Cycling in Singapore is evolving, so expect joy and expect growing pains!

I looked back to a blog post from ten years ago and it is a fascinating read - "Thoughts about cycling in Singapore".

The important issue though is, how much has changed since?

Well in the past year, so many things have happened in the cycling scene in Singapore and the number of announcements, news items and discussions have far outpaced my ability to keep this ten-year old blog updated!

Stakeholders have been meeting with URA and LTA, sounding out suggestions, consulting on routes and even going on bicycle rides! In a very short time, advocates for cycling as an integral part of city life have become a united group, whether in government or from the ground.

The mission? Introduce, change and improve infrastructure, culture, mindset about cycling as a way of life and be a natural evolution from modern Singapore's foundation as a garden city. Also, we need to teach a lost generation how to ride a bicycle!

Suddenly, many things seem possible. And the people involved are not idealistic, some changes we will happily see now, others we know will only happen in a very distant future - so much so one person hoped he could enjoy some of that change before dying!

Many stakeholders have been advocates for a couple of decades, from their far-seeing conviction of what could be possible in Singapore. Some have been fuelled by their experiences overseas, themselves the fruit of a long, arduous journey involving many groups.

The hurry to appreciate better cycling possibilities hit a hard wall for a long time, with arguments dismissed with the suggestion it was too sweaty to cycle to work. Many believed the dismissal, not having tried mounting a saddle to appreciate the freedom it offered, or discovered the possibilities and joy of cycling to work.

As we grew more urbanised, as foldable bikes flooded the island, as some part of the island were liberated, as we discovered safe short routes at our doorstep, and as people travelled to other cities and experienced the fruits of their efforts and thought about the sort of city we were becoming, as we yearned for ways to liberate our minds from the intensity of city living as all this and more happened, the inevitable happened. The nonsensical suggestions of the past became serious considerations and efforts behind the scenes have begun to be expressed.

At a meeting at the Urban Redevelopment Authority between staff from URA, LTA and stakeholders, some had expected an angry conversation. Instead it was simply fruitful.

Participants found themselves in a conversation with government officers who were familiar with the fundamentals. The group recognised and appreciated experienced suggestions and technical ideas. The focus was very quickly orientated towards the challenges of our inherited infrastructure, attitudes honed by our history and expectations (or lack of) and then on to practical solutions for the short and long-term.

This is the way change often takes place, gradually, over more than a decade!

And this will not be fast enough for some. And there will be growing pains.

The old debates will the resuscitated repeatedly and discussed, often without inheriting the wisdom of the past. Self-serving perspectives will surface noisily - these motorists, cyclists and even pedestrians will argue from a lack of holistic vision or sadly, just selfishness. But I am convinced from public engagements that these are NOT the views of the majority.

I have also been fortunate to experience those who have a vision of a city with considerateness for all users, and these will move the debate towards holistic solutions.

These people inspire, encourage and motivate, and they include folk from all walks of life, civil servants, motorists, cyclists and pedestrians. They give me hope for any and all of the challenges we will face in Singapore.

Eight questions asked and answered in Parliament, 10 Sep 2012

Eight question were raised about cycling in the Singapore Parliament and was responded to on Monday, 10th September 2012. Ministry of Transport: MOT - In Parliament, 10-Sep-2012 Parliamentary Secretary for Transport Assoc Prof Muhammad Faishal Ibrahim Replies to Parliamentary Questions on Road Safety and Cycling

Parliamentary Question 8, Ms Irene Ng Phek Hoong: To ask the Minister for Transport (a) whether cycling is included in the Ministry's transport and infrastructure policy; (b) whether the Ministry has planned for the rising number of cyclists on the roads; and (c) whether a comprehensive and coordinated national strategy to promote cycling as a mode of transport will be introduced, including developing bike-friendly infrastructure and a regulatory framework for cycling.

Parliamentary Question 9, Ms Irene Ng Phek Hoong: To ask the Minister for Transport whether the Ministry has conducted a systematic study on how other developed cities with busy roads have integrated cycling into the traffic system with a coordinated network of lanes, road signages, road markings and traffic signals and, if so, what practical lessons have been drawn that can be implemented in Singapore.

Parliamentary Question 10, Dr Janil Puthucheary: To ask the Minister for Transport (a) what measures does the Ministry intend to adopt to increase the safety of cyclists and reduce the risk of accidents on the roads; (b) whether the Ministry foresees a greater proportion of Singaporeans utilising cycling primarily as a means of transport; and (c) if so, how does the Ministry intend to plan for this shift in behaviour.

Parliamentary Question 11, Mr Yee Jenn Jong: To ask the Minister for Transport (a) what is the outcome of the $43 million pilot programme undertaken by the Ministry since 2009 to design and construct dedicated cycling paths in the five selected HDB towns of Tampines, Pasir Ris, Taman Jurong, Sembawang and Yishun; (b) whether there will be a detailed public report on the outcome of the programme; (c) what are the lessons learnt that can be applied to having similar cycling paths or cycling lanes in the rest of Singapore; and (d) what other lessons have the Cycling Facilitation Committee learnt that may be applied to improving safety for both cyclists and other road users.

Parliamentary Question 12, Mr Nicholas Fang: To ask the Minister for Transport given the current regulations requiring motorists to undergo training and testing before being licensed to go on the road, whether it is possible to (i) put in place a similar requirement for all cyclists to undergo training and education on safe road use before being allowed to take to the roads; and (ii) increase information for motorists on how to drive safely in relation to cyclists in order to reduce the number of accidents involving cyclists on Singapore roads.

Parliamentary Question 13, Ms Janice Koh: To ask the Minister for Transport (a) what is the number of reported traffic accidents between pedal cyclists and motorists each year since 2008; (b) how many such fatalities have resulted each year since 2008; (c) what are the main causes of such accidents; and (d) whether there is a need to re-consider calls for bicycle-lane markings or dedicated cycling lanes on our roads to better protect our pedal cyclists.

Parliamentary Question 14, Ms Irene Ng Phek Hoong: To ask the Minister for Transport given the increasing number of cyclists on the roads (a) what are the Ministry's plans for improving road safety for cyclists; (b) whether a campaign will be mounted to change the attitudes of motorists towards cyclists and to condition motorists to look out for them; and (c) whether the Ministry will review the penalty framework for driving offences that cause death to pedestrians and cyclists.

Parliamentary Question 15, Dr Lim Wee Kiak: To ask the Minister for Transport in view of the recent spate of traffic accidents including fatalities involving cyclists and motorists on Singapore roads (a) what measures have been taken in the last five years; and (b) what additional measures are in the pipeline to curb such injuries and loss of lives.

