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    SBF
    COE : 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
    How to: Change your motorcycle engine oil
    The oil in your engine is its lifeblood: it lubricates the moving parts and stops them wearing or destroying themselves; it helps keep everything cool, particularly on ‘air’-cooled engines; and it removes harmful deposits and helps prevent them from building up again.

    Oil eventually deteriorates as a result of heat cycles as well as its intended purpose of carrying dirt and debris away from key parts of the engine, and so it needs changing regularly to make sure it can keep doing its job. But changing it is a very straightforward process and is well within the scope of the average home mechanic.
    There are different types of oil; mineral, semi-synthetic and fully synthetic. The former is derived entirely from crude oil and is well suited to lower-specification engines that don’t run at high revs. Semi-synthetic uses a mixture of mineral and synthetic oils to add a range of qualities that help offer higher performance for more complicated engines.
     
    Fully synthetic is, as the name suggests, man-made and can be tailored to give whatever qualities are required but is the most expensive option of the three.
    There are then several identifiers for the compatibility of oil for your bike. The first is the American Petroleum Institute which rates oil for performance, the ‘higher’ the letter, the better. So, for example, an oil rated API SN means it is certified for a spark-ignited engine (the S) and performance level N, which is higher than M or L.
    The second rating is the Japanese Automobile Standards Organisation (JASO) rating that indicates whether an oil is suitable for a bike with a wet clutch – which runs in the same engine oil – or not. An MA rating means oil that will maintain the engine and transmission and allow the wet clutch to operate effectively.
     
    Oils also have a viscosity rating expressed by numbers and letters as part of the SAE (Society of Automotive Engineers) rating. For example, SAE 10W30 means the oil works in ambient temperatures down to -25°C (the number before the W for ‘Winter’ is the coldest working temperature) up to 30°C. Note these are ambient, not the engine, temperatures and the higher the numbers, the higher the temperatures.
    You may also see 4T and 2T on the bottle – this means they are designed for four-stroke and two-stroke engines respectively.
    Here’s how to change your oil and keep your engine happy.
    Step 1:
     
    ©PHOTO: BAUER MEDIA Look in your owner’s handbook or workshop manual; these should tell you the specification of oil you need and the quantity. Get yourself online and order the necessary quantity as well as the relevant replacement oil filter and a new washer for the drain plug.
    Step 2:
     
    ©PHOTO: BAUER MEDIA Run the engine for a short while to warm the oil up but not get it too hot. Warming it up will help it drain so as much of the old oil comes out as possible. Place a drain tray underneath the drain plug and, having put a pair of protective gloves on (old oil is fairly unpleasant stuff), loosen the drain plug and remove it by hand.
    TIP: While you are undoing it, push it in to get the threads to seal as much as possible and don’t try to remove it until you feel the last thread come loose – this will help prevent warm oil running down your arm. Leave the oil draining for now.
    Step 3:
     
    ©PHOTO: BAUER MEDIA Now you need to think about how you are going to remove the old oil filter. There are two main ways to do this – with a cup-style filter wrench that fits the flats on the filter and drives from a socket handle or a strap (or chain) wrench that tightens onto the filter body as you rotate it to loosen the filter. The choice comes down to personal preference or what’s available for your bike.
    Step 4:
     
    ©PHOTO: BAUER MEDIA The wrench fits over the end of the filter housing and is very easy to use – you locate it like a large socket and use a ratchet or handle to undo it until it is hand tight and you can remove it. Be careful of the oil spill as you do so and lay plenty of rags or paper towels under where it locates, particularly if it is angled downwards as you work on it.
    Step 5:
     
    ©PHOTO: BAUER MEDIA A strap wrench tightens itself on as you rotate it until it grips the filter housing and begins to rotate it until you can again, remove it by hand. These can be useful if access is tight or you can’t get a wrench over the top of the filter and get a handle to it directly.
    Step 6:
     
    ©PHOTO: BAUER MEDIA Once the filter is off the engine, remove it and when convenient, drain its contents into the drain pan that now contains the contents of the engine. Use some carburettor cleaner or degreaser to clean the mounting face ready for the new filter.
    Step 7:
     
