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    SBF
    COE quota to rise slightly; higher bid deposit among new measures for motorcycles
     

    File photo of cars and other vehicles in Singapore. (Photo: CNA/Jeremy Long)
      SINGAPORE: The supply of Certificates of Entitlement (COE) will go up slightly for the May to July quarter, while the bid deposit for motorcycles will be raised from the next tender.
    Announcing this on Friday (Apr 21), the Land Transport Authority (LTA) said the COE quota for May to July will be 9,575. This is an increase of about 1.5 per cent from the 9,437 COEs in the previous quarter. 
    Two changes to motorcycle COE bidding will be made to "improve allocative efficiency", said LTA.
    The bid deposit will go up from S$800 (US$600) to S$1,500, and the validity period for Category D temporary COEs will be cut from three months to one month. The expired COEs will be returned for bidding sooner.
    This is the second time in two years that LTA is adjusting the bid deposit and validity period of temporary COEs for motorcycles.
    In an attempt to encourage prudent bidding, the agency announced in March 2022 that it would raise the motorcycle bid deposit from S$200 to S$800. At the same time, the validity of the temporary COE was shortened from six months to three.
    The measures then were implemented to mitigate concerns that dealers were speculatively bidding for and holding on to temporary motorcycle COEs in light of rising premiums in the category. 
    LTA noted on Friday that from January to March this year, 457 Category D temporary COEs had expired without being used for the registration of motorcycles and were forfeited.
    "These will be returned for bidding in the upcoming bidding exercises from May to July 2023," it added.
    The new Category D measures and the new COE quota will start from the bidding exercise that kicks off on May 2.
    COE premiums ended mostly higher in the last bidding exercise on Apr 19, with prices for cars in Category A and B breaking records for the third consecutive tender.
    Premiums for Category A, which is for smaller cars, breached the S$100,000 mark to close at S$103,721.
    Premiums for larger and more powerful cars in Category B rose 2 per cent to S$120,889.
    Open category COEs, which can be used for any vehicle type but end up being used mainly for large cars, rose to S$124,501, exceeding its previous all-time high of S$118,990 by about 4.6 per cent.
    Motorcycle premiums closed at S$12,179, up from S$12,001 in the last exercise.
    Article Credits: CNA
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    SBF
    Mah Pte Ltd: Preorder new Kawasaki ZX-4RR for September delivery
    𝙀𝙭𝙘𝙡𝙪𝙨𝙞𝙫𝙚 𝘿𝙞𝙨𝙩𝙧𝙞𝙗𝙪𝙩𝙤𝙧:  𝗠𝗮𝗵 𝗣𝘁𝗲 𝗟𝘁𝗱

    📞 𝘾𝙤𝙣𝙩𝙖𝙘𝙩 𝙤𝙪𝙧 𝙎𝙖𝙡𝙚 𝙏𝙚𝙖𝙢:
    Amin: +65 9114 9428
    https://wa.me/6591149428
    Firdaus: +65 8292 4460 
    https://wa.me/6582924460
    Amirul: +65 8815 2709
    https://wa.me/6588152709
     
    𝙎𝙝𝙤𝙬𝙧𝙤𝙤𝙢 𝘼𝙙𝙙𝙧𝙚𝙨𝙨:
    Mah Pte Ltd 1179 Serangoon Rd, Singapore 328232   Join SingaporeBikes on Telegram for more of the latest news, special offers, reviews of motorcycles, and more!

    SBF
    ‘Good money’ at first, then ‘a bit stagnant’: Food delivery riders square up to realities as they eye a better gig
    A faulty bike could undo a few days’ income, and the lack of progression is real. Talking Point followed two food delivery riders to learn about the precarity and perks of the job.
     
