Amy Khor Lean Suan
Singapore
“Sir, NEA does conduct inspections of these premises from time to time. For this particular premises, they actually did six inspections since 2021.”
“The Land Transport Authority (LTA) conducts enforcement actions against drivers who are found to have provided illegal car-pooling services. An individual who provides an illegal car-pooling service may face a fine of up to $3,000, up to six months' imprisonment, or both.”
“We will also provide the first 500 private heavy vehicle chargers co-funding of up to 50% of the charger installation cost, capped at $30,000 per charger. These measures will narrow the lifecycle cost gap between an electric and internal combustion engine heavy vehicle and spur adoption of electric heavy vehicles.”
“With regard to the extension of the lower speed limit to school zones for full day, we will work with the relevant agencies on the enhanced enforcements.”
“They will provide a certain amount of protection to the pedestrians because, as I have said, the bollards will absorb the impact of the collision from the vehicles. So, there is a protection. But ultimately, of course, road safety really depends on a multitude of factors, including road user behaviour.”
“The bollards installed at pedestrian crossings by the Land Transport Authority (LTA) are not of the K4, K8 or K12 standards stated by the Member. Bollards of these standards are typically security bollards. They are installed to protect critical infrastructure or at high security areas, such as Changi Airport, to be unyielding.”
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“Depending on factors, such as the weather, duration of surveillance and visibility of the camera to would-be offenders, the detection rate of high-rise littering acts could vary and result in fluctuations in the yearly enforcement rate. From 2021 to 2023, such acts were detected in about 30% of surveillance cameras deployment resulting in over 3,300 enforcement actions. In the coming year, NEA will be introducing new operational measures to improve the detection rate. These include the use of cameras with higher resolution and longer deployment durations. Cameras will also be deployed in more covert locations to better detect high-rise littering activities. To increase public awareness and deterrence against high-rise littering, NEA also collaborates with the Town Councils to deploy standees indicating ongoing surveillance or localised statistics on offenders caught and display posters indicating the number of incidents of high-rise littering caught for the affected column. My Ministry will continue to monitor and explore measures to enhance detection and enforcement capabilities for high-rise littering, including keeping pace with technological developments in video analytics and artificial intelligence, and monitoring the suitability and safety of technologies, such as drone flights for high-rise littering surveillance. In addition, we will continue to strengthen partnerships with communities to develop localised solutions to address high-rise littering and urge residents to be considerate and not commit such acts, which is an anti-social behaviour that threatens public safety and hygiene.”
“Thank you. Mr Speaker, my response to Dr Tan Wu Meng, Ms Foo Mee Har and Ms Yeo Wan Ling's Parliamentary Questions (PQs) today will also address the related PQs on high-rise littering filed by Mr Edward Chia for 7 January as well as the written PQ by Miss Cheryl Chan in today's Order Paper. In addressing high-rise littering, the National Environment Agency (NEA) undertakes various measures to educate the public, detect instances of high-rise littering and enforce against offenders. In 2022 and 2023, NEA received an average of about 27,100 high-rise littering feedback reports per year. This was significantly lower than the annual average of about 33,500 feedback received in 2020 and 2021. When there is such feedback at a block of HDB flats, NEA will work with the Town Council to, first, issue advisories to residents in the block. Should the high-rise littering issue persist, NEA will investigate to determine the likely offending unit and deploy surveillance cameras with video analytics to capture acts of high-rise littering and support enforcement efforts. Between 2021 and 2023, NEA deployed cameras in about 97.1% of 7,400 persistent high-rise littering cases. The remainder were assessed as unsuitable, due to the design and layout of the blocks and the lack of appropriate vantage points. In instances where camera deployment is not feasible, NEA will step up educational outreach to households in the affected stack, conduct stakeouts and initiate further investigations if there are eyewitness accounts. Members of the public, who are aware of their neighbours' littering behaviour, may also submit video evidence of high-rise littering acts to NEA for investigation.”
“These services allow those who need to use a car every now and then, to access car-like services without having to own a car. In conclusion, Mr Speaker, the Government has and will continue to invest heavily in public transport and infrastructure to make it accessible, affordable and convenient for all. We believe this will also be the most equitable approach in meeting the transport needs of all Singaporeans.”