    ©PHOTO: BAUER MEDIA Before fitting the new filter, smear a thin layer of oil around the rubber ‘O’ ring - this will help it seal properly. If the filter is mounted directly from the bottom of the engine, you can fill it with new oil to ‘prime’ it. If it isn’t then fit it empty and it will fill when you first run the engine.
    Step 8:
     
    ©PHOTO: BAUER MEDIA Fit the new filter to the threaded section where the old one was removed from. Tighten it as per the instructions in the owner’s or workshop manual – this may be a torque value or a specific process.
    Step 9:
     
    ©PHOTO: BAUER MEDIA Before you refit the drain plug so you can refill the engine, have a look at it to see whether there is evidence of worrying wear – metal particles, for example. If not, give it a clean and remove the old washer, replacing it with a new one.
    Step 10:
     
    ©PHOTO: BAUER MEDIA Now refit the drain plug and tighten it to the relevant torque figure, as per the owner’s or workshop manual.
    Step 11:
     
    ©PHOTO: BAUER MEDIA It’s now time to refill the engine with lovely clean oil. Using a funnel – to actually get it into the engine – or a measuring jug, either apply a measured quantity, taking into account any you may have already added to the filter before fitting it or fill to a level in the sight glass or on the dipstick, depending on your bike. Make sure the bike is upright and level when checking oil levels.
     
    Step 12:
     
    ©PHOTO: BAUER MEDIA If filling to a level, check this with the sight-glass or dipstick and fill until you are roughly halfway between the upper and lower marks. Stop, then run the engine for a moment to circulate the oil, then shut off and wait until the level has settled and check again, as per the manual. If necessary, add more to compensate for filling the filter and there you go – job done.
     
    Aricle Credits: motorcyclenews
     
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    SBF
    Thai man travels 300km with cats in sidecar back to hometown
    A Thai man travelled some 300km from Bangkok to Korat with his 11 cats in tow on a motorcycle, attracting praise and “likes” from cat lovers online.  

    Choowong Thepkoh, 65, who sells amulets and other knick knacks at flea markets in Bangkok, had travelled to Korat to sell his goods at a popular annual flea market. 
    Choowong also hails from Korat, and wanted to bring his “kids,” or his cats, to visit his birthplace.
    Facebook page, Kingdom of Tigers – dedicated to cat lovers, and whose followers know of Choowong as an ardent fan of cats – raised funds to buy the man a sidecar motorcycle, so he could travel with his feline friends.
    On Friday, March 17, the page also urged its followers to donate cat food to Choowong as he was about to travel to Korat. 
    In an interview, Choowong revealed that he left his hometown 26 years ago, and worked in flea markets in and around Bangkok to support himself and the cats that he would adopt over the years. 

    All of his cats were strays, he said, and he would often bring them along everywhere he went. 
    He also shared their names: Thong Kwak, Thong Ek, Thong K, Thong Daeng, Thong Kam, Thong Heng, Thong Pradab, Si Nuan, Si Som, Si Suay, and Si Baitong.
    “Someone once offered to buy Thong Kwak for 20,000 baht ($780), but I refused to sell, fearing that the person would one day become bored of him and abandon him. I want to take care of him until the day he dies.”
    Choowong said he was grateful to everyone who supported him and his cats. He received a lot of cat food from people he met along the way.
    Article Credits: tnp.straitstimes
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    SBF
    Watch your speed: Top police hotspots of 2022
    Ever wondered where the police hotspots were for the last calendar year? We’ve crawled through our 2022 data, and here are the top five locations!
    There are some fairly unexpected places in this list, so do exercise caution and watch your speed when approaching these areas!
    5. Kallang Road (towards Sir Arthur's Bridge) before Crawford Street

    The straight road and large gaps between traffic light junctions mean cars can, in theory, achieve speeds far above the legal posted speed limit. Which is why, despite the lack of an overhead bridge, you’d find traffic and auxiliary police patrolling this stretch of road.
    4. Nicoll Highway (towards Stamford Road) before Ophir Flyover

    This is the only major road parallel to the previous hotspot. With no traffic lights on a 2.6 kilometre stretch between the junctions of Sims Way and Middle Road, it isn’t uncommon for drivers to accidentally stray over the speed limit. Keep a lookout for the overhead bridge near the entrance of Nicoll Highway MRT station.
    3. ECP (towards Changi Airport) Overhead Bridge before Exit 8B Marine Vista