Parliamentary Question 16, Dr Janil Puthucheary: To ask the Minister for Transport (a) how many cyclists were killed in the last five years as a result of traffic accidents; (b) of these accidents, in how many cases were the cyclists deemed to be at fault; (c) whether the Traffic Police will consider publishing a list of cycling accident blackspots; (d) how does the usual punishment for a driver causing the death of a cyclist compare with other criminal offences where a death was unintentionally caused; and (e) whether the Ministry will consider reviewing the $20 composition fine on errant cyclists who are found to have flouted rules.

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Reply by Parliamentary Secretary for Transport Assoc Prof Muhammad Faishal Ibrahim to Parliamentary Questions on Road Safety and Cycling

"Mr Speaker Sir, I thank Members for their questions on cycling."

Building a Network of Off-Road Cycling Paths

2. In recent years, recognising its increasing popularity, my Ministry has taken active steps to facilitate cycling as a mode of transport, starting with a $43 million pilot programme in 2009 to construct dedicated cycling paths in 5 selected HDB towns - Tampines, Pasir Ris, Taman Jurong, Sembawang and Yishun. We have since expanded it to 7 towns with Bedok and Changi-Simei coming on board. Now, under our National Cycling Plan and with the support of our partner agencies, we will also be rolling out basic cycling infrastructure in all new developments - in the Marina Bay area, new housing estates, as well as during major estate upgrading programmes under the Remaking our Heartland (ROH) initiative by HDB.

3. These plans take time to roll out but already, we have provided 6.4 km of dedicated cycling paths in the first 5 cycling towns. By 2014, this will increase to well over 50 km in our HDB towns. In addition, LTA has recently provided 1.5 km of cycling paths along the perimeter roads of the new Gardens by the Bay, and the plan is to provide up to 16 km of cycling paths in the Marina Bay downtown area as the area develops.

4. These cycling paths that we are building are dedicated off-road paths, allowing us to segregate cyclists from on-road vehicles, as well as separating pedestrians from cyclists. We are investing in such cycling paths as they are safer for cyclists of all proficiencies, cater to the most number of users, and are generally planned to cater to short intra-town cycling trips, for example to key amenities and transport nodes like MRT stations and bus interchanges.

5. We recognise that some cycling commuting trips are made between towns. For these less prevalent trips, we will look into linking up the intra-town cycling paths. Where appropriate, we will capitalise on the Park Connector Network, which will eventually allow us to achieve a larger, safe cycling network that can cater to longer-distance travel.

On-Road Cycling

6. There have also been calls for the Government to do more for on-road cycling. In Singapore, land is a scarce commodity and, I dare say, road space is even scarcer. Most of our roads today are optimally sized for traffic conditions, and adding a dedicated lane for non-motorised traffic would require additional land, or the narrowing of existing vehicle lanes, with attendant adverse traffic impact. Given our circumstances, we have therefore prioritised off-road cycling, which is safer and can cater to greater numbers of people.

I hope that Members and Singaporeans will understand that there will be these trade-offs, and that the Government is unable to accommodate all the wishes of all small communities, but must think of larger, overall needs. However, within reasonable limits, we can see if there are specific locations where we can do more for on-road cycling.

7. LTA has studied many cities that have attempted to integrate cycling as part of their traffic systems. Every city has a different approach, influenced by factors such as population density, quality of public transport, land availability, cycling culture, traffic speed, and so on. Some cities in China, Denmark and the Netherlands take a similar approach as us where cycling lanes are essentially separated and protected from vehicular traffic, while cities in the US and UK have implemented unprotected cycling lanes, which are regarded as being less safe. We will continue to study other cities’ approaches, and are prepared to pilot some of their ideas where feasible.

Accidents Involving Cyclists

8. Members expressed concerns about traffic accidents involving cyclists. The total number of reported fatal and injury accidents where cyclists are involved has declined by 17% between 2008 and 2011. Cyclists were found to be at least partly at fault for about half of these accidents. The number of cyclist fatalities averaged 18 per year over the same period from 2008 to 2011. Since the beginning of this year, there have been 11 cyclist fatalities.

Cyclists’ Education

9. Every fatality, cyclist or otherwise, is one too many, and I share Members’ sentiments that we should minimise them. All road users, be it cyclists, motorists or pedestrians, need to play their part in this. The common causes of accidents attributable to cyclists or other road users include “failing to keep a proper look-out”, “disobeying traffic light signals”, and “failing to give way to traffic with the right of way”. The Cycling Facilitation Committee (CFC), started by Mr Teo Ser Luck, recognised that public education is key in shaping cyclists’ behaviour. The CFC advocates a community-led approach to do so, and the volunteer cycling wardens that you see in some HDB towns is part of this approach.

10. Members asked if the Traffic Police should require cyclists to undergo training and education on safe road use before being allowed to take to the roads.

Since the profile of cyclists ranges from school children to senior citizens, from foreign workers to persons who pursue cycling as a sport, the Traffic Police’s approach is to engage cyclists within the different groups and impart relevant knowledge on safe road use to them through targeted platforms, rather than instituting a formal training and licensing regime.

Efforts have been stepped up to educate the community on safe cycling practices and road rules. In the first half of 2012, 150 sessions of road safety talks in schools, workers’ dormitories and at community-level events have been conducted, and 15 safe cycling exhibitions were held. At these events, “Safe Cycling Guides”, containing information on proper riding apparel, safe cycling and road sharing tips, are distributed to participants.

A recent collaboration between the Traffic Police and the Singapore Sports Council included the production of a 10-minute safe cycling video entitled “Gear Up! Safety begins with me”. LTA will also be producing an “Intra-Town Cycling” handbook as a reference for good cycling etiquette and to share safety tips. I am taking a personal interest in this area and will work with key stakeholders and relevant Government agencies to see if more can be done to improve safety.

Motorists’ Education

11. Motorists, during learner driver training, are taught various safety considerations towards cyclists on the roads. Drivers are taught to give ample room to cyclists, especially when passing them. Drivers are also taught not to make sharp turns at corners, and to slow down and give way to vulnerable road users, which include cyclists. It is a strict requirement for learner drivers to check their blind spots before making a lane change or a turn. This is to ensure that drivers are aware of any motorcyclists and pedal cyclists who might be riding alongside.

We have noted the suggestions raised by Members and are studying further education measures with the Ministry of Home Affairs (MHA) and the Traffic Police to inculcate a safe road sharing mindset amongst motorists and cyclists alike.

Regulatory Regime

12. On the enforcement front, the Traffic Police will continue to maintain ground presence to ensure that cyclists and motorists abide by traffic rules. Firm action will be taken against those who display dangerous road behaviour such as driving or riding without due regard to the safety of others. We also urge cyclists to recognise their own vulnerability in relation to motorised traffic.

