Frequently Asked Questions

Current traffic rules allow cyclists to make use of bus lanes.

COE prices are determined by the interaction between demand and supply at each bidding exercise.

Demand can be affected by factors like the economic climate (whether the economy is rapidly growing or in financial recession), launch of new vehicle models, and competition among vehicle manufacturers among others. Supply of COEs is influenced by the allowable vehicle growth rate and the number of replacement COEs from vehicle deregistrations. The latter forms the bulk of the COE quota. Supply and demand are also related in that a significant portion of the demand will come from existing car owners who have or will deregister their existing cars around the same time.

The COE system helps prevent our roads from being gridlocked by setting a quota on the number of new vehicles to be registered in Singapore each year.  Once the COE quota is fixed, the COE price is determined by market forces such that demand can match the supply available. The lower the demand, the lower the COE price and vice versa. To intervene and manage the price of COEs will lead to a situation where we would have to release more COEs if COE prices rise significantly. Doing so would undermine the larger transport aim of having the vehicle population grow at a sustainable rate and preventing gridlock.

The ERP revenue collected goes to the Government’s Consolidated Fund to fund programmes that benefit Singaporeans. The annual amount collected is much less than what the government spends on road improvement projects. For example, the total amount collected for Financial Year 2009 and 2010 is about $149 million and $159 million respectively. In comparison, we have invested more to improve our road networks. The recently completed Woodsville Interchange Upgrading project costs $130 million and the Marina Coastal Expressway, which is currently under construction will cost $4.1 billion. ERP operating hours and charges are set based on traffic conditions. The amounts collected are a function of ERP operating hours and charges, as well as the traffic volume or number of vehicles passing through.

 

 

 

For any accidents between pedestrians and cyclists on the footways, the cyclist is required to exchange particulars with the victim. If the cyclist refuses, the pedestrian or any witness may detain the cyclist until the particulars are obtained or until the cyclist is delivered to the custody of a police officer.

In the event of a hit and run accident, the victim or witness should note down the time and location of the accident, as well as characteristics of the cyclist and the bicycle before lodging a report with the Police. The victim should also note the contact details of witnesses. Police will investigate the case accordingly.

If a motorist is involved in an accident with a cyclist, a traffic accident report will need to be made at any Police Station, Neighbourhood Police Centre (NPC) or Neighbourhood Police Post (NPP). The motorist/cyclist should provide (wherever possible) the following information:

o    Date/Time/Place of Accident;
o    Particulars of witnesses;
o    Damage and position of the accident vehicle (s); and
o    Description of other vehicle(s) involved.

If the cyclist is injured, both parties should first call for an ambulance and seek help from passers-by(s) to warn other road users of possible obstruction or danger arising from the accident.
      
Should anyone be injured in a collision, the injured parties can also separately take up a civil suit to claim compensation.

As our land is scarce and road space is limited, we have to make sure that road space is optimally utilised. We have dedicated lanes on our roads only for buses as they are an efficient form of mass transportation that carry many more passengers than bicycles. Instead, our approach as far as possible is to provide cyclists with dedicated off-road cycling paths along road reserves.