OPERATION OF - PASSENGER-TRANSPORT - SERVICES BY THE S.T.C. AND - OTHER PASSENGER-TRANSPORT - COMPANIES UNDER DIFFERENT - ORDINANCES
Mr Speaker, Sir, I refer to my question tabled in this House this morning and the reply given by the Minister. From what I find on the question of the operation of public passenger-transport service, there are two kinds of law - one for the S.T.C. and one for the Chinese bus companies. Prior to April 1956, the law where it controls the public passenger transport service was divided into two parts, as I have just mentioned. The Singapore Traction Ordinance, which controls buses operated by the Singapore Traction Company; and another one, which is section 326 of the Municipal Ordinance at that time and the Hackney Carriage by-laws made after this section 326 of the Municipal Ordinance, controls the Chinese bus companies. After April 1956, the Government thought it best that there should be a licensing authority and it introduced a new law, which is called the Omnibus Licensing Authority Ordinance, to control the Chinese bus companies. Under this legislation, three members were appointed to this authority. One is the Permanent Secretary to the Ministry of Communications and Works, who was made Chairman of the authority. Another one was the Chairman of the Rural Board, and the third member was the then President of the City Council. Unfortunately, with the new City Council that has come into being, neither the Mayor nor the Chief Administrative Officer of the City Council could sit on this authority, because at the time when this authority was introduced it was made clear that only members of the civil service could sit as members of this authority. The Mayor, who is an elected representative, cannot sit on this authority. So is the case with the Chief Administrative Officer who happens to be an employee of the City Council. So after 1957 or 1958 this authority has only two members - one, the Permanent Secretary to the Ministry of Communications and Works, and the other, the Chairman of the Rural Board. Sir, when this authority was introduced, I was told that it was at the initiative of the then Minister for Communications and Works. It was he who had bright ideas of alleged corruption in the City Council and that it would be better to set up a new authority to control the public passenger-transport service, because he felt that even if more members sit on the Board it would not serve any purpose. It was subject to corruption. That was his way of thinking. I cannot understand how he could make it this way. When there are six, seven or eight persons to decide an issue - and it is so difficult to canvass or bribe all of them to come to a definite conclusion - there are allegations of corruption! Now, today with only two members sitting on that authority, there is no corruption at all. I am not suggesting that the members of this authority are corrupted. But I am trying to point out to the then Minister for Communications and Works, who sits right behind me, that his way of thinking about corruption is entirely from the practical side of it. With the introduction of this new licensing authority, the Singapore Traction Company comes under the old law of the Singapore Traction Ordinance, and these Chinese bus companies come under this new Ordinance which also includes the Municipal Hackney Carriage By-Laws. Under these two laws, I find there is a lot of disparity in treatment. I will now come to the different types of disparities. The first is the monopoly given to the S.T.C. The S.T.C. is given a monopoly under a sort of charter and this charter was extended by the City Council for another seven years, because in 1956 the City Council was not able to buy up the S.T.C. The monopoly gives them special rights to run a certain number of routes, they are covered in the Singapore Traction Ordinance, Section 3 of the Ordinance gives the different routes that the S.T.C. were allowed to operate: Telok Blangah Road, Keppel Road, Anson Road, Telok Ayer Street, Cecil Street, Collyer Quay, Fullerton Road, Anderson Bridge and High Street, Hill Street, River Valley Road, Tank Road, Tanjong Pagar Road, South Bridge Road, North Bridge Road, Jalan Sultan, Victoria Street, Kallang Road and Geylang Road (Part), Geylang Road (Part), Bras Basah Road, Prinsep Road, Selegie Road, Serangoon Road, Upper Serangoon Road, Lavender Street, McKenzie Road. And list "b" which was included later: Upper Serangoon Road, Geylang Road, Victoria Street, Hill Street, New Bridge Road, Bukit Timah Road, Rochore Canal Road, Rochore Road. This is the monopoly that has been given to the S.T.C. It is more or less a statutory right that the omnibuses or the buses operated by the S.T.C. should run according to these routes. If they want to apply for new routes, apart from what is in the Ordinance, they will have to apply to the proper authorities. The proper authority are the City Council where it is within the City radius, and the Rural Board