13. Members asked about the penalties for errant motorists and cyclists. A driver who unintentionally causes the death of a person in a road traffic accident may be charged under the Penal Code or the Road Traffic Act depending on the circumstances of the case and the degree of culpability. A convicted driver will be punished with an imprisonment term of up to 5 years, or with a fine, or both. These persons will also be disqualified from driving for a period of time.

14. Similar considerations are applicable to other types of criminal offences where a death was unintentionally caused and where the person is also charged under the Penal Code. The Police periodically review its penalty framework for all offences, and will continue to monitor the situation carefully.

15. Cyclists who flout traffic rules will be issued summonses. Depending on the circumstances, a cyclist may be offered a composition amount of $20 for the offences. In the case where a person was hurt, the cyclist may be prosecuted in Court under the Penal Code for endangering the safety of others by rash riding, and they will face larger fines or even imprisonment. MHA and the Traffic Police are reviewing the cycling penalties to ensure that they are commensurate with the severity of the respective offences, and will announce the findings when their review is completed.

Conclusion

16. To sum up, we will continue to give priority to our efforts to develop off-road cycling paths to facilitate intra-town cycling. We will also review if we can do a little more on the infrastructure front to facilitate on-road cycling. Beyond infrastructure, it is also important for us to inculcate good cycling habits and responsible driving through public education supplemented by an effective regulatory regime. It is my hope that over time, we will be able to engender a good cycling and driving culture that allows for mutual understanding, basic courtesy and more importantly a safe environment for all road users.

17. In the coming months, I intend to meet more of the different stakeholders to better understand their viewpoints and to see whether we need to review the approach that we have taken and the provisions we have made to facilitate cycling in Singapore.

Report from Parliament (ST): "$43m off-road cycling paths to be built in 7 estates"

"$43m off-road cycling paths to be built in 7 estates," by Maria Almenoar, Transport Correspondent, The Straits Times, 11 Sep 2012.

The number of accidents involving cyclists injured or killed has gone down by 17 per cent between 2008 and last year.

Still, every fatality is one too many, Parliamentary Secretary for Transport Muhammad Faishal Ibrahim said as he outlined measures to keep cyclists safe in response to six MPs' questions.

These include a $43 million project to build dedicated off-road paths for cyclists in seven neighbourhoods. These paths are primarily for cycling within towns, to the nearest MRT station or market, for example.

Member of Parliament (Pasir Ris-Punggol GRC) Janil Puthucheary asked if the Government would consider putting in more resources and funds into the safety of those who cycle on the roads.

"No matter how many cycle paths we build, there will always be on-road cycling. There just isn't the possibility of building enough cycle paths," he said.

In response, Dr Faishal, who is is leading a public consultation on road safety and cycling, said cycling behaviour was affected by many things.

"One of the factors to provide safe cycling is to have separate off-road cycling. Beyond that, we will continue to educate the public, not only the cyclists, motorists and beyond, to see how they can care for one another," he said.

Among the educational initiatives the Government has undertaken are enlisting the help of volunteer cycling wardens, conducting road safety talks in schools and worker dormitories, and holding safe cycling exhibitions. The Land Transport Authority is also producing a new handbook on good cycling etiquette and safety tips for those cycling within their neighbourhood.

mariaa@sph.com.sg

Report from Parliament - More off-road cycling lanes for intra-town cycling

"Govt to build more off-road cycling paths," by Saifulbahri Ismail. Channel News Asia, 10 Sep 2012

SINGAPORE : The government will continue to develop off-road cycling paths for intra-town cycling, and see if it can do more on the infrastructure front to make it safer to cycle on the roads.

Cycling penalties are also being reviewed to ensure that they are commensurate with the severity of offences.

Parliamentary Secretary for Transport, Muhammad Faishal Ibrahim, highlighted these points in Parliament on Monday, amid calls for the government to do more to make the roads safer for cyclists.

48-year-old David Belette was hit by a car while cycling along East Coast Service Road recently. The company director suffered multiple injuries, including a broken neck and knee cap, as well as ribs. He is recovering but fears he may never be able to cycle again.

Mr Belette said: "We all want to use the roads. We all want to get to work safely. We all want to see our families safely. So I think the only way we are going to achieve that is when cyclists start to obey all of the traffic rules, and then the motorists see this, and then the motorists understand and realise that the cyclists have also got rights and they are also road users."

Giving an update in Parliament on Monday, Associate Professor Muhammad Faishal said the total number of reported fatal and injury accidents where cyclists are involved fell by 17 per cent between 2008 and 2011.

Cyclists were found to be at least partly at fault for about half of these accidents. The number of cyclist fatalities averaged 18 per year over the same period from 2008 to 2011. Since the beginning of this year, there have been 11 cyclist fatalities.

Associate Professor Muhammad Faishal considers every injury as one too many.

He recognises that public education is key in shaping cyclists' and motorists' behaviour.

The Ministry of Home Affairs and the Traffic Police will be studying further education measures to inculcate a safe road sharing mindset.

Meanwhile, the Land Transport Authority will be producing an Intra-Town Cycling handbook as a reference for good cycling etiquette and to share safety tips.

Recognising the increased popularity of cycling, the Transport Ministry has taken steps to make cycling a safe mode of transport.

It started a S$43 million pilot programme in 2009 to build dedicated cycling paths in five HDB towns - Tampines, Pasir Ris, Taman Jurong, Sembawang and Yishun.

The government is also looking into linking up intra-town cycling paths as some cycling commuting trips are made between towns.

The cycling paths that are being built are dedicated off-road paths - keeping cyclists separate from vehicles on the road, as well as separating pedestrians from cyclists.

For certain quarters in the cycling community, these may not be enough.

Francis Chu, co-founder of LoveCyclingSg, said: "It does not solve the everyday issue of a lot of cyclists. They are using the roads to go to work, to go to the market, or to have a cup of tea with their friends, and even though there are no provisions at this moment, you can see a lot of people are using the roads, and we feel that to help this group of people, it would be good if we can start thinking about on-road cycling and treat it more seriously."

But the government is unable to accommodate all the wishes of small communities, and must think of overall needs.

Associate Professor Muhammad Faishal said: "In Singapore, land is a scarce commodity and road space is even scarcer. Most of our roads today are optimally-sized for traffic conditions and adding a dedicated lane for non-motorised traffic would require additional land, or the narrowing of existing vehicle lanes, with attendant adverse traffic impact. Given our circumstances, we have therefore prioritised off-road cycling, which is safer and can cater to greater numbers of people."

He said the government will see if there are specific locations where it can do more for on-road cycling.

The Transport Ministry is also looking at ways to raise awareness on safe road-sharing among motorists and cyclists.

The findings will be announced when its review is completed.