    Before going into food delivery, Hasteven Jeremiah Anandan (left) was a bartender while James Ho worked in the food and beverage industry.
    SINGAPORE: James Ho starts his days at 7am seated outside a McDonald’s outlet in Woodlands, waiting for a food order to come through. 
    “7am is actually a crucial timing. That’s when the breakfast crowd comes in,” said the 50-year-old delivery rider. 
    He turned to food delivery three years ago when the pandemic impacted his job in the food and beverage industry. During that time, his father died, and he wanted a job that allowed him to spend more time in the day with his mother.
    But for all the talk of quick cash, flexibility and control over one’s working hours, Ho is finding gig work to be a little disappointing. 
    After 8am, his delivery jobs slow to a trickle until 11am. That’s because Grab, the platform he’s with, ranks its food delivery partners and Ho’s ranking does not accord him priority for jobs during that period, he told Talking Point host Steven Chia, who shadowed him for two days. 
    On the first day, their shift was cut short after earning a mere S$17.30. The next day, they pocketed S$37.30 after 10 hours and seven bookings. 
    Chia’s stint was part of a Talking Point special, Beyond Plain Sight, that explores the harsh realities of some Singaporeans: Food delivery riders, children living in rental public housing and millennials on the brink of debt. 
    With Singapore’s platform workforce standing at some 73,000 workers — of whom over 16,000 do food deliveries — the programme looked at what it takes to earn a decent wage in the gig economy, and why not all riders benefit the same way. 
    WATCH: Working as a food delivery rider: Are we paid enough? (23:01)
    IS IT THE ALGORITHM?
    Ho, who works solely on Grab and in the Woodlands area where he lives, feels that the platform’s algorithm has not been to his favour. 
    Under the platform’s shift system, riders are ranked and it affects how jobs are distributed. 
    Ho, for example, is in the “ruby” tier, which is level two out of four on the platform. Newbies start off at the emerald tier and work their way up to ruby, sapphire and diamond based on several factors: The number of jobs they take, their job acceptance rate, cancellation rate and rating. 
    The higher the tier, the more benefits riders get and the more they earn. They get to book shifts and receive priority orders during certain timings. 
    Being able to book a shift also guarantees riders a minimum amount they can earn during that period, based on their location. Should their earnings fall short of the minimum fare, Grab will top it up. 
    Riders who are not on shifts may still receive orders — but as Ho experienced, the lull can be long enough for coffee breaks between deliveries. 
    Riders must meet various criteria to move up a tier, as well as to remain in the tier.
    Riders who reach a higher tier have to maintain a minimum number of orders to avoid being downgraded. To move up a rank, on the other hand, has proven difficult for Ho. He has been stuck in the ruby tier for a year.
    The idea behind the shift feature, is that in exchange for the commitment to deliver in an area during specified hours, riders get some income assurance, said Grab’s group managing director of public affairs Lim Yew Heng. 
    Those in the higher tiers tend to be “more reliant on Grab as an income (source)”, he added. “So, we think it’s also important that priority allocation and privilege… is ringfenced for these more committed people.”
    On Ho’s situation, Lim emphasised that, incentives or not, drivers are paid “fairly”. 
    There is a “base fare” that ensures riders’ efforts are “equitably accounted for”, he said. Grab’s “base fare” is benchmarked to the food and beverage industry, which is “something like S$1,400”, he added. 
    Waiting extensively for a customer eats away time that could be spent picking up new orders.
    Besides being excluded from some shifts, what affects Ho’s earnings is stacked orders — when riders pick up multiple orders and deliver them all at once. In his delivery zone, Ho estimates that each order in a stacked order could earn him about S$3.90, while a regular order could earn him about S$5.   
    When there are delays during delivery, such as when he’s waiting for an order, or if a customer is uncontactable, it eats into the time he could have spent picking up another order. 
    Ho makes S$1,600 to S$2,000 a month, but there are the out-of-pocket shocks. On the first day Chia tagged along, the gears in Ho’s electric bicycle malfunctioned after five hours and four bookings. 
    “Our day is over, Steven,” he lamented. He had made only S$17.30 for the day, but the repairs would cost S$120.
    Ho's bike malfunctioned five hours into the work day.
    HUSTLE, BUT AT WHAT COST?
    Some riders such as 26-year-old Hasteven Jeremiah Anandan have fared better. He started doing food delivery full-time three years ago, and has upgraded his laptop to a gaming computer, got a deejay set and a thousand-dollar bicycle. 
    “I feel like I wouldn't be able to actually afford all these things if I didn't have a job as food delivery rider,” said Anandan, who has a diploma in business management. He hustled eight to 10 hours a day, five to six days a week, on both Foodpanda and Grab. 
    But the days of higher pay and better incentives seem to be over. He could previously earn up to S$4,000 a month, but the average these days is S$2,400 if he works full-time.
    Starting the work day is not as straightforward as firing up the app and waiting for an order. Anandan has to plan his day around each platform’s algorithm. 
    On Foodpanda, he has to book a shift beforehand in order to pick up orders. Even then, riders can only book shifts by their batch number, which is allocated to them based on their performance each week. 
