ACCIDENTS AT MRT STATIONS (Implementation of interim safety measures)

ACCIDENTS AT MRT STATIONS:

(Implementation of interim safety measures): 2.

Dr Amy Khor Lean Suan asked the Minister for Transport in view of the recent spate of accidents at MRT stations with open platforms (a) whether the operators have implemented any interim safety measures whilst more permanent solutions are being evaluated; (b) if so, what these measures are; and (c) what possible long term measures are being looked into.

3.

Mdm Cynthia Phua asked the Minister for Transport in view of the accidents at MRT stations, (a) what measures are being taken by the relevant authorities to ensure safety of commuters; and (b) whether LTA will review the estimated 2-year time period needed to install the closed circuit television system at all MRT stations

4.

Mr Steve Chia Kiah Hong asked the Minister for Transport what are the reasons for his and SMRT’s unwillingness to install cheaper options such as metal railings, instead of the S$280 million safety-door system, along the yellow lines at the edge of the MRT platform to prevent people from accidentally falling onto the track.

The Minister of State for Transport (Mrs Lim Hwee Hua) (for the Minister for Transport): Sir, may I have your permission to take Question Nos. 2, 3 and 4 together?

Mr Speaker: Yes.

Mrs Lim Hwee Hua: Sir, Dr Amy Khor and Mdm Cynthia Phua asked about the safety measures that have been implemented at MRT stations and those that are under consideration.

The Government has always taken a serious view on issues of public safety and I would like to assure the House that our approach to ensure commuter safety at MRT stations is no exception. Today, there are various safety measures in place at all MRT stations. These include Emergency Train Stop buttons at all platforms to allow commuters to stop the movement of trains. These buttons are also found at the Passenger Service Centres to allow station staff to perform a similar function. In addition, Emergency Phones located at all platforms allow commuters to speak with station staff during emergencies, and CCTVs enable the station staff to monitor the crowd situation at the platforms.

Our train operators have also been proactive in promoting and reinforcing station safety through the regular use of recorded voice and video messages. For example, commuters are constantly reminded not to stand beyond the yellow lines and not to rush to catch a departing train. Patrolling staff are also deployed on the platforms to help commuters who may be unwell, or to advise them to remain seated while waiting for the trains. In addition, train drivers have been instructed to sound the horn when the trains approach a crowded station. SMRT is also in the process of upgrading its CCTV system to incorporate recording features.

Sir, Mdm Phua asked if LTA will review the timeframe taken by SMRT to complete the CCTV system upgrade. I would like to assure Members that LTA has examined this issue. Given the complexity and scale of the upgrading works, the whole project will require another two years to complete. This ismainly becauseworks are carried out only during a 4-hour window at night, so asto minimise inconvenience caused topassengers.

Notwithstanding this, Iwish to inform the House that SMRT has given top priority to the CCTV cameras along the open MRT platforms which, unlike theunderground platforms, have no platform screen doors. As of 31st August 2004,CCTV cameras along the platforms ofall 35above-ground stations have been equipped with the recording feature.Completion of this first stage of the works will allow SMRT to better conduct any post-incident investigationwhen necessary.

Sir, with all these safety measures and ongoing upgrades, one may ask how do our safety standards compare internationally. In all our open platforms, yellow lines are drawn 60 cm away from the edge to demarcate the safety zone. This is twice the buffer provided for in systems such as the London Underground. Metro systems in cities like London , Paris and New York also do not provide platform screen doors, even in their underground stations. In this respect, Singapore has already gone beyond the standards set in other comparable networks by installing platform screen doors in all our underground stations.

Sir, I can fully understand the public reactions to the recent incidents, including the incidents at the Bukit Batok and Redhill Stations,whereby commuters were hit by oncoming trains after they fell onto the tracks. Some have suggested installing platform screen doors at all open platforms. Others, such as Mr Steve Chia, have noted that these options cost a lot and asked about cheaper options such as metal railings. I want tothank them for their suggestions and their concern for the safety of commuters. I have asked the LTA to work with the train operators to review the options available and study their cost-effectiveness, with a view to further enhancing commuter safety. In the interim, SMRT has increased staff presence at the open platforms to assist commuters and to remind them to stand behind the yellow line.

Sir, there has also been public feedback, including those who have spoken on the Media-Corp Talk-Back programme this morning, that we should deal with this issue sensibly. There is evidence, hearteningly, that the majority of Singaporeans are responsible and value the service that the SMRT is providing. Some members of the public have further pointed out that while the LTA and the operators can play their part, commuters should also take personal responsibility for their own safety when using the MRT system. Sir, I totally agree with them. The open platforms at the elevated MRT stations are like public roads where commuters exercise personal caution such as not standing too close to the edge and looking out for traffic. Likewise, at MRT stations, the public should observe and comply with the safety rules that have been put in place. For example, commuters should stay within the safety zone demarcated by the yellow lines on the platforms while waiting for the trains. If they are feeling unwell, they should take a seat or seek help from the station staff. With commuters conscientiously taking personal responsibility for their own safety, and operators exploring ways to improve safety standards, I believe we can collectively minimise the recurrence ofincidents.

Sir, abalance needs to be struck – any excessive installation of safety features and implementation of safety measures would ultimately exact a cost on the provision of transport services. This is something that the operators and the vast majority of commuters would want to avoid.

Mdm Cynthia Phua (Aljunied): Sir, can the Minister of State let us know what are the causes of the four accidents and whether, after these accidents, any additional measureshave been taken?

