SUPPLEMENTARY PUBLIC TRANSPORT SERVICE (SPTS) : A STUDY OF SCHEME A (CONTRACT) AND SCHEME B (SCHEDULE) BUSES IN SINGAPORE

Abstract

Intra-urban movement is concentrated in space and time resulting in a diurnal peak hour demand pattern. This is due to existing social and economic conventions and consequently, it places great strain on existing transport facilities and equipment. With the inadequate bus services to meet the increasing peak hour donned and to utilize other means of road transport, Supplementary Public Transport Service (SPTS) was introduced in 1974. This exploratory study uses qualitative and quantitative research strategies to probe into every aspects of of SPTS, namely the policymakers, operators and passengers. For the policymakers, strict control and regulation of the SPTS operation is needed to prevent the re­emergence of 'pirate' transport activities. The operators, differing in size and scope, follows traditional Chinese business methods. Proper bus scheduling together with cost saving methods help to keep the cost of operation low. To maintain a healthy cashflow, many operators collect payment due and canvass for contracts personally. Passengers of Scheme A service (contract) are generally satisfied with the door-to-door express service. Whilst, Scheme B (Schedule) passengers consider the service as not very reliable or personalised although the fare is economical. In general, most trips made on Scheme B buses are worktrips. Since 1974, SPTS has a stable passenger demand but at the same time the number of Scheme B routes declined. However, more categories of Scheme B buses were introduced. The coming of MRT poses a problem to its continual survival. To withstand this challenge, operators need to upgrade their services and form "route associations'' to better represent their interests.