For the roads to be safer, Associate Professor Muhammad Faishal said everyone must develop an attitude of caring for one another. And in the coming months, he intends to meet the cyclists, motorists and pedestrians to see if there is a need to review the approaches taken to ensure safe cycling in Singapore. - CNA/ms

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"Parliament to debate safety of cyclists on Monday"

"Parliament to debate safety of cyclists on Monday," by Phua Mei Pin. The Straits Times, 08 Sep 2012.

Cyclists and their safety are among the top issues likely to be discussed when Parliament sits on Monday. MPs have filed nine questions on the topic, such as what more will be done to protect cyclists, how to integrate cycling into the traffic system, and whether cyclists will have to undergo road safety training.

Dr Janil Puthucheary (Pasir Ris-Punggol GRC), who wants to know how the Government plans to address the rise in cycling in Singapore, told The Straits Times: “Cycling as a mode of transport has not been adequately addressed."

MPs also continued to table questions on the controversial purchase of the Brompton bicycles by Nationals Parks Board, while some are asking about other issues like governance of Singapore’s interbank lending rate and the funding of Malay/Muslim organisations.

Six bills have also been tabled for debate on Monday. They include proposals to scrap pensions for the President, political holders and MPs, as well as tougher laws for errant employers of foreign workers.

The parliament debate on coming Monday will be closely watched by people who care about the development of road safety facilities for cyclists. There are nine cycling related questions filed from different MPs, including Ms. Irene Ng (Tampines) and Dr Janil Puthucheary (Pasir Ris-Punggol).

I really hope the government will not use the same blanket statement (in land scarce Singapore..) to brush off the questions.

LCSg did some road measurement and discovered, there are more than a few roads have excessive road space enough to cater for safer cycling space, by shifting the double yellow line a little bit away from the curb. This will help to moderate the car speed and improve the safety of all road users in residential area.

In fact, if space limitation is the real reason, it should be more logical to encourage cycling and discourage driving, since the car is by far more space-hungry than the bicycle.

What about bicycle parking?

One of the many items under infrastructure is safe bicycle parking. Foldables might have reduced that pressure had cubicle size not decreased! Fixing the journey to work will be one part of a holistic plan which will require all aspects of a ride to be addressed by comprehensive regulation. Meanwhile, just last week, I heard two people whose workplace will have new buildings talk about incorporating bicycle-friendly facilities within their new designs. In both cases, it was cyclists in these entities which could be tapped on for some practical ideas.

That's because legislation doesn’t require it yet. Heck we don't have a master plan for cycling yet.

Still, from two years ago, Irene Ng hasn’t forgotten about cycling and asks, perhaps too many questions but anyway would not have gotten details in this platform anyway. But we hear that the Ministry of Transport "is studying [the issue] very carefully" as "one of the plans in the Sustainable Singapore Blueprint".

Ms Irene Ng Phek Hoong (Tampines): "Sir, I am encouraged to hear that the Ministry is planning to build more infrastructure as part of its plans to promote environmentally friendly practices in Singapore. Can I ask the Minister whether there are any plans to work with the relevant agencies to make sure that beyond the infrastructure, cycling is also a viable and safe mode of transport? If we want to promote cycling as a green mode of transport, it not only requires infrastructure but it also requires shower rooms in offices, education and enforcement to ensure that cyclists ride safely."

Dr Yaacob Ibrahim: "Sir, as mentioned in my earlier reply, the Ministry of Transport (MOT), together with HDB, has a programme to build up the cycling infrastructure. I do not have the details of it, to the extent, as mentioned by the Member, of shower facilities in some of the buildings.

But, certainly, this is being tried out by MOT, together with the various local agencies, to ensure that if the infrastructure is built, the users are responsible and safety is ensured. As you know our roads are already crowded and if we were to build cycling paths within the main roads, there are concerns and issues which we should bear in mind.

But, as I said earlier, this is something which MOT is studying very carefully. This is one of the plans in the Sustainable Singapore Blueprint. So we have to test it out and pilot it. But, to a large extent, if you ask me personally, it is about personal behaviour on how we work together as a community, ie, when we use the roads, we use it in a responsible manner."

Read the entire transcript of 'Minister for the Environment and Water Resources Dr Yaacob Ibrahim's reply to Parliamentary question on the Singapore Sustainable Blueprint on 11 January 2010.'

You can share your feedback about how to tackle climate change at the NCSS webpage - they want to hear from you.

Interestingly, this evening I also read of New York City's proposal (in line with their 1997 master plan) for the adoption of requirements for indoor, secure, long-term bicycle parking in new multi-family residential, community facility, and commercial buildings:

"Studies and surveys by DCP (The NYC Bicycle Survey, 2007; The State of Cycling in NYC, 2006; Bicycle Parking Needs, 1999) have found that the lack of a safe and secure bicycle parking facility is a leading factor preventing people from cycling to work. In addition, a lack of bicycle storage facilities in residential buildings can make bicycle ownership impractical.

By promoting secure, indoor bicycle parking facilities, this proposal seeks to support ridership throughout the city as well as encourage new cyclists to start riding. The increase of cycling in the city will yield fitness and health benefits for riders as well as the potential benefits of alleviating congestion, improving air quality and reducing carbon emissions."

The proposal was adopted in 2009. See Dept of City Planning, NYCLinks

• "What Would Get Americans Biking to Work?" By Tom Vanderbilt. Slate.com, 17 Aug 2009.
• Guidelines at bicyclinginfo.org.

Mr Lui Tuck Yew, the Minister for Transport, on cycling, in the Singapore Parliament, 07 Mar 2012

Text of his speech concerning Cycling extracted from the Ministry of Transport's Press Centre from the Committee of Supply debate (COS2012) about the budget of individual ministries which commenced on 1 Mar 2012 [link].

Cycling National Cycling Plan and Cycling Paths

47. I will now turn to cycling. Dr Janil Puthucheary asked whether we could consider introducing on-road cycling lanes. As an alternative, Dr Puthucheary also suggested a painted visual guide on the existing left-most lane for motorists to provide a 1.5 metre clearance when passing cyclists.

48. Experience in other cities suggests that demarcating on-road cycling lanes might in fact give both cyclists and motorists a false sense of security, which can lead to an increase in accidents involving cyclists. I was a little surprised on this, because I asked LTA to run through studies that were done, look at the data. Interestingly enough, for a number of countries that have introduced this demarcation back in the 80s, they subsequently reported an increase the number of accidents. One of the reasons they alluded to was that it gave both parties a false sense of security.

49. What we are doing, under the National Cycling Plan, as our first priority, is to facilitate cycling for intra-town travel and for connectivity to major transport nodes. Weighing the various pros and cons, the provision of dedicated off-road cycling paths proves to be the safer and more land-efficient option while achieving our purpose of facilitating intra-town cycling.

