• Disclose the MRT Line 3 tender to the public

    Media Statement by Dr. Ong Kian Ming, Member of Parliament for Serdang, on the 15th of November 2017

    Disclose the MRT Line 3 tender to the public

    I was surprised to read the headline of the Edge Financial Daily yesterday (14th November 2017) with the title “Don’t politicise tender timeline – MRT Corp” quoting the words of the MRT Corp’s CEO Datuk Seri Shahril Mokhtar. I have found Shahril and his staff at MRT Corp to be very professional and responsive to public feedback in my dealings with them, in the context of the MRT Line 2 which runs through my constituency of Serdang. As such, he should have expected great public scrutiny when the construction and financing model for MRT Line 3 – expecting to cost between RM35 to RM40 billion – is changed from a Project Delivery Partner (PDP) model to a turnkey model.

    MRT Corp and the Land Public Transport Authority (SPAD) have been singing praises for the PDP model as far back as 2011.[1] Former SPAD CEO, Mohd Nur Kamal, wrote that “In the case of the PDP, the risk of delays and cost over-runs is now borne by the PDP for a fee. The PDP provides a single point of accountability to deliver the entire project within agreed time and cost targets, or face financial penalties, something a pure engineering consultancy has no financial capacity or management capability to bear.”

    Shahril, in yesterday’s media briefing, also explained that since MRT Corp acted as the PDP for the underground portion of the MRT Line 2, it can also manage the turnkey contractor for MRT Line 2 in a similar fashion. He said, “Since we have the necessary experiences to manage the underground portion, I think the question of not pursuing the PDP model should not have arisen, as we are capable of managing the turnkey contractor like we have done in the past”. But since the turnkey contractor is also responsible for 90% of the financing of the MRT Line 3 project, will the same incentives and punishments as the PDP model be used for MRT Line 1 and Line 2?

    Shahril also stated that the alignment of MRT Line 3 has not been decided and will only be confirmed by the end of 2018. If the alignment is not confirmed, how can the bidders for the turnkey contractor accurately assess the total cost of building the MRT Line 3? For comparison, the MRT2 alignment went on public display in May 2015[2] and the first tender for the project’s advanced works was accepted only in November of that year. The packages for the underground portion and the first viaduct package was only awarded in March 2016, almost a year after the public display of the alignment.[3] Now, not only will tendering companies have to draw up their proposals very quickly, the full specifications of the project including the route alignment will only be known after the tender closes.

    The tender documents for a project as big and complicated as the MRT will usually be sold to potential bidders and not be available for public scrutiny. But given the cost of this project, the changes in the construction and financing terms, and high level of public interest, I call upon the tender specifications of the MRT Line 3 to be publicly disclosed to answer many of the questions which have been raised by journalists, financial analysts and Members of Parliament.

    Dr. Ong Kian Ming
    Member of Parliament for Serdang

    [1] http://www.mymrt.com.my/cms/upload_files/mediarelease/mediarelease_download_000005.pdf

    [2] https://www.thestar.com.my/business/business-news/2015/05/14/details-of-mrt2-project-on-public-display-tomorrow/

    [3] http://www.mymrt.com.my/en/awarded-contracts-ssp

  • Responding to SPAD’s statement on rail ridership in the Klang Valley

    Media Statement by Dr. Ong Kian Ming, MP for Serdang, on the 10th of October 2017

    Responding to SPAD’s statement on rail ridership in the Klang Valley

    I would like to thank the Land Public Transport Commission or the Suruhanjaya Pengangkutan Awam Darat (SPAD) for their statement issued on the 9th of October 2017 which provides figures for rail ridership in 2016 and 2017.[1] As far as I can tell, SPAD does not publish rail or bus ridership figures on its website, despite being the authority regulating most of public transportation so this disclosure is a welcome beginning.

    I stand by my earlier statement issued on the 5th of October 2017 which said that rail ridership has decreased prior to the opening of the full Sungai Buloh-Kajang MRT Line 1 (MRT-SBK).[2] Table 1 below shows the changes in ridership from Q2 2015 to Q2 2017 (which is prior to the opening of the full MRT-SBK line). These statistics were obtained from the Ministry of Transportation’s (MoT) website which publishes quarterly rail statistics.[3] From Table 1, we can see that even with the inclusion of the partially opened MRT-SBK line, daily ridership fell from 635,901 in Q2 2015 to 562,923 in Q2 2017, a fall of 72,977 or 11.5%. In fact, ridership on ALL rail lines (not just the KTM Komuter) declined during this time period.