    Hasteven Jeremiah Anandan, 26, juggles trips on two delivery platforms to keep up with his lifestyle.
    One performance indicator is “actual versus planned hours”, which evaluates how many hours riders actually fulfilled during their shift. It takes into consideration late log-ins, no-shows and breaks. 
    “It’s something like a clock-in, clock-out system,” said Anandan.
    These days, he finds it harder to secure shifts or long-enough shifts compared to the early days of the pandemic. He attributes this to more riders in the system. In between shifts, Anandan turns to Grab. 
    What he also guns for is surge pricing during peak periods, even on rainy days. While a regular order in his usual area in Serangoon would earn him about S$4, surge pricing could earn him about S$6.50, he said.  
    On a rainy day when he earned around S$50 from seven orders, Anandan remarked: “Really, really good for a lunch shift."
    Riding in the rain could mean more money, but Anandan is aware that dangers lurk. “The floors are slippery. And our bikes actually tend to skid when we brake too hard… it may be a little bit more dangerous on the road,” he said. 
    Riders may try to fulfil more orders during surge periods or rush to complete an order for a complaining customer, which makes them more accident-prone.
    WATCH: Food delivery hustle: Is it that lucrative? How much can you make? (22:04)
    Between January 2021 and July 5 last year, five food and goods delivery platform workers were killed in work-related traffic accidents. And a survey by the Institute of Policy Studies (IPS) last year of 1,002 food delivery workers found nearly one in three of them had been in at least one accident serious enough to require medical help.
    Lim said Grab is “very conscious” of how its incentive scheme is designed. He added: “If we start to see that (riders) are you know, behaving in such a way that it’s dangerous… in some cases, we actually block them from driving.”
    THE SUSTAINABLE WAY FORWARD?
    The IPS survey —the first ever on platform delivery riders — also found two-fifths of the respondents would leave the industry “as soon as possible” if they had other job opportunities. 
    Seven in 10 respondents earned less than S$3,000 a month, and more than one in three would leave for a job that pays them at least that amount.
    With the “evolving platform business models”, riders do not really have a say in how much they earn, said Member of Parliament Yeo Wan Ling, advisor to the National Delivery Champions Association. 
    “That's why at the end of the month, unlike salaried employees, our platform riders don't really know how much (they’re) taking back for that number of hours that they're working,” said Yeo.
    They are also unlike freelancers who decide how much they want to charge and when they want to work, she noted.
    To make riders' income less volatile, platform companies could look to Germany, suggested Abel Ang, an adjunct professor at Nanyang Business School. 
    “Because of the control that platform companies have (over) the riders, the courts in Germany indicated that… platform companies have a responsibility to provide the implements or the tools for the riders to actually do their work.”
    These include a smartphone and a bicycle, said Ang. 
    IPS principal research fellow Mathew Mathews, who led the survey’s research team, believes people should engage in platform work on “a more part-time basis”, such as those who have just been laid off. 
    The lack of career progression is an issue for food delivery riders.
    But the survey found that 46 per cent of respondents relied solely on food delivery for income.
    A large proportion were newer riders, with 32 per cent having spent less than a year on the job and the same proportion having worked two to three years. 
    The long-term impact of working as a delivery rider is being stuck with a “very low socio-economic status”, he said.
    They do not get the increments and bonuses other workers receive, or make contacts who can connect them with better opportunities, said Mathews. The career prospects are “nearly nothing”, he said.
    The Ministry of Manpower has announced new measures for gig workers from 2024. They include requiring platform workers below the age of 30 to contribute to their Central Provident Fund accounts, so they can save up for retirement and housing. Older workers may opt in.
    Riders will also be compensated for their earnings if they get injured on the job. 
    IN SEARCH OF A BETTER GIG
    Anandan said he has enjoyed the “really good money” from being a full-time delivery rider, but does not see himself doing this beyond the next two years. 
    “Working as a food delivery rider feels a bit stagnant and there’s no progression towards the future,” he said, echoing Mathews. 
    He has transitioned to doing food delivery only four hours a day, and spends the rest of his time on a “side hustle” providing engraving services. He hopes the latter will one day be his ticket to “financial freedom”.
    One of Anandan's engraved products.
    Ho is also seeking out other opportunities. His income from delivering for Grab is just enough for himself and his mother, with nothing left to set aside for retirement.
    But without a “high education level”, he has faced obstacles. He’s sent out his resume to potential employers, but worries he has “lost touch” with the job market. When he tried to upskill and attended a course in security, he “flunked” the final paper and “couldn’t make it”.    
    Returning to the food and beverage or events management industries is another option. 
    But even with relevant experience, he does not feel "100 per cent confident" gunning for the role of food and beverage supervisor, he admitted. "I keep asking myself, do I still (meet the) criteria?"
    Watch the Talking Point episode with Ho's story here. Watch the episode featuring Anandan here.
    Article Credits: CNA
     