where it is outside the City limits it should now be the District Councils. This means that they are only confined to the Ordinance. They are allowed to operate only within the routes I have mentioned. And if they are to apply for any route outside that limit, they will have to submit plans to the proper authorities, showing the way how they are going to run it and the reasons why they are going to run it. I will read the interpretation of the word "Authority": 'the expression "the Authority" means, in the case of that portion of the Island of Singapore situated within City limits, the City Council and, in the case of any other part of the said Island, the District Council;' This part of the law which I have found recently is not in the least respected by this authority, because, as I have mentioned, this authority has only two members sitting on it. You can now find S.T.C. buses penetrating into every other street not listed in the law. Applications are made and if the authority thinks fit to give it to the S.T.C., it just says "Yes" and it goes ahead without reference to the City Council. Why are the applications not referred to the City Council or to the District Council? I quote a case where representations were made to me by the Queenstown Community Centre and the Redhill Community Centre. There are many thousands of residents in these two localities - Alexandra, Queenstown and Redhill kampongs. They come down to Tanjong Pagar or to town either for work or any kind of business. There is no direct service at all from Queenstown or Redhill to Tanjong Pagar, which means that all the residents within these two areas will have to take two or three different buses by different routes to come down to Tanjong Pagar. Apart from this, Sir, there are many school children who attend the Fairfield Girls' School, which is near Cantonment Road. These school children, aged seven, eight or nine, will also have to travel two or three different routes to get to their school. Application for a bus service was made to the City Council about two years ago. At that time the Licensing Authority had not taken over, and the City Council took all the trouble and spent money to widen Cantonment Road, so that it could take the heavy load of these omnibuses. Cantonment Road is now widened and it can take omnibuses. But when that application was referred to the Licensing Authority after it has taken over, it was turned down. I do not know why should it be turned down. If that application had been approved, it would not have caused so much trouble to the bus company that is running that route. It would only necessitate a very slight deviation of the existing route of the bus company that is operating in that area. Why then, Sir, should the residents of Queenstown and Redhill suffer because this Licensing Authority did not look into their plight? On the other hand, Sir, as I have said, the authority has allowed the S.T.C. buses to penetrate into the Chinese bus companies' areas. Why should there be disparity and discrimination, Sir? I think it is either due to the ignorance or inefficiency of the members of that authority who do not look at things in the right way. If the members of that authority claim that they are neither ignorant nor inefficient, then I say it is discrimination of treatment. Because it so happens that the S.T.C. is not an Asian company. It is more or less run and managed by the Whites or the Europeans. That is the reason why. The then Minister at that time was a nominated Minister. He was not aware of the trouble, because he did not stand for election. He does not know what the people want, and he does not know the troubles of the people. The members of that authority also do not know. May I say that the then Minister was a white man and, as a white man, certainly I think he was in his mind pro-white. The Singapore Traction Company is more or less controlled by Europeans and he should be a little bit pro-white. I wonder whether the Minister himself has given a direction to this authority that whenever they decide on these applications for bus routes, they should be pro-white. Because, as far as I understand, Sir, section 4 of the Omnibus Services Licensing Authority Ordinance does give powers to the Minister to issue a directive to the authority. Section 4, reads: "The Minister may from time to time give to the Authority such general directions not inconsistent with the provisions of this Ordinance as he may think fit and the Authority shall comply with all such directions." Sir, it is my assumption - the Member for Tanjong Pagar always assumes things - that the then Minister, who was a white man, would have given directions to this authority that it should be given to a white company and not to any of these Asian companies. If that is the directive, Sir, it is now high time that the new Minister, who is an elected Minister and not a nominated Minister - he is also an Asian - changed that directive. Now, coming to the licence