just 617 sq km on our main island (much of which is set aside for water catchment and SAF training areas), it is untenable for Singapore to have the same proportion of residents driving their own cars as in, say, Los Angeles, which has a much larger land area.

Hence, with private cars priced out of the reach of most of the population, they are left with little choice but public transport. It is therefore inappropriate to just

benchmark Singapore’s public transport system against other cities in developed countries. In most of these countries, a car can be purchased for as little as $3,000, making private transport a viable alternative for a much larger percentage of the population. Most Singaporeans enjoy no such luxury. Furthermore, we should not be comparing Singapore with countries that are known to have overcrowded and inferior public transport systems. If there are improvements to be made, Singapore should strive for them rather than look backwards.

There are two broad categories of commuters who regularly take public transport:

Category 1: People who cannot afford to buy a car or take taxis except during emergencies;

Category 2: People who may be able to afford a car in the near future.

For the Category 1 commuters, who are likely to comprise the bottom 50 per cent of income earners, the government has a moral obligation to ensure that the cost of public transport is kept affordable, and that most parts of the island (especially where workplaces are located) are within reach of the bus and rail networks.

Public transport operators SMRT Corporation (SMRT) and SBS Transit (SBST) need to continually explore ways to improve the efficiency of their services, so as to keep their costs and fares affordable for this group of Singaporeans.

Category 2 commuters are probably the target of the government’s efforts to make public transport an attractive alternative to cars and cabs. For this group, comfort, convenience and speed are three main factors besides cost that influence their decision whether to take public transport or to drive.

Once these people switch to driving, it is very unlikely that they will return to using public transport. A recent Singapore Press Holdings survey of 295 people who drive cars showed that only two per cent reverted to taking the MRT or buses [3].

With the expected increase of Singapore’s population to 6.5 million from the current 4.3 million and the growing affluence of the population as a whole, it is imperative that improvements be implemented soon to make public transport a more attractive option than cars.

 

Ride or Drive?

For most commuters, the decision on the mode of transport is dictated by three main factors:

a. Comfort

b. Convenience

c. Cost

Lower travel costs are usually the only reason for taking public transport instead of driving. Remove the cost factor, and the comfort, convenience and speed offered by cars or taxis make public transport a hands-down loser.

The key for the government, therefore, is to ensure that costs of public transport are kept low, while increasing comfort and convenience.

Scale of Benefits

Figure 1: Balance of benefits

As illustrated above, as fares and commuters’ income increase, the scale will be tipped in favour of driving. Since fares and income will inevitably increase in the long run, the government and public transport companies need to put in more effort into increasing the comfort and convenience of MRT trains and buses.

 

Problems and Solutions

As a commuter who relies almost exclusively on public transport, I have observed the following key problem areas in our current public transport system:

  • Overcrowded buses and trains;
  • Inadequate trip planning facilities;
  • Inconsiderate commuters;
  • Lack of genuine competition, resulting in ever-increasing fares

This paper offers two sets of suggestions on improving the public transport system in Singapore. The first are the “quick wins” — measures which can be implemented quickly and with minimal cost. The second set of suggestions, while not asking for the moon, will require some policy and perhaps mindset changes to implement.

 

The Quick Wins

Recommendation 1: Lengthen peak hour timings

Unlike many other major cities I have travelled in, including Tokyo, Singapore’s MRT is crowded at almost every hour of the day, including late evenings and weekends.

It has become a norm to be standing sandwiched between other passengers for the entire ride. Passengers jostle for personal space. Women passengers clutch their handbags closely to their chests to preserve their modesty. At least 20 per cent of standing passengers have nothing to hold on to, as the grab poles are located at the centre of the carriages. Whenever the train comes to a sudden stop, many of them get thrown off balance. The situation is magnified for pregnant mothers, senior citizens and people with disabilities. It is simply not safe, in many cases, for them to board these crowded trains.

Is it any wonder that many young Singaporeans will swear to buy a car as soon as they can afford it to escape this madness?

The most distressing times to take public transport are during the morning and evening rush hours, or late at night on weekends. According to SMRT, peak hours are defined as:

Monday to Friday, between 8 to 9 am and 5.15 to 6.30 pm

Saturday, between 8.15 to 9 am and 1 to 2.30 pm

During these times, the train frequency is about 2 to 5 minutes. However, after “peak hours”, train frequency drops to about 7 to 8 minutes. Disappointingly, SMRT’s “peak hours” do not seem to coincide with the full evening rush hour timings, and curiously neither do they coincide with the taxi peak hour surcharge timings (5 to 8 pm).

Busy professionals rarely leave work in time to make it to the MRT station by 6.30 pm. Many (particularly Category 2 commuters) leave work between 6.15 and 7.30 pm. The result is a space crunch as passengers try to get on the trains between 6.30 and 8 pm. Commuters find themselves packed like sardines on both the North-South and East-West lines.