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    SBF
    ERP rates to increase by S$1 at 7 expressway locations from April 3

    TODAY file photoAn Electronic Road Pricing gantry in Singapore.
     
    SINGAPORE — Electronic Road Pricing (ERP) rates will increase by S$1 at seven expressway gantries for 16 specified time periods to ease morning traffic congestion, the Land Transport Authority (LTA) said on Tuesday (March 28).
    The latest ERP rates review — covering morning time periods — is based on LTA’s monitoring of traffic conditions last month, when traffic was observed to have built up on various stretches of expressways.
    The price revisions are as follows:

    Land Transport Authority Rates for other previously announced timeslots and gantries remain unchanged, LTA said.
    “With these adjustments, the number of locations and timeslots charged is still lower than the number charged pre-Covid,” it added.
    LTA said that it will continue to monitor traffic speeds and congestion levels closely to assess if ERP rates need to be adjusted further.

    Article Credits: TodayOnline  
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    SBF
    No more off-peak toll rates at Tuas Checkpoint from 31 March
     
    The Land Transport Authority (LTA) announced on Thursday (16 March) that toll charges will be revised for all vehicles except motorcycles at Tuas Checkpoint from 31 March.

    The revised rates will match Malaysia’s recent revision of toll charges at the Tanjung Kupang Toll Plaza (Second Link), which have removed off-peak discounts for vehicles passing through. LTA said that the latest adjustment keeps in line with Singapore’s long-standing policy of matching Malaysia’s toll rates.
    In reflecting the upcoming revision, charges for revised toll rates at Tuas Checkpoint would be $2.10 (RM7.02) for cars, $1.60 (RM5.35) for taxis, $2.50 (RM8.36) for buses, $5.60 (RM18.72) for vans and light goods vehicles, and $11.30 (RM37.78) for heavy goods vehicles, regardless of travel time.
    Off-peak hour toll charges were first introduced by Malaysia highway operator PLUS in 2018 to encourage people to use Tanjung Kupang Toll Plaza during the quieter hours.
    However, authorities found no significant increase in traffic during the off-peak hours, despite the implemented discounts. It was also identified that more than 50 per cent of vehicles that enjoy off-peak toll rates are Singapore-registered vehicles.
    Sufficient value in stored value cards & VEP and Autopass card
    Drivers are reminded to have sufficient value in their stored value cards before entering immigration booths at Tuas Checkpoint. Drivers of foreign-registered vehicles must also have LTA’s Vehicle Entry Permit (VEP) approval email and a valid Autopass card before entry to Singapore.
    VEP and Autopass cards can be applied via LTA’s OneMotoring website two weeks before intended travel. Drivers may refer to LTA’s VEP approval email for steps to collect their Autopass cards.
    Toll charges at Woodlands Checkpoint remain the same.
    Source: Yahoo
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    SBF
    HOW TO PERFORM A PERFECT U-TURN DURING YOUR MOTORCYCLE TEST
     
    Performing a U-turn on your motorcycle test is a nerve-wracking exercise. There are though a few things you can do to make sure you ace it, first time, every time
    Perfecting the dreaded feet-up U turn can be one of the most stressful parts of learning to ride a motorbike. Most of us neglect the skill the minute we pass our test, but it can be a useful manoeuvre to have in your back pocket and is much easier than paddling your bike around.

    It's also one of the most nerve-wracking parts of your test, despite being one of the slowest speed exercises you will undertake. And that low speed is part of the perceived problem. At low speed, the bike feels vulnerable to wobbles, although there are a few things you can do to ensure you don't fall foul of a fail.
     