    Whilst there are no permanent speed cameras along the ECP, our traffic cop friends do occasionally set speed traps on the various overhead bridges along the ECP. One of the hotspots from 2022 happens to be the overhead bridge before Exit 8B at Marine Vista. The posted speed limit here is 90 km/h, so do be extra cautious in this stretch to avoid unnecessary fines.
    2. Punggol Road (towards Punggol Central) on New Punggol Road Bridge

    The road network in this area happens to be fairly new. With the general lack of development, it may seem like the ideal spot for boy racers to flex their econobox muscles. A mix of traffic and auxiliary police regularly patrols the area according to our 2022 data, so resist the urge to drive your car hard on these new roads!
    1. Stretch of Road Between Dunman Road and Koon Seng Road

    Considering the roads are fairly narrow here, it is unlikely that you’d be done for speeding along this stretch. Law enforcement here probably focuses on ensuring cars are not illegally parked. Still, make sure that you keep your speeds in check, and opt to only park legally if you do not wish to pay a fine.
    Article Credits: motorist
     
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    SBF
    Before Help Arrives: Being Prepared in the Event of a Motorcycle Accident
     

    During the first few minutes after TJ’s crash, he was woozy and in some pain. Once the adrenaline wore off, his condition became more serious. But without first aid training all we knew to do was call for help. (Photo by the author)
    Like it or not, accidents happen. Fortunately, they tend to be rare events, and when they do happen they’re often minor, such as a parking lot tip over that does more harm to our pride than our body or bike. But sometimes accidents are more serious. Sand or gravel may cause us to lose traction. We may overcook a decreasing-radius corner. Or we may have a close encounter with a car or a leaping deer.
    As responsible motorcyclists, we owe it to ourselves, our friends and our loved ones to be prepared in case an accident happens. If we’re riding in or near an urban area, then we can usually count on having a cell signal, the ability of first responders to access the scene quickly and the proximity of a hospital. But even in urban areas it could take up to 30 minutes or longer for an ambulance to arrive on the scene.
    What should you do until help arrives? And what if the accident happens when you’re riding out in the country or other remote area? Those are exactly the sort of places we love to ride, where we can escape from the city or suburbia to enjoy winding roads and off-the-beaten-path scenery. How would you call for help? And even if you can call for help, how long will it take for an ambulance or helicopter to arrive?
    A few years ago, during a dual-sport ride with friends, our buddy TJ crashed his GS on a downhill, landing on his right shoulder. He was woozy and in pain, but he was able to get up, remove his helmet and speak coherently. After a few minutes, TJ told us his fingers were numb, his arm felt cold and he had a history of heart problems. We were lucky. We had a weak cell signal and were able to use my GPS to provide precise coordinates to the 911 dispatcher, and an off-duty paramedic and a nurse happened to be in the area and attended to TJ while we waited for a helicopter. TJ was airlifted to a hospital where he was treated for a dislocated shoulder, a chipped bone in his upper arm and a bruised collarbone. 
    We were relieved that first responders were able to provide assistance and evacuation so quickly, but what struck me about that incident was my ignorance of what to do other than dial 911. Recently I completed a weekend-long Wilderness First Aid course put on by NOLS, the National Outdoor Leadership School. Aimed at those who recreate outdoors where emergency medical response can be expected in less than eight hours, the course teaches the Patient Assessment System, basic first aid and how to make  evacuation decisions.


