MAIN AND DEVELOPMENT ESTIMATES OF SINGAPORE - FOR THE FINANCIAL YEAR - 1ST APRIL, 1981 TO 31ST MARCH, 1982
I accept the point that people have lost their lives. But I want to put it in proper perspective, that the accident numbers are not that bad. That is my point. In 1980, there were 1,497 persons who were seriously injured in road accidents, whereas in 1979 there were 1,660 persons. In other words, for persons who were seriously injured there has been a drop of 9.8%. Thus, if we combine the number of road fatalities and serious injury cases for 1980 as compared to 1979 there was, in fact, a 7.4% decrease. In other words, in 1980, there were 1,754 persons who died or were seriously injured compared to 1,894 persons killed or seriously injured in 1979. For 1981, i.e. this year, the number of persons killed in January and February was 39 persons as compared to 53 killed in 1980 over the same period. There has been an improvement. The reason why I am saying this is to prove the point that the Traffic Police has been quite effective in their educational programme although they had no national campaign in 1980, as they had in 1979. However, they had a total of 64 road safety exhibitions in 1980 - 11 at community centres and shopping centres, 12 at major worksites, nine at schools, five at trade fairs, 16 at HDB estates in conjunction with Residents' Committees. The Member for Alexandra also mentioned that there has been a high percentage of pedestrians killed on the road and what measures have we taken to try to lower the accident rate among the pedestrians. Among those pedestrians killed, quite a large proportion of them are the aged, over 60 years old, and the Member said that he is at a loss as to how we can get through to them. He has suggested filmlets over TV to put across the message. We will do that but, at the same time we have done something more effective. 5.00 p.m. The Traffic Police has organized exhibitions in void decks of H DB estates. These exhibitions are addressed particularly to the aged and their families. In the old days most families did not allow their aged to go out and cross the road alone. They always made sure that there was at least a young man or woman to accompany and to help the aged to cross the road. That is the message we are putting across to the residents in HDB estates. Part of our campaign is not only to teach them to respect the aged but also to protect them. We also held a campaign in one of the constituencies to get the Residents' Committees to set the example for anyone on the road, namely, that if anyone should see an aged person wishing to cross the road, he or she should come forward and help that aged person to cross the road. The other category of those who were killed were school children. Although there were only nine exhibitions in schools to cater for the school children, I would like to inform the Member that road safety education became part of the school curriculum last year. So it is now much more comprehensive than just holding exhibitions in schools. Another important project to cater for the school children is the building of a Road Safety Park at East Coast Park. In this Park, the children are able to learn road safety rules in a more vivid and more interesting way by participating in the traffic games held there. Each day about 400 children practise their skills at the Road Safety Park. Coming to motor-cyclists, I agree with the Member that they are the most vulnerable road users and, therefore, they should be trained before they are allowed to handle motor-cycles. Last year we conducted a total of six safe-riding courses for beginners and qualified motor-cyclists. Altogether 1,500 riders attended these courses. Whether there should be compulsory training before they are allowed to handle motor-cycles is a matter which is still under consideration. We have found out that that has not been done in many countries, but nevertheless, we are seriously considering the matter. With regard to enforcement, the Member pointed out that the enforcement of traffic rules is being done partly by the Traffic Police and partly by the Registry of Vehicles. As far as the Traffic Police is concerned, there is a clear area of responsibility, that is to say, they enforce the traffic laws with regard to people who use the road, that is, pedestrians, motorcyclists, motorists and so on. The ROV on the other hand enforces regulations on the safety of vehicles. There is a broad difference. But the Management Services Department has gone into this matter and they have made recommendations that responsibilities of the ROV with regard to the implementation of the Points Demerit System and the testing of drivers and riders should also be taken over by the Traffic Police. This is also under consideration and a decision will be made in due course. Turning to the Member for Telok Blangah, he wanted to know whether we have speed limits on our expressways. For his information, the speed limit is determined by the Highway Committee comprising members from the Traffic Police, ROV and the PWD. The Committee considers a number of factors before imposing the speed limit on any particular stretch of road. They include the accident rate, the presence of bends, side-roads, traffic lights and the volume of traffic. Speed limits are regularly reviewed by the Highway Committee. At the moment the Highway Committee is drafting regulations on speed limits on our expressways. Coming to the Member for Khe Bong, he has said that since drivers earn their living by driving and, by the nature of their occupation, that is, long hours on the road, they are exposed to a greater risk of being booked by the Traffic Police. They are, therefore, being inconvenienced or they have to suffer suspension under the Points Demerit System. He has appealed, saying that they should be more favourably treated than the other motorists who do not drive for a living. May I point out to him that from our statistics, not only are they more exposed to booking for traffic offences but, what is more important, they are more exposed to the risk of meeting with accidents. In fact, the figures show that drivers of pick-ups and taxi-drivers contribute more than their fair share of road accidents. For example, the accident mte for taxis was about 884 accidents per 1,000 taxis in 1980. It was a very high rate of accident. The figure for lorries and pick-ups was 257 accidents for 1,000 lorries and pick-ups. If we compare them to the other mc;torists, Members will see a marked difference. With regard to the other motorists, there were only 192 accidents per 1,000 motor cars. That being the case, I do not think they should be given special consideration when they commit traffic offences. They shoufd be treated in the same manner as other drivers for the reason that by giving them a concession we may in the long run do a disservice to them. My view is that it is better for the errant drivers to learn to be more careful and responsible on the road, even at the price of being suspended under the Points Demerit System, than to be maimed or killed on the road which is a much greater tragedy to their family. I think that is a very important point to remember. Being suspended is. one thing but being killed or maimed is another. Moreover, killing and maiming other people is still another factor which should be remembered. However, may I say that if the violation of traffic rules by drivers who earn a living by driving is technical and minor in nature, then we can give them special consideration. In fact, they have been given special consideration for minor and technical offences by both the Traffic Police and the ROV. But I do not think we will be doing them a service by giving them a concession for serious offences.