     
    How to perform a perfect U-turn during your motorcycle test
    Check for traffic
    Whether you are on the test centre or out on the public road, act like there is traffic and make sure you check your blindspot when you pull away and just before you begin to execute the turn. Missing this could result in a fail before you've even hit the road. It's also important not to rush the shoulder check. The examiner will want to see you moving your head in a controlled manner, and looking back for danger even if you both 'know' there isn't any there.
    Look where you want to go
    This point is drilled into you when you are training, but in truth, it takes quite a while to naturally look when you want to go. To nail the head position, as soon you reach the middle of the road and want to begin heading back in the direction you came, fix your eyes on an imaginary spot about a foot away from the kerb on the opposite side of the road that you started from. 
     
    Practise
    It makes perfect, dontcha know? Find a quiet road somewhere and practice your U-turns – a few minutes once or twice a week will keep you sharp.
    Before you attempt a U-turn, first practice riding slowly in a straight line, and slaloms
    Top tips for nailing that motorcycle u-turn
    So how is it done? Confidence, which comes from – what else? – practice. But there are a few tricks that help.


    Engine revs, clutch
    To nail a U-turn on a motorcycle, you need to keep the revs high and clutch instead of the throttle to increase speed. The throttle of most bikes isn't accurate enough to perform a U-turn, for most novice riders anyway, so keep the clutch just past the biting point and try and maintain that position. The examiner doesn't care how fast you rev the engine, in fact, you'll probably get some kudos for using an appropriate amount of revs and nailing the clutch control.
    Modern bike
    It will almost certainly have a light clutch, a featherweight ride-by-wire throttle and the colossal advantage of centralised mass. Compared with something like my own 1998 Ducati 900SSie (low, narrow bars, leaned-forward riding position, lumpy engine, erratic dry clutch), low-speed manoeuvring is a piece of cake.
    Back brake
    The third trick is to apply light and continuous pressure to the back brake. This has a similar effect to pulling in the clutch, but because you are dragging the engine down by making the back wheel harder to turn, the whole bike feels planted.
    If you need to slow down a little, don't pull the clutch in as you'll disengage drive to the rear wheel and affect the stability of the bike. Instead, to slow down when performing any slow-speed manoeuvre, give a dab of the back brake - but never the front. The rear brake on most bikes (especially those used by motorcycle training centres) is soft and forgiving and will allow you to scrub some speed without affecting the stability of the bike.
    Get used to slipping the clutch and balancing it against the rear brake, these definately helps.....


    What if your bike is long or awkward to u-turn?
    Most bikes should be able to turn in a 20-foot arc, as long as you are confident you can lean the bike properly into the turn. Have your inside foot ready for a ‘dab’ if necessary, but don’t aim to have it on the ground as it will widen the turn. Sitting further forward in the saddle also helps with the steering.
    It’s tempting to look at potential hazards like cat’s eyes and the pavement right in front of the bike, but it’s really important that you look where you want to end up heading in the opposite direction.

     
    Don't lean on the steering lock stops
    To complete a tight u-turn, you shouldn't actually need all of the steering angle you have on offer. With a little bit of lean, and just the right amount of steering input (plus the points mentioned above), you should easily be able to turn a riding school bike around on a road. Furthermore, leaning on the lock stops generally ends up with the bike toppling inwards, and landing you on the floor with a big fat 'fail' on your test certificate. If you do feel the handlebar hit the steering lock stop, slow the bike down slightly (on the bike brake - don't close the throttle!) and open the steering angle just a fraction.
     
    Article Credits: visordown, motorcyclenews
     
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    SBF
    Mah Pte Ltd is the new Kawasaki exclusive distributor in Singapore
     