    As luck would have it, members of the Pathfinders militia were training in the area, and a nurse and a paramedic from the group attended to TJ until a helicopter arrived. Since help is rarely available in remote areas, it’s good to be prepared with first aid training, a first aid kit and a reliable way to contact first responders. (Photo by the author)
    One of the teachers was Dave Craig, a Senior Instructor at NOLS who is a Wilderness EMT as well as a motorcyclist. He enjoys long, exploratory rides on his Suzuki DR650S throughout Arizona and down into Mexico. When I asked Craig how wilderness first aid applies to motorcycling, he said, “When it comes to first response to a motorcycle accident, whether in remote areas or not, there are several important elements. First, secure the scene to prevent further injuries.” This is the first step in the Patient Assessment System (see sidebar below). If the accident occurs on the road or a popular trail, enlist friends or bystanders to control oncoming traffic, and beware of other potential hazards. If the injured rider is trapped under his or her motorcycle, make sure the bike is picked up safely without putting you or others at risk.
    “Second, you should be prepared with training and materials to attend to threats to life,” said Craig. “Take a first aid/CPR course and always carry a first aid kit with medical gloves. For the injured rider, first assess the ABCs–Airway, Breathing and Circulation, and check for serious bleeding. Next, evaluate D–Disability; in particular, do you need to protect the spine? And E–Expose any injuries so they can be examined.” This is part of the initial assessment in the Patient Assessment System, which is the first priority after the scene has been secured.
    Many believe you should never remove a motorcyclist’s helmet if he or she has been in an accident. However, a full-face helmet’s chinbar covers the rider’s mouth, making it difficult to check airway and breathing. (A flip-up or modular helmet allows a rider’s face to be exposed without removing the helmet.) Also, if the accident occurs in a remote area where it could be an hour or longer until help arrives, removing the helmet allows the rider’s head to be examined for injury and helps keep them cool and comfortable. Whether or not the helmet is removed, ensure that the rider’s head is supported to protect the spine. 
    “And third, after completing a thorough patient assessment, you need to have a way to contact emergency services in the areas in which you ride,” Craig said. At a minimum you should carry a cell phone, but a satellite communicator, such as those made by Garmin or SPOT (see Resources), is a great backup because they work anywhere and transmit precise location coordinates to first responders. Be sure to keep your phone and/or communicator in your pocket rather than on your bike in case you and your bike go separate ways in an accident, particularly if you’re riding solo.
    Accidents are emotionally charged situations–for the rider(s) involved and for bystanders. If you witness an accident or are one of the first to arrive on the scene, it’s important to stay calm and help keep others calm. Assess the situation before diving in; help secure the scene and act in a thorough, deliberate manner. Just as motorcycle skills training prepares us to be better riders, hands-on first aid training prepares us to act with confidence so we can assist the injured as well as first responders. Always have emergency contact and personal medical information on your person in an easy-to-find location, as well as a first aid kit, a cell phone and, if traveling in remote areas, a satellite communicator.

    Roadguardians.org offers an 8-hour Accident Scene Management Bystander Assistance Program for motorcyclists. (Photo by Scott A. Williams)
    Patient Assessment System
    Scene Size-up
    Identify hazards to self, other rescuers, bystanders, patient. Determine mechanism of injury. Form a general impression of seriousness. Determine the number of patients. Protect yourself with body substance isolation (e.g., wear gloves).
    Initial Assessment Obtain consent, assess for responsiveness and protect the spine. A – Airway: Open the airway; look in the mouth and clear obvious obstructions. B – Breathing: Look, listen and feel. C – Circulation: Check pulse at the neck; look and sweep body for severe bleeding. D – Disability: Decide if further spine protection is needed. E – Expose and examine major injuries. Secondary Assessment
    Head-to-toe examination (look, listen, feel, smell, ask) Measurement of vital signs (responsiveness, heart rate, skin, respiration, temperature, pupils) Medical history (chief complaint; SAMPLE — Symptoms, Allergies, Medications, Past history, Last intake/output, Events) Source: “NOLS Wilderness Medicine, 6th Edition” (see Resources below)
     
    Resources
    Training
    Accident Scene Management Bystander Assistance Program for motorcyclists; 8-hour course; visit roadguardians.org  American Red Cross Adult First Aid/CPR/AED Course; 6-hour course (certification valid for two years); visit redcross.org  NOLS Wilderness First Aid Course; 16 hours over two days (certification valid for two years); visit nols.edu “NOLS Wilderness Medicine, 6th Edition,” by Ted Schimelpfenig (Chapter 1 covers the Patient Assessment System in detail); $16.95, visit store.nols.edu
    First Aid Kits/Supplies