“The Government cannot control demand, but we have made significant moves to increase supply, including through the "cut-and-fill" approach for Cats A, B and D where we bring forward COEs from the peak supply years to fill the current trough. In 2024, we increased the Cats A and B quota by more than 9,000 via "cut-and-fill". The quota released was more than 30% higher than what it would have been without "cut-and-fill". The increased supply appears to have dampened COE price increases. When we debated the Cost of Living Motion in this House in November 2023, Ms Poa highlighted her concern with high COE prices, as did other Members. Since then, the Prevailing Quota Premium, or PQP, across Cats A, B, C and D have come down by between 5% and 20%. Mr Speaker, the Government will, where appropriate, continue to increase the COE supply through "cut-and-fill" and from February 2025 onwards, also through the 20,000 additional COEs announced in October 2024, till it reaches its projected peak from 2026. The additional injection of up to 20,000 COEs is made possible due to changes in travel patterns after COVID-19 and enhanced capabilities to manage traffic congestion with ERP 2.0. This increase in supply is the most direct way to give more households the choice of owning a car, without causing traffic congestion. More importantly, we remain committed to our shared car-lite vision where walk, cycle, ride are the predominant travel modes. Central to our car-lite vision is mass public transport. We will continue to expand our rail network over the next decade. Last year, we have also launched the Bus Connectivity Enhancement Programme to enhance the bus network. There is also a role for shared transport which includes point-to-point services and car sharing services.”
“If we move too much of the existing quota from Cat A and B to this new category for PHCs, it would overly reduce the supply in Cat A and B and could lead to an increase in COE prices. Conversely, if we moved too few quota to the separate category for PHCs, it would lead to insufficient PHC supply, resulting in higher cost and reduced accessibility for point-to-point commuters. So, how much of the existing Cat A and B quota should be shifted to the new category for PHCs? There are no easy answers. Perhaps, the PSP can share with us the amount of COE quota they propose to take from Cat A and B, to transfer into this new category for PHCs? Ms Poa has also suggested an additional tax for multiple car owning households, similar to ABSD. The key intent of ABSD is to curb speculative behaviour in the property market. Cars are less regarded as speculative assets, in part because the COE system limits the validity of use. The same parallel therefore cannot be drawn. As we have also shared previously in this House, multiple car-owning households are not the main drivers for COE quota. Fewer than 5% of all households own more than one car and the percentage has been gradually coming down. Amongst these, there are inter-generational or larger households. Should we penalise such households just because they choose to live together rather than in separate properties? Mr Speaker, the Government understands the concerns with high COE prices. Other Members, such as Mr Melvin Yong, Ms Ng Ling Ling and Mr Liang Eng Hwa, have also raised similar concerns in the House. We have explained that prices are a function of supply and demand.”
“However, our system today already achieves this at the macro-level. COEs that are paid by private owners form part of the Government’s revenue, which is used to fund the Government’s subsidies for public transport and other public goods such as housing, healthcare and education. Fourth, I find it concerning that the PSP is suggesting the Government dictates who gets more credits. It may sound attractive in the first instance, that different people with different needs should get different amount of credits. But needs are very subjective. How do we pass such judgement on who needs a car more? To use Ms Poa's proposed allocation, is there strong justification why a male who has served NS needs a car more than a female who has not, and thus should be given more credits to own a car? Or that a child under 12 years of age should be allocated twice the credits of an adult? I fully agree that we should recognise our NSmen for their contributions. We have done so in other ways such as NS credits. Similarly, families with children are given Baby Bonuses and other assistance. For these groups, we provide additional support upfront in a transparent and direct way, instead of through a convoluted credit system. Ms Poa also said that the PSP supports the creation of a separate COE category for PHCs. There have been similar suggestions raised by Mr Gan Thiam Poh and Mr Yip Hon Weng in this House. As Minister Chee Hong Tat has explained previously, this is not a straightforward exercise and needs careful study. It entails creating a separate COE category for PHCs and moving existing quota from Cat A and B into it.”
“Mr Speaker, I note that the Member's speech is primarily about a COE Credits Allocation Framework. Given Singapore's land and carbon constraints, it is critical to manage our vehicle population and usage. We do so through the Vehicle Quota System (VQS), which works efficiently to allocate a scarce resource, COEs, through a price mechanism. In addition, we manage congestion during peak hours through the Electronic Road Pricing (ERP) system. Mr Speaker, the PSP's proposals may be well-intentioned, but they are unlikely to be effective in practice. First, Ms Poa highlights concerns with the current price mechanism but comes up with a credit framework system, a rather complicated one. Under the proposal, those who want to own a car can buy COE credits from those who do not. The net effect is people who can acquire COEs will still be those who are willing and able to pay for it. Second, our system today is a transparent, single price mechanism for every bidding exercise. How will the prices for PSP’s credits be set? Are we inadvertently creating more friction and complexity in the process for Singaporeans who genuinely want to buy a vehicle? Their proposal may potentially drive the price of credits underground, where the prices of the credits become opaque and unknowing consumers get fleeced, akin, for instance, to the price gouging of Taylor Swift concert tickets last year. A COE under such circumstances may well cost even more than today. And to guard against black markets, we will need to set up a whole new trading and enforcement regime, which will ultimately cost taxpayers even more. Third, the PSP suggested that those who do not need their credits can sell it and thus set up a “system of transfer” from vehicle owners to those using public transport.”