    Mah Pte Ltd announced that they are the new Kawasaki exclusive distributor in Singapore. They have a host of exciting events lined up for all #kawasaki, both current and new!       ➼𝙎𝙐𝙋𝙀𝙍𝘾𝙃𝘼𝙍𝙂𝙀𝘿 𝙋𝙊𝙒𝙀𝙍 ➼𝙋𝙊𝙒𝙀𝙍 𝙁𝙊𝙍 𝙏𝙃𝙀 𝘿𝙄𝙎𝙏𝘼𝙉𝘾𝙀   The 𝗡𝗶𝗻𝗷𝗮 𝗛𝟮® 𝗦𝗫 𝗦𝗘 hypersport is powered by a supercharged 998cc inline four-cylinder engine, designed to deliver power where it is most useful, in the low- to mid-range, in a fuel-efficient manner. With this powerful engine at the core, Kawasaki has created one of the most advanced and well-balanced motorcycles in performance, comfort, and efficiency that prioritizes everyday usability for an array of street-riding conditions.   Bikes are arriving in April 2023!   𝙀𝙭𝙘𝙡𝙪𝙨𝙞𝙫𝙚 𝘿𝙞𝙨𝙩𝙧𝙞𝙗𝙪𝙩𝙤𝙧 𝗠𝗮𝗵 𝗣𝘁𝗲 𝗟𝘁𝗱   𝘾𝙤𝙣𝙩𝙖𝙘𝙩 𝙤𝙪𝙧 𝙎𝙖𝙡𝙚 𝙏𝙚𝙖𝙢 : 𝗔𝗺𝗶𝗻 91149428 𝗙𝗶𝗿𝗱𝗮𝘂𝘀 82924460 𝗔𝗺𝗶𝗿𝘂𝗹 88152709   𝙎𝙝𝙤𝙬𝙧𝙤𝙤𝙢 𝘼𝙙𝙙𝙧𝙚𝙨𝙨: 1179 Serangoon Road S(328232)   Join SingaporeBikes on Telegram for more of the latest news, special offers, reviews of motorcycles, and more!
    SBF
    BMW Developing Adaptive Cooling Feature For Motorcycles
    BMW is developing an adapting cooling system for motorcycles – not to prevent overheating, but to improve aerodynamics, using shutters to close off the radiators when demand for cooling is low. There’s actually nothing new about the idea as many modern cars – including BMWs – use the same system, but this would be a first for a bike.

    A BMW patent application has revealed what the brand calls "tilting vehicle having a cooling arrangement with a movable air-guiding device.” The illustrations clearly reveal a cooling system at the front of the radiator. As in cars, where a similar system is used, the idea is to allow sufficient cooling to satisfy a high-performance engine working at full load, but also to provide better aerodynamics when the engine is not being used at its best performance.

    Adaptive Cooling is an innovative feature by BMW. The automaker states that this feature makes the vehicle more aerodynamically efficient while proving the engine with the required air intake. While an open grille was always good for the engine in terms of cooling, it caused the radiator to create air resistance and thus render the vehicle less aerodynamically efficient. 

    The patent identifies the issue with motorcycle radiators being mounted where they’re exposed to the most airflow possible, which creates a significant aerodynamic obstacle. BMW indicates that the brand will soon employ moveable air guiding devices in its motorcycles that can be opened and closed as per requirements. This feature also aims the fix the issue of ‘oversized cooling arrangements’ in motorcycles. BMW says that the cooling systems of its motorcycles are designed to handle extreme weather and performance conditions making it oversized for everyday use. The radiator in the motorcycles is placed where the airflow is maximum making it a substantial aerodynamic obstacle. 
    Most motorcycles use a radiator to cool the engine, but this can create air resistance and inefficiency. BMW has come up with a solution called “active shutters.” It’s like a venetian blind that can open or close in front of the radiator to let in more or less air, depending on how much cooling is needed. 
    By redirecting air around the radiator instead of through it, active shutters can reduce drag and make the motorcycle more efficient. 
    The sketches featured in the patents show drawings of an adventure style motorcycle and the active shutters’ movement. It could be likely that is a reference to the upcoming R 1300 GS motorcycle featuring this new bit of tech. Since BMW already mass-produces an active grille system for use in millions of cars, translating it to motorcycles shouldn’t prove to be a hugely taxing task if the benefits prove to be as significant as the patent application suggests.
     
    Article Credits: cycleworld and britishmotorcyclists
     
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    SBF
    Incentive to De-register Older Motorcycles
    The National Environment Agency (NEA) is offering an incentive of up to $3,500 for owners of older, more pollutive motorcycles which were registered before 1 July 2003, to de-register their motorcycles over the next five years. NEA will also tighten the in-use emission standards for these motorcycles from 6 April 2023. These motorcycles will no longer be allowed for use on Singapore’s roads after 30 June 2028.