Later at night between 10 and 11 pm, especially on Friday and weekend nights, this crunch situation is repeated when people head home after an evening out in town. Unfortunately, train frequency is not as high as during peak hours and the trains are often packed to overflowing.

SMRT’s 2007 annual report [4] (see Table 1) revealed that while the number of passenger-trips has increased 10 per cent from 2003 to 2007, the number of car kilometres operated actually decreased by 14 per cent. This explains how average car occupancy increased 23 per cent in that same period.

Is it fair for commuters to be paying higher fares yet having to squeeze into much more crowded trains?

SMRT Annual Report 2007

 

SMRT should be compelled to increase its train frequency and extend its peak hour timings.

In response to my suggestion on 23 Sep 07 to extend peak hour timings, SMRT responded:

(T)he current train service frequency is sufficient to meet commuter demand during these time (sic).

On the perception of overcrowded trains, we would like to point out that, although our trains are designed with an engineering limit of 1,800 commuters, we rarely carry more than 1,400 commuters per train during peak hours. In fact, the actual typical average passenger load per train is about 1,200. Furthermore, when benchmarked against 15 of the world’s top metro operators from major cities, we are ranked among the top five with one of the lowest density of passengers on our trains. During peak hours, we have an average of four passengers per square metre, as compared to six passengers per square metre for metros located in other densely populated cities.

SMRT has admitted that during peak hours, there are up to 233 passengers squeezed in to each carriage, and that peak hour passenger density is 4 passengers per square metre. Based on my experience commuting at peak periods, it appears 6 passengers per square metre would be a more accurate estimate.

In any case, even 4 passengers per square metre is too close for comfort. As explained earlier, it is immaterial to benchmark our passenger density against other major cities if we want public transport to be the desired option for most Singaporeans.

To solve the overcrowding problem, SMRT should extend the evening peak hours to 8 pm every day (even on weekends) and have a higher frequency during the late evening from 10 to 11 pm. During peak hours, the train frequency should be 2 minutes. After peak hours, a frequency of 3 to 5 minutes should be the norm. There is no reason to have train frequency exceeding 6 minutes at any time of the day.

I note that it was recently announced that the government will be spending $40 billion by 2020 to extend the rail network, and the Land Transport Authority (LTA) will be working with rail operators to run 93 additional train trips per week from February 2008. These are positive steps in the right direction.

 

Recommendation 2: Develop a harmonised trip-planning e-portal

The available trip-planning facilities on our public transport network are dismal relative to the level of technological advancement of our country.

Although a printed bus guide is available for purchase, it is not convenient to carry around and it is not easy to plan one’s trip using it. SMRT and SBST run their own online bus and MRT guides. However, most people plan their trips based on where they want to go, not which transport company to use. To have to run a web search on both sites is excessively time consuming and confusing.

LTA, SMRT and SBS Transit should jointly develop a harmonised online bus and MRT guide with “intelligent” features that help commuters plan the fastest, most convenient way to get from point A to B — be it on the MRT, buses or a combination of both. This online guide should be viewable even on small mobile screens and should be able to accept queries via SMS.

In order to ensure the best possible product is built using the most appropriate technology available, the government should fund part of its development costs. In addition, the Singapore Land Authority (SLA) should grant permission for the free use of their road maps in this portal.

 

Long-Haul Changes

Recommendation 3: Tackle inconsiderate behaviour

There is an appalling lack of courtesy and consideration among many commuters. This contributes much of the unpleasantness of taking public transport, especially for less able-bodied people.

Some examples of discourteous behaviour include:

  • Not giving up seats to the elderly, pregnant mothers or parents carrying infants;
  • Rushing into the train without giving way to alighting passengers;
  • Not moving to the centre of the carriage or the back of the bus;
  • Leaning against grab poles, preventing others from holding on to them.

Although it is not the core business of public transport operators to teach commuters manners, inculcating a culture of courtesy among commuters could help to make the ride much more enjoyable.

Many commuters do not seem to be aware that they are obliged to abide by certain unofficial rules. For example, the sign located above the corner seats on the MRT, “Please give up this seat to someone who needs it more than you,” is ambiguous and comes across as more of a suggestion than a requirement. It is not surprising that many passengers find it perfectly acceptable to fall asleep (or pretend to do so) on those seats and not give up their seats even if a heavily-pregnant woman is standing in front of them.

The approach of the public transport companies ought then to be

i. Making clear to commuters the behaviour expected of them;

ii. Feed societal pressure to encourage good behaviour;

iii. Focus on educating the young.

A list of suggestions on how to do this is in the annex at the end of this article.