50. LTA started rolling out the “Cycling Town” initiative in 2009. So far, seven towns have been identified as “Cycling Towns”. To date, 6.4km of dedicated off-road cycling paths have already been completed in these towns. By 2014, cyclists can look forward to at least 50 km of intra-town cycling paths and another 16 km in the Marina Bay area.

51. We are not stopping there. In mature estates such as East Coast and Jurong Lake, LTA is working with HDB under the Remaking Our Heartland plans to incorporate connectivity for cyclists. New HDB towns will also be planned with basic cycling infrastructure provisions. Dr Puthucheary has rightly pointed out that our extensive Park Connector Network can offer cyclists who go beyond intra-town commutes an alternative cycling network. This is indeed being looked into. LTA is working with NParks to have the cycling paths built by LTA linked up with NParks’ park connectors. This integrated approach adopted by relevant agencies has taken us from a localised “Cycling Town” initiative towards a broader National Cycling Plan, which will see an extensive cycling network islandwide being developed in the long-term. However full implementation will be some years away as the infrastructure will take time to roll out.

52. Dr Puthucheary suggested that Singapore consider bicycle sharing systems similar to several other cities. We are certainly open to the idea and will explore its feasibility and actively facilitate if there are interested private operators.

Enhancing Bicycle Parking Facilities

53. Under the National Cycling Plan, LTA aims to increase the number of bicycle parking racks at MRT stations and bus interchanges. Last year, LTA announced that it would roll out the first batch of additional bicycle parking racks at 10 MRT stations. These 1,600 additional bicycle parking racks, will be in place by this September.

54. These racks have been designed to allow cyclists to lock their bikes securely and with adequate lighting. We encourage cyclists to heed the Police’s advice to use a U-lock or one with an alarm feature to deter bicycle thieves.

55. I am glad to share that LTA has plans to install additional bicycle racks at another 10 MRT stations. About 900 additional racks are expected to be added by 2013. LTA will continue to monitor demand for bicycle parking at our transport nodes and work with agencies to secure land to provide additional racks.

Public Education and Enforcement

56. Dr Puthucheary asked whether we would consider having a single regulatory authority for cycling. I think the issue is not about having a single regulatory authority for cycling, but whether it is actually possible and desirable, at this stage of our cycling development, to have a single set of cycling regulations and plans across the entire island. While LTA provides the infrastructure such as cycling paths and bicycle racks at transport nodes, and the Traffic Police oversees the enforcement regime, community involvement is really the key success factor from what we have seen so far in the cycling towns. The community is involved in planning the cycling paths, and they are also mindful to balance the concerns of other residents by encouraging their cyclists to adopt safe cycling habits. This means that the local communities can decide how fast cycling initiatives should be rolled out and what would be acceptable practices and trade-offs between cyclists and other members of the community.

57. Dr Puthucheary also advocated the use of cycling helmets. The Traffic Police has taken the approach to promote the use of helmets through education, as mandating their use through legislation may not necessarily be that effective. Cycling interest and advocacy groups can also partner LTA and the Traffic Police to encourage the use of helmets in the cycling community.

58. Besides the promotion of the use of helmets, there are other public education efforts undertaken by LTA, the Traffic Police as well as interest groups like the Safe Cycling Task Force. One key initiative on this front is the publication of “Intra-Town Cycling” Handbook, which will serve as a reference on good cycling etiquette and share safety tips for intra-town cycling. I note that LTA and the Traffic Police have also stepped up their enforcement effort against errant cyclists with the help of the local community to make cycling a safer activity for all.

59. Our limited land space means that mutual understanding and courtesy between cyclists and other road users is all the more important. This is an on-going process. I hope that by working together as a community, through improving our infrastructure, and through our continuing efforts on education and enforcement, we can create an environment where cyclists, pedestrians, and motorists can co-exist safely.

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What did Janil Putucheary ask?

"Mr. Chairman, sir,

Cycling is fast gaining popularity in Singapore. More cycling paths and facilities are being built under the $43 million dollar National Cycling Plan, cycling groups are growing in number and mass cycling events are attracting thousands of participants.

Sir, I am heartened that many more Singaporeans are taking up cycling as a sport, a leisure activity or as a mode of daily transport. Cycling has many benefits and regular cycling is known to significantly reduce the risk of dying from cardiovascular diseases. I am glad that the government is investing in resources to promote cycling. However, I feel that more that can be done.

Firstly I would like to address the issue of cycling as a form of commuting. Our roads are getting more congested and as we grow our population, at some point in the future we will have to stop increasing the number of cars. The growth in our population cannot be matched by a similar growth in the number of cars. It is unfeasible for reasons of space, congestion, and the effects on the environment. The government has correctly identified a need to encourage more people to move towards public transport. Yet, there remains a need for personal transport, and an increasing number of people are turning to cycling to fill this gap. Sometimes to get exercise, sometimes to take advantage of the flexibility it provides, and sometimes for the sheer enjoyment of it. Cycling is personal transport, there is an emotive component. Can we look ahead 20 or 25 years and see that an increase in cycling infrastructure now will not only respond to a current need, as it will frame the mindset and expectations of our society for the next generation?

Our park connector network is a fantastic initiative as it provides residents with seamless connections to different parks in Singapore. But could the network be used to address a need for utilitarian personal transport? I realize that the Park Connector network is under NParks, which is under MND, and so MOT would have a hard time looking at the routes to consider the obstacles to them becoming part of an alternative cycle commuting network. This brings me to the next point.

Cycling crosses across a number of ministries and bodies, none of whom see it as their priority. LTA, and hence MOT, looks at cycling on the roads. NParks, and hence MND, looks at the Park Connectors. SPF, and hence MHA, is responsible for the safety and enforcement issues. Sport cycling comes under the SSC and hence MCYS. URA, HDB and the Town Councils all would have a role to play in integrating cycling with other amenities, facilities and access points. For the integration with public transport LTA again gets involved together with the PTCs. Nobody wants to completely own and deal with cycling. Suggestions are usually met with a response indicating which other ministry could get involved. Whose KPI is it? Whatever the arguments of the merits of cycling, the fact is that an increasing number of people are actively engaging in cycle commuting, and this sector is not adequately overseen.

Sir, I would like to propose that we have a regulatory authority to oversee and advocate for cycling as a commuter modality, one with heft and weight. One that can take matters across ministries and stat boards to solve problems for the benefit of all, because poorly designed cycling infrastructure affects pedestrians and drivers as much as cyclists, because people will continue to cycle, and increasingly so.