    Incentive Eligibility Criteria
    All owners of motorcycles that were registered before 1 July 2003 are eligible for the incentive, if their motorcycles have a valid 10-year Certificate of Entitlement (COE) as of 6 April 2018, and are de-registered on or before 5 April 2023. Owners of motorcycles registered before 1 July 2003 will receive a letter from NEA by end-April 2018 informing them of their eligibility for the incentive. Owners may also log in to www.onemotoring.com.sg to check the first registration dates of their motorcycles.
    Owners of motorcycles which are on the 5-year non-renewable COE, or the Classic, Vintage (Restricted), and Revised Vintage Vehicle Schemes as of 6 April 2018 are not eligible.
    The incentive consists of two components. The owner of an eligible motorcycle will receive $2,000 if the motorcycle is de-registered on or before 5 April 2023. If the motorcycle’s COE is not renewed on or after 7 April 2018, the owner will receive an additional $1,500 upon its de-registration. The owner will also receive a refund for the unused COE period, upon its de-registration.
    Please note that NEA is not obliged to disburse the incentive unless the owner has been deemed by both NEA and the Land Transport Authority (LTA) to be eligible for the incentive and has fulfilled all the pre-conditions for the said incentive. 
    Refer below infographic for a guide to the incentive.

     
    How to Apply for the Incentive
    Upon successful de-registration of their motorcycle, eligible owners will receive an application form from NEA via mail to fill out in order to receive the incentive. NEA will credit the payment directly into the bank account specified within two months upon complete submission of the application by the eligible owner.
    For more details on the application for the payout, owners may call 1800-CALL-NEA (1800-2255-632).
     
    Tightened In-use Emission Standards and Phase Out of Older Motorcycles
    From 6 April 2023, MEWR/NEA will tighten the in-use emission standards for motorcycles registered before 1 July 2003. These motorcycles can continue to be used until 30 June 2028 if they meet the tightened in-use emissions standards. More details will be released later.
    After 30 June 2028, all motorcycles (including both 2-wheeled and 3-wheeled motorcycles/scooters) registered before 1 July 2003 will no longer be allowed for use on Singapore’s roads. By then, the youngest motorcycle in this group will already be 25 years of age. Motorcycles on the Classic, Vintage (Restricted) and Revised Vintage Vehicle Schemes are exempted as they are already subjected to restricted usage.
     
    Background
    Air pollution is a key threat to public health in many cities. According to the World Health Organization (WHO), air pollution is the biggest environmental health risk. Over the years, the Government has introduced various initiatives to tackle vehicular emission, which is a key source of air pollutants such as Ozone and Particulate Matter (PM).
    The new initiative addresses the large contribution to air pollution by motorcycles. While motorcycles make up 15 per cent of the local vehicle population, they contribute around 50 per cent of Carbon Monoxide (CO) from vehicles. Motorcycle emission is a public health concern because it contains Hydrocarbons (HC) and CO, which are precursors to Ozone. CO and Ozone are known to impair respiratory functions.
    Older motorcycles are more pollutive. Those registered before 1 July 2003 (i.e. before the introduction of Euro I emission standards for motorcycles) emit up to about 10 times more CO and 30 times more HC compared to a Euro IV motorcycle today. Such older motorcycles make up around 20 per cent of Singapore’s motorcycle population, but account for about 40 per cent of CO emitted by motorcycles. 
    Refer below infographic about the pollution contribution by older motorcycles in Singapore.

     
     
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    SBF
    15 Safety Tips for Motorcycle Riding in the Rain
    [Safety Tips for Motorcycle Riding in the Rain was originally published in American Rider magazine]
    The best advice you’ll hear regarding riding in the rain is don’t do it. Bad weather and wet roads raise motorcycle riding to a whole nother level of complexity and—let’s not pussyfoot around it—danger. Now, having said that, there is another side to this. That is, riding in the rain can be an enjoyable, rewarding experience. While you might not actively seek out this kind of fun, you can’t always be sure that a trip that starts with sunny skies will end that way. So, like it or not, let’s deal with riding in the rain. The keys to doing it safely and enjoyably are in the management of three highly variable factors: traction, visibility, and comfort.
    Traction
    One of the most overlooked improvements in the world of motorcycles over the years is the performance and quality of the tires on which we depend. Today’s touring tires are marvels at accommodating all the various surface, high-mileage, intense-heat, and wet-road conditions that we’re continually up against. Despite all this, they still can’t give you the same degree of traction and confidence on a wet road as they can on a dry one. How you deal with this difference will determine your success in the wet.
    Rule number one is, simply, slow down. Generally, your braking distance is increased in the wet. A lower speed will help offset this, plus it reduces your lean angle in turns, which is where wet-road problems often pop up.
    Which leads to rule number two: keep it upright. Now don’t get silly on me here. I’m not saying that you slow to the point where turns are taken at a parade pace, but keep in mind the more upright you are, the more weight that is applied perpendicular to mother road, thus increasing the amount of traction available to you. Avoid last-second turns, unnecessary swerves and rude imitations of bad road racers as these will do nothing but impress the EMT with your stupidity.
    Rule number three in wrestling with the wet is, read the road. The worst rains of the season are the first ones. As the oily scum has yet to have been washed off, the surface can be particularly treacherous, all the more so at stop signs, tollbooths and in parking lots as these locations are often large drip pans for leaky cars. Subsequent rains serve to wash the surface a bit affording improved traction, but rules number one and number two still apply.
    Watch carefully for standing water, those nasty pools that can lead to hydroplaning, which occurs when a layer of water sandwiches between your front tire and the road, resulting in zero traction. Reducing your speed reduces this possibility. (Are we noticing a thread here? Slower is better in the wet.) Rain also has the bad habit of spreading gravel and dirt around where you least enjoy it; watch for this stuff, particularly in rural areas. The best strategy is to assume that every turn is dirty, and ride accordingly.
     