    Table 1: Daily ridership of Rail Services in the Klang Valley, Q2 2015 to Q2 2017

    Type of Service Q2 2015 Q2 2017 Change % Change
    KELANA JAYA 228,763 217,383 (11,380) -5.0%
    AMPANG 175,713 156,248 (19,464) -11.1%
    KL MONORAIL 67,479 48,202 (19,277) -28.6%
    KLIA EKPRESS 9,472 6,071 (3,401) -35.9%
    KLIA TRANSIT 18,518 17,419 (1,099) -5.9%
    MRT SBK 12,622 12,622 NA
    KTM KOMUTER 135,956 104,978 (30,978) -22.8%
    TOTAL 635,901 562,923 (72,977) -11.5%

    Source: Ministry of Transportation (http://www.mot.gov.my/en/resources/rail-statistic)

    I choose Q2 2015 as the starting point to evaluate the effect of the opening of the Sunway BRT in June 2015 and the opening of the LRT extension in June 2016 on the LRT ridership. As Figure 1 above shows, despite the launch of the RM634 million Sunway-BRT (which connects to the LRT system) and the RM8 billion LRT extension (which added 24 new LRT stations to the Kelana Jaya and Ampang lines), ridership on the KJ and Ampang lines actually fell by 5% and 11.1% respectively!

    While I take note of the fact that Prasarana, the 100% Ministry of Finance Incorporate owned company, which operates the Monorail line, is involved in a contract dispute with SCOMI which has led to the removal of five 4-car units on the Monorail system, this is part of the responsibility of the operator (Prasarana) as well as the regulator (SPAD).[4] Members of the public who use the rail system don’t care about any contract disputes. If the service is not convenient or comfortable, they will not use it and this is reflected in the decline in ridership of the monorail.

    The figures released by SPAD compares the daily ridership in 2016 with the daily ridership from January to August 2017. The daily ridership without the MRT line has increased by 12% from 2016 to 2017 (Jan to August) and by 30% if we include the MRT full line operations. For some reason, SPAD did not include the 2015 daily ridership figures. I include the 2015 daily ridership figures in Table 2 below for comparison.[5] When we compare the 2015 daily ridership to the 2017 daily ridership, without the MRT Full Line, the increase is a mere 1.5% from 629,258 in 2015 to 638,605 in 2017 (Jan to August)!

    Table 2: Daily ridership of Rail Services in the Klang Valley, 2015 to 2017 (Jan to August):

    Type of Service 2015 2016 2017 (Jan to August) 2016 to 2017 % Change (2016 to 2017) 2015 to 2017 % Change

    (2015 to 2017)

    KELANA JAYA LINE 225,054 215,855 271,250 55,395 26% 46,196 20.5%
    AMPANG LINE 172,081 161,729 184,931 23,202 14% 12,850 7.5%
    KL MONORAIL 68,679 60,083 53,337 (6,746) -11% (15,342) -22.3%
    KLIA EKPRESS 9,509 6,612 6,593 (19) 0% (2,916) -30.7%
    KLIA TRANSIT 17,799 17,719 19,420 1,701 10% 1,621 9.1%
    KTM Komuter 136,137 108,023 103,074 (4,949) -5% (33,063) -24.3%
    Total (Without MRT) 629,258 570,021 638,605 68,584 12% 9,347 1.5%
    MRT Full Line Opening 101,024
    Total (With MRT) 739,629 169,608 30% 17.5%

    Source: SPAD, MOT

    Furthermore, we have to take into account that the rail ridership figures released by SPAD includes the July-August 2017 figures where the LRT, Monorail and MRT fares were slashed by 50% (from July 17th to August 31st 2017).[6] August 2017 was also when the SEA games were being held which would have increased traffic on the LRT lines (especially to the Bukit Jalil station). But even with the novelty factor, the 50% discount rate and the SEA games, the daily ridership of the MRT Full Line was only 101,024 which is below the target of 150,000 and far below the capacity of 400,000.[7] Even SPAD acknowledges that the fare increase at the end of 2015 resulted in a 9% drop in ridership in 2016. Would the ridership of the LRT and MRT also experience a similar decline once the discount period is over? Only time will tell.