There has been an assumption amongst many that Singapore is too hot and too humid to cycle in. This is clearly wrong. Look at the many “uncles” in their long pants and t-shirts that can be seen cycling with ease in Kallang, Geylang, Redhill and other areas. Look at the foreign workers who do not require high-tech lycra shorts nor expensive cycle shoes, and yet manage to commute very effectively, rarely even breaking into a sweat. Look at the number of cyclists in cities around South East Asia, cities that share our weather conditions. Look at the cyclists on our roads despite the assertion that it is not a viable mode of personal transport. It’s all a matter of expectation and conditioning.

If we accept that this is a viable modality of personal transport that will become increasingly important as car ownership becomes less accessible, I would like to ask the Minister whether MOT will subsidize or support bike-share programmes? The argument to wait for a critical mass of cyclists first is not a sound one as cities such as Barcelona and London saw an increase in the number of trips made by bicycle after the introduction of bike sharing programs that were well integrated into the transport network. The introduction of a bike sharing programme can work to offload some of the pressure that our public transport system is under.

There have been calls for cycle lanes to be established to improve the on-road safety of cyclists. In discussing this, firstly we all have to understand that cyclists are required to ride on the road as they are banned from pavements, except in established cycling towns. One argument against bicycle lanes is that we are land-scarce. It’s hard to understand how London and Manhattan, two of the most dense and congested cities in the world can effectively implement bicycle lanes to good effect, but we cannot. Yes we are a city and not a country, but the cities that have implemented bicycle lanes have not expanded outwards into their hinterlands and countrysides in order to do so, they have merely made accommodations. Will the ministry consider reexamining this idea?

However, in lieu of bicycle lanes I have an alternative suggestion. The highway code already requires that cars overtaking a bicycle do so with a 1.5m clearance to the right of the bicycle, assuming that the cyclist is in the left-most lane. Judging this clearance can be difficult. Why don’t we make it easy for drivers to comply with the existing law by painting a line down the left-most lane, 1.7m in from the kerb. This is cheap, uses no extra land, does not require any new legislation, and most importantly does not affect the flow of traffic, as there are already cyclists in that lane, and the cars currently need to overtake them. We would simply be making it easy for all concerned to do the right thing and obey the law. In the absence of cyclists, the whole lane is available for cars. One possible objection to this idea is the Bernoulli effect, which is what happens when a large vehicle passes the cyclist at high speed, causing a pressure differential that can unbalance you. This is neither more or less likely to occur with this suggestion, the cyclists are already in that space, the drivers are already overtaking them. One of the attractions of this suggestion to me, is that it emphasizes that the road, just like our island nation, is a shared space, and we all need to share it graciously. Cyclists, just like drivers, need to follow the highway code.

Finally sir, with respect to cycle safety, the data is incontrovertible, that wearing a helmet saves lives. Together with visibility and riding responsibly, wearing helmet is a key measure in ensuring the safety of cyclists. If enforcement is an issue, this would not be the only law that is difficult to enforce, I’m not aware of any driver that has been fined for failing to provide a 1.5m clearance when overtaking a cyclist. Nevertheless I do agree with the general sentiment that education is better that legislation. Will the ministry will the ministry consider measures to increase or mandate the use of bicycle helmets?
Thank you."

Source: Janil Putucheary on the Everyday Trafficfacebook page, 08 Mar 2012.

"Will LTA ... come up with a coordinated national plan?" (Parliament)

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PARLIAMENT QUESTIONS & ANSWERS – 26 APRIL 2010


QUESTION FOR ORAL ANSWER

Ms Irene Ng Phek Hoong: "To ask the Minister for Transport given that cyclists are banned from riding on footways, except in Tampines, whether the Land Transport Authority will work with the Police and other relevant agencies to promote safety for cyclists on roads and come up with a coordinated national plan for improving the infrastructure and regulatory framework for cycling as a mode of transport. "

Response from Senior Parliamentary Secretary, Mr Teo Ser Luck

1. Mr Speaker Sir, the Land Transport Authority, together with other relevant agencies, has been working to creating a safer riding environment for cyclists.
2. Given Singapore’s land constraints, our policy is to optimise our available road and pedestrian space, to meet the diverse needs of pedestrians, motorists, cyclists as well as other groups of commuters and road users. To do this, we have to balance the needs of the rising number of cyclists against that of other road users and pedestrians, while cyclists, drivers and pedestrians have to exercise mutual accommodation and due consideration for each other.
3. One key aspect to promote safety of cyclists on roads is public education. Having recognised the vulnerability of cyclists on the roads, Traffic Police (TP) as well as several agencies, community and grassroot leaders and also the Safe Cycling Task Force have been conducting road safety talks and exhibitions in schools, workplaces and neighbourhoods to promote safe cycling habits. Also, based on the observation that many foreign workers had opted for cycling as a preferred mode of transport, Traffic Police has since been working closely with various foreign dormitories, corporate partners and organisations that employ a large number of foreign workers to promote safe cycling among their workers.
4. With regards to infrastructure, LTA is currently working with community stakeholders and the Traffic Police to roll out a $43 million programme to design and construct dedicated cycling paths in 5 selected HDB Towns as part of a pilot scheme, namely Tampines, Pasir Ris, Taman Jurong, Sembawang and Yishun. These towns were selected as they had favourable local characteristics - a relatively compact geography, suitable infrastructure and land available for the cycling tracks, and also strong support for cycling. LTA is also working with the Safe Cycling Task Force (SCTF) to identify frequently used cycling routes outside of these 5 towns. Signs alerting motorists of the presence of cyclists have been installed along these routes and the signs have been found to be useful. LTA will continue to work with the SCTF to identify the need for similar signs at other locations.
5. To better coordinate these plans, and to allow each community to learn from the experience of others, the Ministry of Transport set up a Cycling Facilitation Committee (CFC) in June 2009 for which I am the Chairman. The aim of the CFC is to establish a common, community-led approach to tackle the “soft” issues related to the implementation of dedicated cycling paths in these 5 towns, as well as best practices to facilitate cycling for intra-town trips. Currently, Grassroot leaders from these 5 towns are represented on the CFC. Other relevant governmental and non-governmental agencies such as LTA, NParks, HDB, Police and Safe Cycling Task Force are also represented. The committee is working to establish a common code of practice for safe cycling, public education efforts and enforcement against reckless cycling behaviour in towns that want to facilitate cycling. We should see the efforts in these 5 cycling towns as piloting new ideas and approaches from which we can gain useful experience and lessons for possible wider implementation as we evolve our plans to facilitate cycling.
6. The safety of all road users, whether they are drivers, cyclists or pedestrians, is a shared responsibility. All road users will have to play their part by following the traffic rules and regulations, and exercise mutual accommodation and due consideration for each other."