    Visibility
     
    If the rain you’re riding in is overpowering the windshield wipers of passing cars and causing bow waves to form, stop, as the only view you’ll have is a very distorted one through a sheet of water. Get safely off the road and wait it out. The “enjoyable, rewarding experience” I wrote of earlier does not apply here as these conditionsare just too dangerous on a motorcycle. The most common visibility problem is one of a fogged faceshield and/or glasses. The cause of this is, simply, the difference in temperature between the outside air and the inside of your helmet. Your body is a 98-degree heater. Ride in, say, 45-degree weather and that 53-degree difference can mean instant fog. Usually this problem is at its worst when you first start off because the air is still. Get moving and the airflow will usually dissipate the fog. However, that time between still and moving can be dangerous. Combat this problem by using any of the various anti-fog solutions on the market (be sure to also treat the lenses of your glasses), leaving your faceshield slightly open until you’re moving, and waiting till the last moment to put on your helmet.
    Once the rain has stopped it doesn’t always mean that the problems have disappeared. Wheel spray from cars and trucks can make it seem to be raining as hard as ever. Continue to keep your distance from other vehicles, and watch for those large puddles that offer up mini-tsunamis.
    Comfort
    Anything that distracts you is potentially dangerous. In rain conditions that distraction often takes the form of a trickle of cold water that leaks past your collar, chilling your whole body. Make sure that your rain gear fits properly and is in good shape. Cold is a huge distraction and, carried to its extreme, can cause hypothermia that dulls the senses and slows your reaction time. Finding the right combination of rain gear, including a warm jacket and proper pants, boots and gloves can be a hit-or-miss process that requires a bit of experience. Finding out that you’ve made a wardrobe mistake when the rain starts to fall is not fun. Road test your full cold/wet weather gear for fit and comfort in the sun. Part of this test is to have someone turn the hose on you (from above, simulating rain) to check for clothing leaks. The sweat you work up will be worth it.
    Properly managing these three factors allows you to concentrate on the road and appreciate the fact that you’ve added another skill set to your riding. That’s when it really becomes an enjoyable, rewarding experience.
    Pro Tips
    1. Choose a rainsuit that incorporates a breathable membrane such as Gore-Tex, Reissa, Hipora or similar material.
    2. Pack your rainsuit on top, not at the bottom of your saddlebag.
    3. Watch windshield wipers of oncoming cars to see if it’s raining ahead.
    4. Put your rain gear on before the rain starts.
    5. Wear bright colors for increased visibility to others.
    6. Transfer wallet, keys, and other essentials to waterproof outside pockets.
    7. Your windshield should be low enough to look over, not just through.
    8. Use four-way flashers in heavy rain or fog.
    9. Increase your following distance, and watch for tailgaters.
    10. Avoid standing water as it can hide potholes and debris.
    11. Check tire pressures periodically. Underinflated tires are more likely to hydroplane.
    12. Tap rear brake in advance of normal braking distance to alert followers.
    13. Gently apply brakes periodically to wipe rotors of water/mud/debris.
    14. Watch out for painted lines, arrows, etc. as they can be particularly slippery.
    15. After the ride, don’t pack your rain gear away until after it’s dry.
    Article Credits: RiderMagazine.com
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