    I hope that people won’t misunderstand the reasons why I am highlighting these statistics. It is not to criticize SPAD or Prasarana for the sake of criticizing. I am strongly in support of public transportation and want more people to use them. If the projected increase in rail ridership is not happening, then we need to know the underlying causes for this. For example, is it the last mile connectivity via feeder buses which is the issue here? Or the inconvenience in terms of additional time spent on the LRT and / or MRT? Or the high cost of parking at the park and ride facilities? These are the issues which SPAD and the public transport operators must look into.

    Finally, I call upon SPAD to publish the daily ridership figures for the bus and rail ridership in the Klang Valley on a monthly basis so that there is greater transparency on the number of people using the various rail services in Selangor and Kuala Lumpur. In this day and age when the government is pushing for more ‘big data’ initiatives, surely it would not be too much to ask for SPAD to publish something as basic as daily ridership statistics?

    Dr. Ong Kian Ming
    Member of Parliament for Serdang

    [1] http://www.spad.gov.my/media-centre/media-releases/2017/governments-initiative-public-transport-results-increased-ridership

    [2] http://ongkianming.com/2017/10/05/media-statement-najib-must-explain-the-lack-of-increase-in-ridership-on-the-rail-system-in-the-klang-valley-despite-billions-spent-on-the-lrt-extension-the-mrt-and-the-ktm-komuter-double-tracking-proj/

    [3] http://www.mot.gov.my/en/resources/rail-statistic

    [4] http://www.thestar.com.my/business/business-news/2017/05/31/prasarana-and-scomi-now-clash-over-the-third-supplemental-contract/

    [5] Daily ridership figures were obtained from the Ministry of Transportation (http://www.mot.gov.my/en/resources/yearly-statistic)

    [6] http://www.thestar.com.my/news/nation/2017/07/17/najib-mrt-lrt-and-monorail-fares-to-be-50-pct-off-until-merdeka/

    [7] http://www.themalaymailonline.com/malaysia/article/the-cheat-sheet-for-klang-valleys-newest-ride-the-mrt-sbk#Ct5sTSYz88V9Umtl.97

  • Najib must explain the lack of increase in ridership on the rail system in the Klang Valley despite billions spent on the LRT extension, the MRT and the KTM Komuter Double Tracking projects

    Media Statement by Dr. Ong Kian Ming, MP for Serdang, on the 5th of October 2017

    Najib must explain the lack of increase in ridership on the rail system in the Klang Valley despite billions spent on the LRT extension, the MRT and the KTM Komuter Double Tracking projects

    There are some who wants to present the title of ‘Father of Public Transportation Modernization’ to Prime Minister Najib Razak because of the billions of RM poured into the one and only BRT line in Sunway, LRT extension, the new MRT line and the KTM Komuter Klang Valley Double Tracking (KVDT) upgrade.[1] But the reality is that despite the billions of RM poured into these large public transportation rail projects, the overall ridership for the LRT, the monorail and the KTM Komuter has not increased significantly over the past 2 years. As the figures below will show, Najib’s administration should be ashamed that they have spent so much money on these projects with so little benefit to the rakyat.

    Source: Ministry of Transportation[2]

    Figure 1 above shows the average daily ridership figures for the Kelana Jaya LRT line, the Ampang LRT line, the KL Monorail and the KTM Komuter on a quarterly basis from Q1 2014 to Q2 2017. According to these figures, which are provided by the Ministry of Transportation, the daily ridership of the Kelana Jaya LRT line, the Ampang LRT line, the KTM Komuter and the KL Monorail in Q2 2017 are less than the daily ridership figures for Q2 2015, just before the launch of the Sunway BRT. For example, the daily ridership of the popular Kelana Jaya LRT was 228,763 in Q2 2015 but had dropped to 217,383 in Q2 2017 despite the opening of the Sunway BRT in 2015, the LRT extension in 2016 and Phase 1 of the Sungai Buloh-Kajang MRT line in 2017.