Ms Irene Ng Phek Hoong:

"Sir, can I urge the Senior Parliamentary Secretary not to look at the five demonstration cycling towns as models for the rest of the island but rather to look at the congested cities in the world, such as Paris, London, Geneva, Chicago, Edinburgh, who have managed to incorporate cycling into their urban transport systems with bike lanes on roads, with clear signs that indicate that cyclists have a right to be on the roads? Sir, I feel that the emphasis on Tampines or the other towns in Singapore is a red herring and might lead us in the wrong direction because what we need is a clear national policy.

On the other question of education, can I ask the Senior Parliamentary Secretary if he could work with the Traffic Police to ensure that the message is also targeted at motorists and not only at cyclists? For safe cycling to take place on roads, we need motorists to look out for them and are conditioned to look out for them."

Mr Teo Ser Luck:

"Sir, we have also studied the cities that the Member has mentioned, whether it is Paris or London. On trips that MOT have made, we have looked at the different road infrastructure and how they facilitate cycling. The cities face similar situations and they also have made their own trade-offs. To accommodate dedicated cycling tracks or lanes on the road, you would have to give up a certain space for other motorists and other usage.

We will continue to look at other possible ways – whether to put up more effective signs or whether to locate the space for cycling on the road or on a track. Although conditions could be different from city to city, we will look at what can be customised for Singapore's environment.

At this point in time, we do not just look at the five cycling towns and experiment with these. What we try to do with the five cycling towns is to look at the "soft" issues, which are education and the clinics that we are conducting across the different towns as well as certain codes of practice that the community leaders can provide us with.

So we take a multi-pronged approach – we will look at not just the infrastructure in the different cities that the Member has mentioned but also the education programmes and how we actually enforce it. In Tampines, for example, with the bye-laws, they were able to enforce it at a reasonable level on the ground through the Town Councils. We have to look at whether that model of operations can actually be implemented in the other areas. It is the same for education, and infrastructure, in terms of building dedicated tracks.

As far as education for motorists is concerned, I agree with the Member that it is not just focused on our cyclists and making sure that they behave but also whether the motorists can accommodate and co-exist with cyclists. I think for this, we will work with the Traffic Police and look at the other different ways that we can educate the public – whether to have more safety awareness campaigns to alert the motorists about cyclists on the road. We will do the best we can in terms of putting up signs."

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(Cyclists) Victims usually have themselves to blame

By Neo Chai Chin, Today Online, 13 Jan 2010. chaichin@mediacorp.com.sg

SINGAPORE — More often than not, cyclists are at fault when it comes to fatal or serious road traffic accidents involving them.

This has been the case in more than 50 per cent of such accidents between January and September of the last two years, said Senior Parliamentary Secretary of Home Affairs Masagos Zulkifli in Parliament yesterday.

Common causes for the accidents include changing lanes without due care, failing to keep a lookout, and failing to give way to traffic with right of way.

He was replying to Tampines Member of Parliament Irene Ng’s query on how roads could be made safer for cyclists.

Despite the recent spate of news reports about cyclists involved in accidents, Mr Masagos said the number of fatal and serious accidents had gone down.

In the first nine months of last year, there were 420 cases, a decrease of 30 cases from the same period in 2008.
The Traffic Police are also proactive in taking errant cyclists to task, issuing 471 summons in 2008, and 1,300 summons in the first nine months of last year.

The Traffic Police’s public education efforts include talks and exhibitions in schools, and showing videos to foreign workers. Learner drivers are also taught to keep 1.5m from cyclists and to check their blind spots for cyclists and motorcyclists, Mr Masagos said.

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Chu Wa: "This is a wake up call for those who cycle carelessly. But it is not an excuse to NOT consider to make the road design more safe for cyclist -- What about the rest of the "accident"? Those who cycle carefully, follow the rules, and still get killed or hurt? Do they have to blame themselves as well? bad luck? Certainly the current road design can be improved to provide safer space for cyclists."

Ed's note: "Oral Answer to Parliamentary Question on what is being done to prevent accidents involving cyclists," 12 January 2010. Ministry of Home Affairs "Home Team Speeches" (see Paul Barter's comment below).
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Ms Irene Ng Phek Hoong:

To ask the Deputy Prime Minister and Minister for Home Affairs given the recent accidents involving cyclists on roads, what is being done to:

(i) improve safety on roads for cyclists;
(ii) educate motorists that cyclists have a right to be on the roads;
(iii) condition motorists to look out for cyclists.

Senior Parliamentary Secretary, Mr Masagos Zulkifli:
In the first nine months of 2009, there were 420 fatal and injury accidents involving cyclists. This is a decrease of 30 cases, or 6.7%, as compared to the same period in 2008. The number of fatal accidents in the first nine months this year has also decreased to 15, from 18 in the same period last year.

2 Investigations show that for fatal and serious road traffic accidents involving cyclists over the first 9 months of both 2009 and 2008, slightly more than 50% of the cyclists are found to be at fault. The common causes of accidents where the cyclists are at fault are namely changing lane without due care, failing to keep a proper look out, and failing to give way to traffic with right of way.

3 The Traffic Police has been educating the public on safe cycling habits as well as the proper sharing of roads by cyclists and other road users.

4 Traffic Police conducts road safety talks and exhibitions at schools and community-level events to educate all cyclists on traffic rules and regulations. These talks cover a pre-riding checklist, safe cycling tips and case studies of accidents involving cyclists. As part of the on-going “Road Safety Outreach Campaign”, posters and leaflets on cyclist safety are also handed out during these talks and exhibitions. To reach out to foreign worker cyclists, Traffic Police produces and screens a safe cycling video in different languages at the Ministry of Manpower premises and at the dormitories.

5 Motorists also have a significant role to play on our busy roads in according due care to cyclists. This is underscored from the onset of a learner driver’s theory and practical training. Motorists are therefore taught to give a side clearance of not less than 1.5 metres from cyclists when passing them. Motorists are also taught not to make sharp turns at corners and to slow down and give way to cyclists if it is not safe to turn. It is a strict requirement for trainees to check their blind spots during driving instructions and tests. This is to ensure that drivers are aware of motorcyclists and cyclists who might not come within their mirror views.

6 While Police will continue in their efforts to educate the public and take the necessary enforcement action, all cyclists and motorists must play their part and take responsibility for their own safety as well as according due care to the safety of other users of our roads.

10th Parliamentary debates 2003 - "Integrating cycle paths into traffic system"

Parliamentary debates 2003 - "Integrating cycle paths into traffic system"


10th Parliamentary Debates Singapore. Official Report, Volume 76 No. 22, 16th October 2003. Oral Answers to Questions: 12. Integrating cycle paths into traffic system



Ms Irene Ng Phek Hoong asked the Minister for Transport, in view of the rising number of cyclists involved in traffic accidents and of Singaporeans taking up cycling, will his Ministry study how developed countries such as Holland and Germany have brought down bicycle accidents drastically by integrating cycle paths into the traffic system in a coordinated network for both leisure cyclists and commuters.


