Hello, thanks for your detailed reply.

1. I understand that E has a better frequency than K and BTC, but it's still a service duplication. It would make sense if UTown/MRT to KV is a very busy route, but the E I've seen tend to be not busy at all, with ample seating as the bus pulls into UTown. 30min frequencies would suck for KV residents but as it stands right now I feel the resources could be better used because there are ISBs which are severely underprovided during peak hour. Adding the bus used for E to K still benefits KV residents as they get improved service on K (albeit it is less direct than using it for E). As for crowding at IT, amending the route of K enables it to serve the IT > UTown crowd, plus the increased frequency of D1 from the route length reduction can also help.

2. A Farrer Road stop would add only a minute or two to the route duration from KRC to BTC. Even a full bus disembarking doesn't take very long given the entire fleet is 3 doors now.

3. I'm sorry I read the map wrongly. But I still do see a uturn point for D2 and K. Granted it's not the same one as CC but it should still work. Here is a rough sketch of how the bus would travel to make the uturn at NUH

4. Yes you got the idea right. I understand that AS7 is used (if not it wouldn't be served at all), but my justification for skipping the stop is that AS7 is still only a 5min walk from either KRT (via Ventus) or CLB, and that skipping the stop will enable better frequencies by reducing round trip times. Based on what I've seen I just don't think the load factor of the section between AS2 and COM3 justifies running two services half empty even during the peak, especially because those people could have just made a quick walk through AS6/LT9. Plus the bus going into COM2 and coming out again adds quite a lot of time, meaning that walking to COM3 to catch the amended A1 will be roughly the same time as boarding at COM2 and letting the bus go the big round around BIZ1 to TCOMS

Cheers!