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previous years. With the introduction of the Operating Services Account in EMSD, the basis of charging for vehicle maintenance and related services has been changed by the Government and is based upon commercial practices. Nowadays in addition to labour and material, the charges include overheads, administrative costs and a modest profit element. As a result, there has been a small increase in the monthly expenditure on vehicle maintenance since April 1992.

When compared with the local reputable garages, I have been reassured that EMSD's new charging rates are still quite competitive. Nonetheless, the Department has been asked to conduct a proper review of the cost effectiveness of the charging system after a reasonable period which is reckoned to be between 6 to 9 months after its implementation. With this report, we would then be in a better position to advise members further on this matter.

THE HON. MARVIN CHEUNG KIN-TUNG (in English):—Mr. Chairman, may I ask how does the management of the Urban Services Department determine whether low incidence of detection of mistakes in the EMSD charges is due to:— (a) the reasonableness of EMSD's methodology for determining charges; or (b) the ineffectiveness of the vetting procedures adopted by the USD; or (c) the vetting procedures are in fact not being carried out.

MRS. ELEANOR LING CHING-MAN (in English):—Mr. Chairman, I would like to think that the low incidence of errors is due to the reasonableness of the EMSD's charges and the effectiveness rather than ineffectiveness of our checking. The management of USD has also twice reassured me that the EMSD's charges are reasonable. Perhaps to give greater comfort to Mr. CHEUNG, let me elaborate on the UK time study approach upon which the standard number of hours was based.

This time study approach refers to the determination of standard times required for specific tasks so as to set benchmarks for better managerial control of the work force. This approach has since been adopted as a management tool in many countries and in many task areas. The Institute of Management Services in the UK has done pioneering work in this area for many years and applied the techniques to maintenance work in workshop setting. The Institute has certified offices of EMSD as time motion offices. These EMSD officers applied these techniques to the whole range of EMSD services during a year-long study that took place between 1991 to 1992 to determine the standard time per job. In addition, in all cases of preventive maintenance and, where feasible, in respect of corrective maintenance, the time motion offices still have to take into consideration the manufacturers' recommended times which I think we will agree should be impartial in the establishment of the standard times.

As to Mr. CHEUNG's third point regarding whether vetting procedures are being properly implemented or adopted, I am sure these are done by the Department. It is all just good management practice that they be checked from time to time and I will see that it is being done.

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DR. THE HON. SAMUEL WONG PING-WAI (in English):—Mr. Chairman, in the repair of our special vehicles, obviously apart from time spent, also spare parts or replacement parts are involved. Have these spare parts already been purchased by EMSD and put on their ledgers, or are these spare parts purchased by our own Department when we purchased the original vehicle so that it should not be charged?

MRS. ELEANOR LING CHING-MAN (in English):—Mr. Chairman, all I know is the EMSD do hold a large stock of spare parts and in fact this is one of the advantages of using this system because quality is assured in respect of the manufacturer's spare parts. As to how they account for it, I am afraid I cannot answer it.

3.

MR. PAUL YOUNG TZE-KONG (in English):—Mr. Chairman, I stand on behalf of Mr. Bernacchi to ask the following question:

(a) In Temple Street, when a number of the General Duty Team is present the distances of the hawker stalls across the road are kept at least 10 or more feet apart. However otherwise, and especially after 6 p.m., the stalls encroach to only 2 feet apart and in that street particularly, after 6 p.m. is the busiest time. A similar situation occurs in the Flower Street in Mongkok and in other streets. In view of the tragedy in Lan Kwai Fong, is the Department looking into these types of streets so as to avoid a similar type of tragedy, especially in an emergency such as fire?

(b) If there cannot be sufficient Urban Services Department personnel on the ground to ensure control at all times, especially in the evening, could the police be asked to help so as to avoid such a similar tragedy?

MR. STEPHEN LAU MAN-LUNG, CHAIRMAN OF THE MARKETS AND STREET TRADERS SELECT COMMITTEE replied as follows (in English): Mr. Chairman, this two-part question concerns trading conditions during peak hours at Temple Street in Yau Ma Tei and Flower Street in Mongkok:

The first part of the question asks whether any measures are taken regarding illegal extension of hawking activities beyond designated pitches during peak trading hours at Temple Street in Yau Ma Tei and Flower Street in Mongkok and what control measures are adopted.

There are altogether 546 licensed fixed pitch hawker stalls selling dry goods in Temple Street. The permitted daily trading hours are between 5 p.m. to 11 p.m. The peak business hours are normally between 6 p.m. and 10:30 p.m. At this location, one dedicated GDT squad is deployed daily to ensure orderly trading by fixed pitch hawkers and that licensing conditions are observed. Any hawking obstruction which may be discovered must be rectified through on-the-spot warning. Failure to comply, or more serious breaches will result in prosecution action.

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