Metros around the world operate differently based on socio-economic, historical, cultural and regulatory factors. While Singapore's MRT system has often been compared with metro systems in other cities such as Hong Kong, London and Paris, it is useful to consider the different circumstances these systems operate under, so as to make a more meaningful comparison.

In Singapore, the Government has opted to have private transport operators. As with any listed company, a private transport operator like SMRT will need to meet the needs of both passengers and shareholders. We beg to differ that such a business practice is considered 'selfish'. It is in the interest of the company and shareholders that the business is pro-passenger as passengers are our customers.

We agree that a seamless public transport system is desirable for any city and its inhabitants. Nonetheless, it takes time to plan, develop and build a comprehensive transport system. The cited metro systems such as the metros in London and Paris have long histories - the London Tube started operations in 1863 while the Metro in Paris opened in 1900. In contrast, Singapore's MRT operations started in 1987. Although the authorities have indicated that our rail network will be expanded over time, one should note that this process will be incremental and paced appropriately to match the growth and development of our city and population.

On the issue of train service frequencies, we would like to point out that the MRT is designed to transport large numbers of passengers promptly and efficiently. Train service frequencies are therefore planned and reviewed after careful consideration of travel demand, the carrying capacity of trains, the time required to stop at each station for passengers to alight and board, as well as the need to optimise train operations and efficiency.

Over the past two years, SMRT has increased train service frequencies during peak and off-peak hours on both the East-West and North-South lines. Train service frequencies on both lines currently range between two and six minutes during peak hours. This short headway also takes into consideration the need to maintain a minimum distance between trains. During off-peak hours, the average train frequency is about seven minutes on both the East-West and North-South lines.

In the example of the Metro in Paris cited by one of the writers, the train service frequencies are similar to the frequencies currently operated on our East-West and North-South lines.

With regard to the reliability of train arrivals, based on international benchmarking statistics, our score of 99.8 per cent (train arrivals within five minutes of schedule) is ranked third amongst a group of 20 of the world's top metro operators from major cities.

Regarding train faults and service disruptions, SMRT takes train service availability seriously and we have in place a stringent maintenance programme to inspect, service and maintain the trains and tracks within our network. Over the past two years, we have consistently achieved train service availability of 99.5 per cent and above, which exceeded the Land Transport Authority's requirement of 98 per cent. While there were instances of technical glitches, there were also unforeseen incidents, such as track intrusions or platform incidents, that resulted in service disruptions or detrainment of passengers. These are isolated incidents and in such situations, we would immediately activate alternative plans as well as staff to resolve the situation in order to minimise inconvenience to passengers.

We thank the writers for their feedback.

Noelle Tang (Ms)

Manager, Corporate Marketing and Communications

SMRT Corporation