Mrs Lim Hwee Hua: Sir, it is unfortunate that the incidents have happened. Given that the investigations are ongoing, it would be premature to speculate on the causes of the incidents and on whether additional measures might have prevented them from happening. But in any case, allow me, Sir, to talk a bit about the measures as well as the context of these incidents.

First, let me begin by informing the House that LTA has in place an operating performance standard

which the operators are obliged to comply with. One of the indicators tracked is the passenger injury rate, and the standards stipulate that the cumulative passenger injury rate, which is for the firstaid cases only, should not exceed 0.4 per million passengers per year. So far, the operators have more than met the standards set.

Next, let us see the context in which these incidents have taken place. Since 1991, which is when the system was largely ready, there have been a total of 224 cases of unauthorised track access of which 12 were fatalities due to incidents where a commuter was actually hit by an on-coming train. A significant percentage of these fatalities were pre-meditated. While 12 is not a negligible number, and any death is one too many, the figure has to be viewed in the context of the 4.54 trillion passenger trips made during the system over the same period.

Let ussee this in comparison with the road-related incidents. For road traffic accidents, there are, on average, 900 accidents that result in injuries to pedestrians every year compared to four at MRT stations.This is despite the various physical measures that have been put up, such as road curbs, roadside railings, vehicle impact guard rails and bollardsat bus stops. The annual number of road fatalities has been in the range of 200 to 250.

So, in many ways, Singapore's pattern is similar to that of the other developed countries.

In fact, Sir, I am increasingly worried about the lack of due care that an increasing number of pedestrians exercise when using handphones while walking or, worse still, while crossing roads. There have been many near misses. So do we, therefore, ban the use of handphones while walking, as a preventive measure? This cannot be. The point is this: the importance of personal responsibility cannot be overstated.

Going on to the question of what are some of thepossible longer term measures under study by the LTA and the operators: the LTA and the operators are studying the effectiveness of the half-height railings used at some systems in other countries, but with lower capacities, and will evaluate a similar proposal for our system. The key issues under study are really how effective these systems are in enhancing safety at the MRT platforms and the cost implications.

Let me just briefly elaborate on the half-height railings. These are physical half-height barriers at the edges of the platforms with openings that are aligned to the positions of the train doors. LTA's preliminary risk assessment shows that the barriers will not bring down the risk of accidents at these platforms substantially. It can, nonetheless, help prevent those who may incidentally or unwittingly stray onto the tracks. A recent LTA study shows that such barriers have been adopted in two driverless automated people mover systems in the US and a monorail with driver in Kuala Lumpur, Malaysia. We note that the riderships of these LRT systems are much lower than our MRT system.

There are also many other safety considerations that would have to be addressed with the use of these half-height railings. For example, the barriers will need to be designed such that commuters will not sit on them and risk falling onto the tracks. Secondly, there will also have to be some distance away from the edge of the platforms to minimise the potential hazard of straying arms, inadvertently infringing onto the paths of oncoming trains. Thirdly, the space between the edge and the barriers can also become another potential hazard, if unwary passengers become trapped within the small space when the trains start to move, and this can happen to alighting passengers at crowded platforms or to passengers rushing to board a packed train.

Sir, finally, allow me to comment on the installation of platform screen doors. The overall lifecycle cost, which is in terms of the capital plus the operating and maintenance costs over 25 years, of retrofitting platform screen doors at all open station platforms would easily cost $200 million, depending on the height of the screen doors. Besides the high capital and maintenance costs which will have an impact on operating cost and, hence fares, there are also some technical constraints in retrofitting the sliding doors onto the existing station platforms. There will be considerable modifications to be done to the train signalling and control system to synchronise the sliding doors with the train doors.

Dr Ong Chit Chung (Jurong): Sir, I would like to ask the Minister of State whether she would agree that safety is paramount, regardless of inconvenience or cost. And I want to thank the Minister of State for giving the pros and cons of putting up barriers at the open platforms of MRT stations. But whatever the pros and cons, I think we need to consider it seriously and urgently, because there is a need to address this problem. It would be better, in my view, to err on the side of caution rather than to wait and see and prolongthe problem.

Mr Speaker: So what is your question, Dr Ong?

Dr Ong Chit Chung: Sir, my question is: will LTA quickly considerputting up barriers atopen platforms?

Mrs Lim Hwee Hua: Sir, I do not disagree with the Member in terms of the need to incorporate safety measures as far as possible, except to reiterate the point that a balance needs to be struck. Having said that, I would like to confirm that LTA and the operators are currently studying the provision of the half-height railings. In the meantime, SMRT will actually be mobilising as many operations staff as possible to assist in patrolling the more than 70 aboveground station platforms, particularly during the peak periods. Staff will actually be given whistles as well to remind commuters to wait behind the yellow lines. The public messaging system will also continue to be used.

But, Sir, all these would not have the same effect as the exercise of personal responsibility, and that remains the key point that I would like to leave with Members.

Mr Speaker: Mr Ang Mong Seng, last question.

Mr Ang Mong Seng (Hong Kah): May I ask the Minister of State on the number of accidents that happened in Singapore MRT stations over the last five years as compared to cities like Hong Kong, London and New York?

Mrs Lim Hwee Hua: Sir, I do not have the details of the accidents that happened inthe other cities but suffice it to say that our numbers are a lot lower.