 

Recommendation 4: Introduce genuine competition into public transport

SMRT and SBST form a duopoly over public transport in Singapore. Not only do they control both the bus and rail networks, they control the taxi fleet as well. The rationale for the government’s decision to privatise public transport was to reduce costs to the government and to promote greater efficiency brought about by market pressures.

However, market pressures only work if there is genuine competition. This cannot happen when there are only two players in the market.

The recent move by the government to introduce a tendering system for bus routes is sound in principle. However, unless more independent bus operators are allowed to enter the market, the tendering exercises will serve only as window dressing for the same oligopoly.

The government’s concern about allowing more entrants is that it would impede its efforts to have an integrated bus and rail network. This can be addressed by establishing a common set of standards that different operators are obliged to adhere to. For example, ez-link card readers should be installed on all buses, regardless of operator, and these readers must be able to calculate transfer fare reductions. With the LTA taking over the centralised planning of public transport routes, it would not take much more effort to plan for more than two bus companies to cover all the necessary routes in Singapore.

A similar bidding process should be implemented for MRT lines as well. As there are no other local companies with the expertise to run MRT lines other than SMRT and SBST, foreign operators should be allowed into the market to compete with the incumbents. Ultimately it will be commuters who will benefit from lower fares and better service.

 

Recommendation 5: Appoint only officials who are accountable to Singaporeans to the PTC

The Public Transport Committee (PTC) is seen, rightly or wrongly, by many Singaporeans as a rubber stamp committee which only executes the wishes of the public transport companies.

It would be better to appoint to the PTC land transport professionals (e.g., LTA officials) and elected Members of Parliament from the two largest parties in Parliament. This will ensure that the PTC is both cognisant with the technical complexities of public transport, sensitive to the needs of the people and accountable to them.

Conclusion

While few will deny that Singapore’s public transport system is above average compared to most of the world, there is still much room for improvement if we are to achieve the aim of making it an attractive alternative to driving.

Transport companies need to pay closer attention to comfort and convenience on public transport, and the government has a responsibility to ensure that there is sufficient competition so as to keep prices affordable. Having an affordable, efficient and comfortable public transport system will increase the quality of life for millions of Singaporeans, while easing the congestion on our roads.

Listed in the Annex is a summary of the above-mentioned points as well as further suggestions on how public transport companies can address the problems faced by commuters.

 

Annex

SUMMARY OF PROBLEMS AND SUGGESTED SOLUTIONS

Comfort

Problem

Suggested solution

1

Overcrowded MRT trains and buses

 Increase frequency of MRT trains and buses.

 Lengthen the peak hour timings.

2

Jerky and uncomfortable rides on buses.

 Provide training for bus drivers to start and stop their vehicles more smoothly.

3

Above-ground MRT station platforms hot and uncomfortable during daytime.

 Install fans at all outdoor MRT station platforms.

 Ensure that soon-to-be-installed platform screen doors allow wind to pass through.

4

Passengers not giving up their seats to elderly/disabled

 Clearly demarcate seats designated for the elderly or disabled.

 Paint these seats a different colour.

 Place unambiguous signs at eye level (for seated passengers) instructing — not merely suggesting — that they give up their seats.

 For example:

RESERVED SEAT

For the elderly, disabled, pregnant women or parents carrying infants

 Work with schools to organise educational “behind the scenes” tours of the MRT, and teach students the virtue of considerate behaviour from a young age, encouraging them to lead others in following their example.

5

Passengers (esp. teenagers) playing music aloud on the trains and buses.

 Have signs indicating that playing music aloud is banned.

 This is also implemented in the Tokyo metro.

6

Passengers not allowing others to alight from trains before boarding. Cutting in front of those considerate enough to allow others to alight first.

 Paint ‘queue’ lines outside train doors requiring passengers to queue while waiting to board.

 The first to arrive gets to board first.

 See Figure 2 below.

 Tokyo metro stations have these ‘queue’ lines.

Queue lines outside doors

Figure 2: Queue lines outside train doors

Convenience

Problem

Suggested solution

7

Poor trip-planning facilities

 Develop a harmonised bus and MRT trip-planning e-portal.

8

Lack of connectivity between MRT train lines and bus routes

 Situate bus stops closer to MRT stations.

 Post bus guides at MRT stations so commuters know which bus stop to head to and in which direction.

Cost

Problem

Suggested solution

9

Lack of genuine competition, leading to ever increasing prices

 Introduce genuine competition by allowing more players in the market.

10

Lack of public accountability of public transport regulators

 Appoint to the PTC only LTA officials and elected MPs from the Government and Opposition who are accountable to the electorate.

11

High operating costs for SMRT and SBST, leading to increases in fares.

 LTA to allow more space for advertising in MRT stations and bus interchanges.

 Space on MRT station walls is not being fully utilised for advertising.

 SMRT’s “Tunnel TV” is an innovative way to provide more space for advertisers in MRT tunnels. This should be expanded upon.