    The RM634 million Sunway BRT was launched in June 2015[3]. The daily ridership figures were 11,295 and 12,372 in June and July 2015 respectively when the service was free. The ridership figure then plunged to 4,616 in August 2015 when fares were introduced which cost, on average, RM1 per km for a 5.4km BRT route.[4] The high fares charged were even critiqued by the Sunway chairman, Tan Sri Jeffrey Cheah.[5]

    The RM8 billion LRT Extension was launched on the 30th of June 2016 (end of Q2 2016) and it connects the Kelana Jaya and the Ampang LRT lines.[6] While the opening of the LRT extension seems to have boosted the daily ridership figure for the Kelana Jaya line from 210,739 in Q2 2016 to 220,714 in Q3 2016, the daily ridership figure for the Ampang line actually dropped from 166,984 in Q2 2016 to 159,213 in Q3 2016.

    The opening of Phase 1 of the MRT Line 1 from Sungai Buloh to Semantan also did not increase the traffic for the KTM Komuter which connects to the MRT Line 1 in Sungai Buloh. In fact, the KTM Komuter daily ridership of 106,337 in Q3 2016 (before the opening of Phase 1 of the MRT Line 1) was higher than the daily ridership of 104,978 in Q2 2017 (approximately 6 months after the opening of Phase 1 of the MRT line).

    As for the KL Monorail, its daily ridership has experienced a steady decline from a high of 71,623 in Q4 2014 to a low of 48,202 in Q2 2017.

    Figure 2 above shows the daily ridership of the KLIA Transit, the KLIA Express and Phase 1 of the MRT-SBK Line 1 which was opened in December 2016.

    For the KLIA Transit, the daily ridership of 17,419 in Q2 2017 is far lower than the 20,129 daily ridership in Q4 2014. As for the KLIA Express, the daily ridership of 6,071 in Q2 2017 is also lower than the daily ridership peak of 9,847 in Q3 2015. The daily ridership of MRT Line 1 dropped from 16,368 in Q1 2017 to 12,622 in Q2 2017 once the novelty of taking the MRT wore off and the free one-month trial period was over.

    What explains the decrease in overall ridership despite the opening of the Sunway BRT, the LRT extension and the MRT Line 1?

    One of the main explanations is that the cost of taking these trains is not necessarily cheaper than driving. For example, as this letter writer in the Star shared, it costs him RM9 for a trip from Puchong to Sunway via the Sunway BRT or RM18 for a return trip. Throw in the parking at the LRT station (RM4) and fuel costs, this writer estimated that it would cost him RM25 per day to take the LRT compared to RM10 to drive (including toll costs and free parking at his office).[7]

    Daily ridership on both LRT lines, the monorail and the KTM Komuter dropped significantly from Q4 2015 to Q1 2016 because of a significant fare hike for the LRT as well as the KTM Komuter. Daily ridership figures have yet to recover from this steep fare hike despite the subsequent opening of the LRT extension in the middle of 2016.

    When the Q3 2017 daily ridership figures are released later this year, I expect there to be a significant increase in the passenger numbers for the LRT and MRT because of the half price ‘offer’ during the SEA games leading up to Merdeka on the 31st of August 2017 and also the opening of the full MRT Line 1 from Sungai Buloh all the way to Kajang. We should take these ridership figures with a pinch of salt. A more realistic gauge of daily ridership would be the Q4 2017 figures when the half price discounts have been taken away and the people can more accurately estimate to see if it is worthwhile for them to take public rail transportation instead of using their own vehicles. As we have seen in the examples above, ridership figures decrease significantly once the ‘free’ or ‘discount’ period is over.

    The other reasons why the public are reluctant to use public rail transportation have to do with timing and reliability. For example, it takes someone approximately 30 minutes to drive from Puchong to Sunway but it would take about an hour for the same trip using the LRT and the BRT. Issues of reliability continue to plague the KTM Komuter despite the RM1.4 billion allocated for the Klang Valley Double Track (KVDT) upgrade project. Derailment and delays decreases the reliability of the KTM Komuter which also discourages potential passengers from abandoning their cars in favour of rail transportation.[8]

    It is all fine and good when the Prime Minister together with his cabinet ministers and other VIPs take the BRT, the LRT and the MRT when they are first launched with great fanfare and publicity. But after the VIPs are gone and after the ‘free’ or ‘discounted’ fare periods have expired, we do not see passengers voting with their feet by switching to public rail transportation. To really be a ‘game changer’, PM Najib must make public rail transportation affordable (for example, by introducing a monthly train and bus pass for let’s say, RM100), reliable (avoid delays and disruptions) and accessible (solving the last mile connectivity problem). PM Najib only deserves the title of ‘Father of Public Transportation Modernization’ if and only if these issues are resolved. After all, spending money on these projects is the easy part. Getting people to take the trains and buses is another story altogether.