    NOLS Med Kit 1.0
    American Red Cross’ online store sells a variety of first aid kits, supplies and instructional books; visit redcross.org/store Singapore Red Cross’ provides training on critical skillsets relating to health, first aid, disaster response, emergency preparedness and more through its humanitarian learning centre, the Singapore Red Cross Academy; visit redcross.sg/get-trained/first-aid.html NOLS Med Kits are made by Adventure Medical Kits and range from the basic, 3.7-ounce Med Kit 1.0 ($16.95) to the well-stocked, 25-ounce Med Kit 5.0 ($84.99); resupply packs and individual supplies also available; add a NOLS Wilderness Medicine Pocket Guide for $4.99; visit store.nols.edu Personal Medical Information
    Smartphones typically have easily accessible medical information and an emergency contact, as well as the ability to dial 911, directly from the home or lock screen. Look up the details for your device and fill in the forms as completely as possible. Rescue Facts Emergency Pack, which attaches to apparel or helmet with hook-and-loop, contains a rewritable medical information form so it is easily accessible by first responders; $10, visit aerostich.com
    Rescue Facts
    Satellite Communicators

      Garmin InReach Explorer+
    Garmin makes several products with inReach technology that allows two-way text messaging and S.O.S. signals via the global Iridium satellite network; starting at $349.99 plus required service plan; visit garmin.com  SPOT makes one-way (Gen3) and two-way (SPOT X) satellite communicators for sending text messages and S.O.S. signals; starting at $149.99 plus required service plan; visit findmespot.com
    SPOT X
      Article Credits: ridersmagazine  
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    SBF
    4 motorcyclists sent to hospital after black car switches lanes & knocks into vehicles along CTE
     
    On Friday morning (Apr. 21), four motorcyclists were taken to the hospital after an accident — involving six vehicles — occurred along the Central Expressway (CTE), towards the city.
    A video of the accident was posted on the YouTube account, SG Road Vigilante SGRV.
    What happened?
    The video, which appeared to be taken from a front dash camera, showed four motorcyclists riding past in the middle of the extreme right lane and the centre lane.

    A black Mazda sedan, from the rightmost lane, switches lanes, knocking into a row of motorcyclists and a car on its left. It is however unclear how many motorcyclists were involved.

     
    Police statement
    In response to Mothership's enquiries, the Singapore police force (SPF) said that on Apr. 21, at 7:15am, the police were alerted to an accident involving two cars and four motorcycles along CTE (AYE).
    A 25-year-old female motorcyclist and three male motorcyclists, aged between 28 to 43, were conveyed conscious to the hospital.
    A 43-year-old male car driver and a 33-year-old female car driver are assisting with investigations.
    Police investigations are ongoing.
    Top images via SG Road Vigilante SGRV. 
    Article Credits: mothership
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    SBF
    Designated zones soon for Johor motorcyclists to park before heading to S'pore for work

    Mohd Jafni (centre) visiting one of the parking spaces that motorcyclists used to park their vehicles at Jalan Meldrum, Johor Baru.
     
    The Johor government will soon provide ample parking spaces for motorcyclists who leave their vehicles behind to go to work in Singapore.
    Johor housing and local government committee chairman Datuk Mohd Jafni Md Shukor said the state government is currently in talks with some landowners near the Customs, Immigration, and Quarantine Complex (CIQ) in Bangunan Sultan Iskandar (BSI), for the purpose.
    “I have seen these areas together with the Johor Baru City Council (MBJB) today (April 2).
    “One of the possible locations that we found is at Jalan Inderaputra, Stulang Darat.
    “There are also a few pocket spaces that can be transformed into a parking space as well, but we need to approach this from the short-term and long-term perspectives,” he said when contacted.
    The government is currently making an estimate for the number of motorcycles that can be parked in these areas, besides ensuring ease of access and safety, he added.
    “We know that about 300,000 Malaysians are crossing over every day, but we don’t have a rough estimate for the number of motorcyclists, so that process has started.
    “We also plan to use a shuttle bus to transport travellers from the parking space to the CIQ (depending on the distance).
    “There are also a few locations that were previously used as parking spaces before the pandemic, but have not been reopened until now,” he said, adding that the project is expected to start soon.
    Currently, motorcycle riders have to pay RM4 for a day and RM120 a month to park at a private parking lot.
    Article Credits: thestar
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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
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    📞 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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