The Minister of State for Transport (Dr Balaji Sadasivan) (for the Minister for Transport): Mr Speaker, Sir, in land scarce Singapore, our limited road space should be used for the efficient movement of people and goods. Because of this, we have only set aside dedicated road space for bus lanes and, that too, only for certain hours of the day and at certain locations. Bus lanes are justified because buses carry many more people than other vehicles. It would not be cost-effective nor physically feasible, in view of our limited land, to set aside dedicated road space for other vehicles, including bicycles.

Although we do not have the luxury of providing dedicated bicycle paths, as in Holland and Germany, we continue to study others' experiences and explore measures that help to enhance the safety of our road users, including cyclists.

Members may wish to note that the number of injuries involving cyclists has remained stable in recent years. Nonetheless, both Traffic Police and LTA will continue to take measures to reduce such incidents. These include the use of traffic calming measures, such as speed humps, education of road users, and enforcement of traffic rules.

Recently, a national road safety workshop was also conducted, with the participation of many concerned parties, to brainstorm new ideas that can further improve the safety of cyclists, amongst other vulnerable road users. These ideas include enhanced regulations on bicycles and cyclists, new traffic rules and more public education.

Public education is particularly important, as both cyclists and motorists play a crucial part in preventing road accidents. The ideas are being studied by the relevant authorities.


Ms Irene Ng Phek Hoong: Sir, that Singapore is land scarce is a given. The question is: how do we help, in terms of physical infrastructure, roads and space, to reduce the number of cyclists dying on the roads? Just in the first half of this year, 11 cyclists died, compared to five in the same period last year. This is a high number that we should not tolerate. If it means building a few more lanes to schools or markets, why do we not invest in them?


Dr Balaji Sadasivan: Mr Speaker, Sir, in countries like Germany and Holland, they do build such special lanes. I have been to Germany and Holland. In Amsterdam, they have special bicycle lanes and cyclists rule the road. The sight of cyclists ruling the road and motorists being given a lower priority is most appealing.

For one thing, it is environmentally friendly. Cyclists only release carbon dioxide. There is no carbon monoxide, sulphur dioxide, nitrous oxide and particulate matter that combustion engines release. The puffing and wheezing of cyclists and the sound of swirling bicycle wheels is less jarring on the ears than the raw motorcycles and motorcars.

Cycling is also a good form of exercise. By cycling to work, you accomplish two goals at the same time. You can get your exercise and get to work at the same time.

But the reality is, in Singapore, land is scarce. Less than 1% of Singaporeans use the bicycle for regular travel. Our land is limited. If we designate special bicycle lanes for the less than 1% of travellers for the use of bicycles, it would be at the expense of either existing road lanes or pedestrian ways. If we convert one road lane in our roads for cyclists, it means that 99% of Singaporeans who use buses, cars or motorcycles may be tied up in a gridlock of traffic jams.

If we convert pedestrian ways to cycle lanes, then our pedestrians would have nowhere to walk and would be in danger of being knocked down by bicycles.

Even if we have special bicycle lanes, how many Singaporeans will cycle to work or the market? Our weather is different from the temperate climate which is present in Germany and Holland. Cycle for five minutes in the hot and humid afternoon and you will be soaked in sweat. If you do not shower at your destination, you will smell of stale sweat for the rest of the day. And, of course, ladies will have to redo their face because their make-up will come off.

Sir, cycling is still for Germany and Holland, but for Singapore, it is not practical.


Ms Irene Ng Phek Hoong: Sir, I feel that the Minister of State might have painted a too simplistic picture and also in giving a trade-off that we need not have to make, that is, a trade-off between cyclists ruling the road and not even having space for pedestrians to walk. I think we can meet the demands of the different groups without sacrificing the principle that we have to use our land wisely.

I think the seriousness of the problem might not have sunk down to the Minister of State.


Mr Speaker: What is your question, Ms Ng?


Ms Irene Ng Phek Hoong: I would invite the Minister of State to Tampines where we can see many housewives bringing their children to school on bicycles. I would ask the Minister of State to seriously consider doing a survey, going down to the ground, to schools, wet markets and MRT tracks, and see how commuters have been using the roads, and on how to make the roads safer for the cyclists who are trying to save money by not taking buses because transport costs are going up. So they are taking up cycling.

There is also a bigger group of people who are keen to cycle. I would urge the Minister of State to take
this seriously and to please help the cyclists to negotiate on the road without risks to their lives.


Dr Balaji Sadasivan: Mr Speaker, Sir, we take the safety of cyclists seriously. Earlier this month, on 2nd and 3rd October, a major conference was held, ie, the Asian Development Bank's ASEAN Road Safety Programme. Experts and various stakeholders on road safety were at this meeting. A lot of brainstorming was done about ideas that can reduce the number of fatalities on the road. We are considering these ideas and the
various authorities are looking at them.


Mr Sin Boon Ann: Sir, I thought the earlier question asked by my colleague was: how does the Ministry intend to reduce the number of cycle deaths because, in the same comparable period, the number of fatalities has actually gone up? Can the Minister of State give an indication of the steps that the Ministry is contemplating in this regard?


Dr Balaji Sadasivan: Overall, the fatalities on our roads per capita are lower than most developed countries like the United States, and it has come down, as compared to about 10 years ago. Among the ideas that were generated were more stricter rules on cyclists and more education for cyclists and other road users.


Mr Steve Chia Kiah Hong: Mr Speaker, Sir, would the Minister of State consider a trial bicycle lane in the MP's constituency to see how good is the demand for bicycle lanes? That may solve the problem.


Dr Balaji Sadasivan: If there is a Member of Parliament who requests for bicycle lanes in his constituency, we will study that.


Ms Irene Ng Phek Hoong: Sir, the Minister of State has mentioned the number of fatalities, saying that it has not changed much. But I would ask the Minister to look at another figure, which I would think is more telling, and that is the number of cyclists involved in traffic accidents.

From 1998, it was 266 but it rose to 363 last year. It is a drastic rise and whether one dies or not, it is a matter of luck. But the question is how to reduce the number of cyclists involved in accidents. We should be looking at the number of cyclists involved in traffic accidents.


Dr Balaji Sadasivan: I agree with the Member that cyclists are a risk group. Once upon a time, motorcyclists were a major risk group and the use of safety helmets has greatly reduced the number of deaths. We need to consider what else we can do to reduce the number of fatalities amongst cyclists.


Mr Speaker: I think we have "cycled" far enough. Your next question, Ms Irene Ng.