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was,
by comparison, less flexible and often not as easily accessible. Others felt that with the MIS in operation, the congestion of the road surface, especially along the busy corridors should be eased so making it easier for them to travel by buses and PLBs. The respondents had generally taken the line that they would only take the MIS during peak hours or when they were rushed for time.
Views on the fare structure
3.
But
Because of the lack of information and
experience of travelling in a mass transit system, the views offered were largely shaped by personal bias. a common view was that a fare structure ranging from $1.40 to $3.50 was a bit too high. Respondents tended to compare this with the PLBS, maintaining that a fixed fare should be more moderate because unlike PLB fares, they would not be adjusted according to demand. On the whole, respondents favoured a fare structure of between $1.00 to $2.50. The suggestion was made that a minimum fare of, say $1.00, should be fixed, the charge for subsequent journeys could then be set on a sliding scale in accordance with the distance travelled whilst maintaining a maximum charge of $2.50. It was thought that such an arrangement would attract more long-distance commuters. An alternative suggestion was to have a fixed fare of $0.30 or $0.50 for journeys between every two or three stations primarily for the purpose of attracting short- distance commuters. A further proposal was to divide the full distance of the MIS into three sections, charging a fixed fare of $1.00 for each section or part of it.
4.
Another suggestion made by quite a number of respondents was to introduce a concessionary rate for journeys made during peak hours. In this connection, the proposal that a higher fare should be charged for distances attracting the most commuters was very much criticized as being no better than the exploitation by PLB
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