and licence fees, this is where the disparity comes in. The S.T.C. do not pay any licence fee at all to operate bus routes. It was given free of charge to them. You have your buses, you run on the routes that have been given to you. The Chinese bus companies will have to pay $10 every six months for a bus route licence, irrespective of the number of buses that operate on that route. Coming to the licence fee of the vehicle itself. The S.T.C. enjoy the privilege of paying a sort of royalty to the City Council and the Rural Board - 5 per cent of its gross takings, plus two cents for every car-mile run whilst carrying passengers -which means that they only pay 5 per cent of the gro ss profits plus two cents for every car-mile run. This means that an S.T.C. vehicle which is stationed on the S.T.C. premises, does not pay at all. Only when it runs and carries passengers does it pay two cents for every car-mile run. What do the Chinese bus companies pay? First, as a seating fee of $5 per passenger per month. This means that it depends upon the size of the vehicle, and for every passenger the Chinese bus company must pay $5. Second, we have a horsepower tax that we normally pay. We have our vehicles on the roads and the Chinese bus companies must pay the same tax as we pay. This is what is imposed on the Chinese bus companies. Third, Sir, there is the hackney-carriage fee of $30 for every six months. Now, the Chinese bus companies have to pay $10 for the use of a route every six months. On top of that $10, they have to pay a hackney-carriage fee of $30 every six months. Just compare the difference in treatment and the fees paid! Coming to the question of fares, Sir. The S.T.C. are allowed to charge a minimum of ten cents for the first mile and five cents for every subsequent mile. But can the Chinese bus companies start with a minimum fare of ten cents for the first mile? No. I am not trying to suggest that the Chinese bus companies should raise their fares to ten cents for the first mile, because it will make things difficult for the travelling public who will have to pay more for their fares. I am suggesting that the S.T.C. should reduce the fare to five cents for the first mile to bring it in line with the Chinese bus companies. The travelling public would benefit by this. Most people who travel in public transport do not travel long distances as car owners do. It is only on these short distances that the companies make a bigger margin of profit. No wonder the S.T.C. make a lot of money every year! Coming back to accidents and mechanical defects in buses. Sir, if a bus belonging to a Chinese company is involved in an accident or if it has mechanical defects, it has to be brought to the Registrar of Vehicles immediately for a mechanical inspection. Only after the mechanical inspection and after all the defects are attended to can that bus go back on the road. But the S.T.C. under its charter or under the Ordinance, enjoy a privilege. They have their own Registrar of Vehicles to inspect their vehicles. If an S.T.C. bus is involved in an accident or there are mechanical defects in a vehicle, the S.T.C. repairs it in its own shed. I am even prepared to overlook this, but why should it not be sent to the Registrar of Vehicles for inspection after it has been repaired? There are qualified inspectors who can check the vehicle instead of their saying, "All right, you have already repaired your vehicle. You can put it back on the road." The Chinese bus companies must send their vehicles to the Registrar of Vehicles for inspection, and if there are any defects, they are sent to the workshops for repairs. After that they are sent back again to the Registrar of Vehicles for inspection and if they are certified fit for road service, then only can they go on the road. But in the case of the S.T.C. buses, who is there to check whether they have been repaired or not? The S.T.C. can say, "We have repaired this vehicle after the accident." There is no inspector to certify whether that is the case. Their own people pass judgment on their own vehicles. There are many, many more points of disparity, but it may take me too long to describe them. I have already spoken for about 18 minutes and I want to give the Minister a chance to reply if he wants to. Sir, I would like the new elected and Asian Minister - I congratulate him on being an elected Minister and I am much obliged to him for the reply he gave me this morning - to consider my suggestion: one, to put the S.T.C. on the same footing as the Chinese bus companies, or, alternatively, to bring the Chinese bus companies in line with the S.T.C.; and two, to review any directives that may have been issued by the former Minister for Communications and Works to the Licensing Authority consisting of only two men who are supposed to be incorruptible. There should be a Committee consisting of about six men. If there have been such directives issued, they should be withdrawn and new directives issued.