    Dr. Ong Kian Ming
    Member of Parliament for Serdang

    [1] http://www.themalaymailonline.com/malaysia/article/mp-najib-is-father-of-public-transport-modernisation#cYma94wm6QXVy4ZW.97

    [2] http://www.mot.gov.my/en/resources/rail-statistic

    [3] https://en.wikipedia.org/wiki/BRT_Sunway_Line

    [4] http://penanginstitute.org/v3/files/research_papers/Penang-Institute-Sunway-BRT-Writeup-JonathanFong-OKM-Feb2016vFinal.pdf

    [5] http://www.thestar.com.my/metro/community/2016/04/29/steep-fares-keep-passengers-away-lukewarm-response-to-brt-service-even-during-peak-hours/

    [6] http://www.thestar.com.my/news/nation/2016/06/30/new-lrt-line-from-putra-heights-begins-today/

    [7] http://www.thestar.com.my/opinion/letters/2016/08/23/why-the-lrt-isnt-worth-the-switch/

    [8] http://www.freemalaysiatoday.com/category/nation/2017/08/22/dap-wants-transport-minister-to-answer-for-frequent-ktm-delays/

  • Pakatan Harapan (PH) offers a fairer deal to KTMB and its workers

    Media Statement by Pakatan Harapan on the 9th of August, 2017

    Pakatan Harapan (PH) offers a fairer deal to KTMB and its workers

    The Railway Network Access Agreement (RNAA) is an agreement between KTMB and the Railway Assets Corporation (RAC) which will see KTMB transferring all of its rolling stocks and lands to RAC. This exercise is supposed to be completed sometime in 2018.[1]

    Pakatan Harapan is opposed to the RNAA for the following reasons:

    (i)               This is a back door way for the government to provide access to crony companies to use the rail network to undermine KTMB’s core businesses including the freight and haulage business that comprises 42% of its revenue (RM216 out of RM516 million in Financial Year 2015).

    (ii)              This will increase the costs of operations for KTMB because RAC will charge KTMB for the use of the rolling stock.

    (iii)            RAC, with only 38 employees, is in no position to properly manage its assets including the maintenance of the rolling stock and the track. It is likely that these responsibilities would be sub-contracted out to other crony companies.

    KTMB has suffered accumulated losses of RM855 million from 2009 to 2015 because of low ticket prices and expensive procurement contracts. For example, KTMB wasted RM85 million on a contract for an Automatic Fare Collection (AFC) ticketing system that could not be implemented.[2] More recently, the then President of KTM, Datuk Sarbini Tijan, was asked to go on leave pending an internal inquiry on procurement deals worth millions of ringgit.[3]

    RAC has also not been profitable. It has accumulated losses of RM372 million from 2009 to 2015. RAC does not have enough staff to properly manage the RM36 billion in assets including land. Its mismanagement of train maintenance contract payments was reported in the Auditor General’s report in 2013.[4]

    Pakatan Harapan promises a fairer deal to KTMB and its 6000 workers including:

    1)     Cancelling the RNAA between RAC and KTMB

    2)     Transferring the assets in RAC to KTMB as a way to maximize the value of these assets. The small size of RAC prevents it from increasing its revenue from ventures such as transit oriented development and advertising and retail. These assets should be transferred to KTMB and KTMB should be allowed to expand its expertise in these areas. This will be the way forward to KTMB to regain its profitability and also to minimize the need to increase ticket prices.

    3)     Review the cost and suitability of the East Coast Rail Link (ECRL) project. The assets under ECRL i.e. the rolling stock, the track, the land and the stations, will not be owned by RAC or KTM. Instead, it will be owned by a newly established 100% Ministry of Finance Owned Entity, Malaysia Rail Line (MRL) Sdn Bhd. It has been reported that the ECRL service will be run by another operator which has not been named.[5] Not only is the cost of the ECRL extraordinarily high, it is very likely its operations will be awarded via direct negotiation.

    4)     Implement open tenders for all procurements of assets and services by KTMB

    5)     Not to privatise KTMB

    With these policies, we can chart the path towards financial profitability for KTMB, guarantee continued low prices for the passengers and ensure employment security and welfare for thousands of railway workers.

