ESTIMATES OF EXPENDITURE - FOR FINANCIAL YEAR 1ST APRIL, 1972, TO 31ST MARCH, - 1973
I hope Members will agree that it is not necessary to legislate in order to educate. One would think that the Member for Katong is a very impatient man. I think we should not resort to legislation unless as a last resort. I think we should talk, educate and persuade until we are blue in the face and, if it does not work, then perhaps resort to legislation. So with regard to his request, in view of the fact that legislation for the compulsory use of crash helmets has been a great success, whether or not it is time to introduce legislation against jay walking, I would say that I am a patient man and a very patient Minister. I would still say that it is not time yet, as far as I can help it, to introduce legislation against jay walking. Perhaps this time next year I may change my mind if he raises the subject again. Sir, it is true that there is a very' tight schedule for bus drivers to bring their buses back to the terminals. Otherwise, if there were no proper bus schedules, complaints would come from the bus commuters that `they had to wait not half an hour but probably one hour for the buses, in which case the complaints would be even louder. Of course,, we do not believe that bus schedules, should be so tight that drivers should be reckless or that we encourage negligent driving. Far from it. We will take action if it is proved that the driver or the conductor has been negligent in the execution of his duties. As for maintenance of buses, I think bus operators themselves realise that, if they keep a proper maintenance of their vehicles, they will be able to get more out of their buses. Firstly, there will be savings in fuel and the buses will be' able to run for longer periods of time, because when a bus is on the road it is earning money. I think it is in the interest of bus companies themselves to ensure that there is proper maintenance. It is possible that sometimes the buses are unable to keep to the schedule and may be in a very poor condition. I now come to the Member for Anson who, speaking on behalf of bus workers, said that there should be an improvement in their working conditions, vacation leave, etc. Here again, a good bus operator as an employer will see to it that his workers are reasonably paid, with adequate time for rest and recreation, and therefore they should be able to give maximum service. I think I would be exceeding my authority if I tried to say more than this, in other words, to tell the bus operator how to be a good employer. It is understood that it would be in the bus operator's interest to be a good model employer to his workers, and leave it to the union leaders who speak on behalf of the bus workers to negotiate with the employer concerned; and we wish both sides the best of luck. 4.15 p.m. Now I come to the Member for Mountbatten. Before coming to his question of scrapping old buses and so on and so forth, he has asked when would the Enforcement Section of the Registry of Vehicles be operative. I am pleased to say that this section is almost ready to begin its work. We had recommended under the White Paper on the Reorganisation of the Motor Transport Service of Singapore, which was tabled in this House in July, 1970, Command Paper 21, the recruitment of 80 policemen with 40 motor-cycles to be attached to the Registry of Vehicles. We expect this new Enforcement Section to be operational in April, 1972, which means 10 days from now. As early as July 1971, an Assistant Superintendent of Police was seconded to the Registry of Vehicles to get acquainted with the work involved and to lay the necessary groundwork. Thirty policemen and two sergeants were posted to the Registry of Vehicles in January this year. The motor-cycles have also arrived and are registered with distinct numbers - ROV.l to ROV.
40. We do not have to ballot for these numbers. They are for free! The present recruits are now undergoing motor-cycle training, which would be completed in a week's time. A further 30 policemen and an Inspector of Police are expected to join this Section by June this year. The officers in this Section are basically policemen and are vested with all the powers of a police officer. However, they will generally concentrate on the conduct of drivers, especially drivers of public service vehicles, and on the general condition of motor vehicles to ensure that they are mechanically safe and sound. These officers will complement the traffic police strength in antipollution campaigns against motor vehicles. In order that this special force is to be respected rather than feared, they will be instructed to achieve their objective through education and persuasion and, when necessary, only by strict enforcement of the rules. I now come to the main crux of the complaints from Members of the House. The Member for Mountbatten has suggested that old buses should be scrapped and the Member for Anson complained that there is a shortage of buses, followed by the Member for Bukit Ho Swee who complained that the noise of the engines of some old buses are terrible. He has also asked how many new buses have been operating since reorganisation. It is not denied that many buses which are still running are in such poor condition that they should be scrapped and replaced by newer buses. I would suggest to Members of this House and the public that we should ponder a little over this matter to see whether we are pushing matters too hard too soon against our bus operators. If we refer to the White Paper (Command 21 of 1970) tabled in this House on the 21st July, 1970, on the Reorganisation of the Motor Transport Service of Singapore, according to paragraph 4.3 the 10 Chinese bus companies had a total bus fleet of only 768 buses. That was two years ago when this Report was published. But at the end of last month, February, 1972, the total bus fleet of these three Chinese bus companies - the previous 10 companies were merged into three companies -was 1,988 buses, which represents an increase of 1.220 buses, or close to 150 per cent of the fleet which existed `two years ago. Even if allowance has been made for the fact that the ex-Singapore Traction Company fleet of 407 buses were acquired by the three companies in December, 1971, i.e., three months ago, at the price of $2,750,000, Members should bear in mind what the cost is to the operators for the balance of the increased fleet of over 800 new buses -800 over the last two years. Assuming that each new bus costs $40,000 - it could be $40,000 or $50,000 depending on the size of the bus, but let us work on the average of $40,000 - these three bus companies had to find the resources over the past two years to invest a sum of not less than over $30 million. This is not an insignificant amount by any standards; it is not $3 million, or $10 million, but over $30 million. It is just one year ago since the massive reorganisation of our public bus services was put into effect in April, 1971. Had the S.T.C, taken our advice as contained in the White Paper para. 4.15 - STC to be reorganised - that reorganisation was coming and that it would lose its privileged position as the bus company of Singapore since the other three amalgamated companies are coming in as equal competitors, then today, after one year of reorganisation, everything would have settled down. But they did not take the advice and Government had to intervene three months ago in early December to prevent a collapse of STC services. In my view, the present three bus companies, Amalgamated Bus Company (blue), Associated Bus Services (red), and the United Bus Company (yellow), had risen to the occasion by taking over the running of the former STC services. The full operation of ex-STC services resumed with only a break of 24 hours. What is most appreciative on my part was their willingness to take over all the 1,700 drivers and conductors of STC, as otherwise these people would have been unemployed. Therefore, the smooth progress of the bus service reorganisation has suffered only a temporary setback because of the collapse of STC and it is only fair that we should give the three bus companies reasonable time to adjust themselves to this new situation. Only three months have passed, and therefore we cannot pass judgment on the adequacy of our bus services at this juncture. What was the state of the bus services in Singapore a year ago? Take April 1972 as against April 1971, and again, against April 1970, what was it then? Let us give thought to the first before we begin to be critical. Furthermore, although the White Paper lays down an age limit of 17 years for public buses, it is felt that our bus operators will, of their own accord, replace buses even before they have reached the age limit of 17 years. Singapore's bus commuters are so choosy that when an old bus comes along they will not board it. They prefer to wait for another 10, 15 or even 20 minutes for a new bus to come along, and bus operators are aware of this. They know how selective bus commuters can be, and they will, of their own accord, quickly replace them long before the age limit is reached.