    Tan Sri Muhyidddin Yassin, President of BERSATU
    Liew Chin Tong, MP for Kluang
    Dato’ Abdullah Sani bin Abdul Hamid, MP for Kuala Langat
    Dr. Hatta Ramli, MP for Kuala Krai

    [1] http://www.theedgemarkets.com/article/transport-ministry-says-agreement-will-not-cost-4000-job-losses-ktmb

    [2] http://tonypua.blogspot.my/2011/01/ktmb-rm85m-contract-to-company-without.html andhttp://ongkianming.com/2015/08/22/press-statement-prime-minister-najib-should-look-at-the-failure-of-the-automatic-fare-collection-afc-system-rather-than-asking-for-new-ktm-ticket-counters-to-be-added/

    [3] http://www.thestar.com.my/business/business-news/2017/01/11/rail-controversy/

    [4] http://english.astroawani.com/business-news/highlights-auditor-generals-report-2013-series-2-37880

    [5] http://www.thestar.com.my/business/business-news/2017/03/29/east-coast-rail-kicks-off/

  • The Minister in charge of SPAD has to answer to taxi and ehailing drivers if a Drivers’ Tribunal is not established under the Land Public Transport Act (Amendment) 2010

    Media Statement by Dr. Ong Kian Ming, MP for Serdang, on the 27th of July, 2017

    The Minister in charge of SPAD has to answer to taxi and ehailing drivers if a Drivers’ Tribunal is not established under the Land Public Transport Act (Amendment) 2010

    Earlier this month, in a dialogue session organized by the DAP with ehailing drivers, one of the main complaints we heard was that there was no independent body or a third party which the drivers can appeal to in they disagreed with a decision by the ehailing company they are driving for. For example, we heard complaints from a number of drivers who claimed to have been banned or suspended from an ehailing company for no apparent reason. Many taxi drivers also have complaints against the companies they are driving for. They also have no independent body or third body which can hear their complaints and make a ruling.

    The Land Public Transport Act (Amendment) 2010, which is currently being debated in parliament, does not address this problem at all. As such, I proposed a motion to introduce a new section in this act to establish a “Taxi Drivers’ and Ehailing Drivers’ Tribunal” (Appendix 2). This tribunal is similar to the Consumers’ Tribunal which was established in Section 85 to Section 122 of the Consumers’ Protection Act 1999. Sadly, my motion to introduce this tribunal was rejected by the Speaker of the Dewan Rakyat (Appendix 1). In her reply in parliament, the Minister in charge of tabling this bill, Dato’ Sri Nancy Shukri rejected the need for a tribunal because she said that SPAD can currently handle the complaints of the taxi drivers and later on, of the ehailing drivers when ehailing is legalised after the gazetting of this bill and the ehailing licenses have been approved.

    The problem with this suggestion is that SPAD may not have the legal jurisdiction to compel the ehailing companies to follow its decisions on disputes between drivers and their companies. For example, SPAD may find that an ehailing company owes a driver thousands of ringgit in unpaid fares that is subject to a dispute. Can SPAD compel the ehailing company to pay this driver his unpaid fares? Or will the driver have to go to court to seek his unpaid fares? The advantage of a tribunal is that it is a cost-effective way for drivers have their complaints heard without the need to pay expensive legal and court fees. There is also the question of whether SPAD has the capacity to investigate and hear all the cases involving ehailing drivers after this act is passed and gazetted.

    This tribunal is not just for ehailing drivers. It can also be used by taxi drivers who have complaints against their companies.

    Since this tribunal is not likely to be established under this act, I call upon all ehailing and taxi drivers who have complaints against their companies to call the SPAD complaint hotline (1800-88-7723), SMS SPAD at 15888 or email SPAD at aduan@spad.gov.my to lodge their complaints, if they have any, against their respective companies, to show SPAD that there is an urgent need for a Drivers’ Tribunal to hear and to rule on these complaints.

    Dr. Ong Kian Ming
    Member of Parliament for Serdang

    Appendix 1: Letter from the Speaker rejecting my motion to introduce a Taxi Drivers and Ehailing Drivers Tribunal in the Land Public Transport Act (Amendment) 2010

    Appendix 2: Motion to introduce a Taxi and Ehailing Drivers’ Tribunal in the Land Public Transport Act (Amendment) 2010

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