“As regard to the second question on COE prices, actually, there are many factors that affect COE prices, including, of course, macro-economic conditions and COE quota supply. So, based on our observations, we are not able to draw conclusions about a causal link between the entrance of new operators and impact on COE prices, simply because COE prices, as I have said, is really multi-factorial in its determination.”
“I thank the Member for his supplementary questions. Firstly, P2P services complement the public transport sector. They provide an alternative option for commuters who do not own cars but may need access to car-like services from time to time, and commuters do choose, say, a P2P option for various reasons. But P2P is fundamentally a demand-driven transport mode and the amount of supply is ultimately based on whether there is actually sufficient demand and not just because of the number of platform operators. In fact, we have no plans to cap the number of platform operators. Fares too reflect the balance of supply and demand. Why do I say that we do not have plans to cap the number of platform operators? Firstly, our regulations of ride-hail services seek to ensure that the P2P sector remains open and contestable. So, we require that drivers are allowed to multi-home, that they are not tied to a particular operator. As I have mentioned earlier, in the reply, the entry of two new ride-hail service operators actually means that there will be more choices for drivers and commuters, and it will benefit them. In fact, increased competition would drive innovation, as well as service improvements and help to improve the matching of demand and supply; and both commuters and drivers will benefit from this improved matching. We also ensure that the operators are transparent about the fares and commissions, so that the drivers can make informed decisions about when to drive and what trips from which platform to accept, so that they can maximise their earnings based on the platforms they choose, as well as, of course, their driving habits or driving preferences.”
“The supply of private hire cars and the fares for ride-hail services are driven primarily by changes in the underlying demand for point-to-point (P2P) trips. The entry of two new ride-hail service operators will offer drivers and commuters more choices of which platforms to be matched for a trip based on their preferences. From 2022 to 2024, the bulk of the demand for Categories A and B Certificates of Entitlement (COEs) has been from local individual buyers. As highlighted previously, the COE supply for Categories A and B will continue to increase every quarter before reaching the projected peak supply from 2026.”
“For example, the COP on Surface Water Drainage specifies minimum platform levels and crest levels that developments must meet to protect themselves against floods. For developments with links to essential facilities like MRT stations, we will impose more stringent requirements to provide a higher level of protection. In cases where site constraints make it challenging to meet these standards, we will consider allowing alternative solutions such as implementing flood barriers to achieve the same outcomes. In fact, the Bill has also provided for PUB to waive its legislated requirements in such situations. In conclusion, the Sewerage and Drainage (Amendment) Bill is intended to protect our used water system, strengthen flood resilience and enhance our operational effectiveness. PUB will continue to partner with industry, private developments, and the wider public to engender collective action toward these goals. With that, Mr Speaker, I beg to move. 7.18 pm”
“I want to assure Members that we strive to balance between individuals' privacy and emergency needs, and PUB will exercise these powers reasonably and judiciously. Mr Yip Hon Weng asked about the incorporation of Codes of Practice (COPs) by reference. He asked how PUB would ensure that the adopted standards are appropriate and not overly onerous for local communities, especially older estates with unique infrastructure challenges. I would like to clarify that the new requirements will not be retrospectively applied to old developments. Instead, PUB actively engages businesses and residents in these existing developments that are in flood prone areas to raise awareness on rainy weather preparedness and distributes portable flood barriers to mitigate flood risks for these stakeholders. PUB's COP on Surface Water Drainage, and the COP on Sewerage and Sanitary Works provide technical information and guidelines for owners of new developments or those looking to redevelop their premises, on planning, designing and constructing the associated systems to ensure that safety and functional requirements are adhered to. These COPs will be incorporated by reference through regulations, giving PUB legal recourse when there are violations. PUB consults extensively with key stakeholders to develop and amend these COPs. These include professional bodies like The Institution of Engineers, Singapore and the Singapore Plumbing Society, as well as trade associations and other public agencies. This collaborative approach ensures that the COPs are technically sound and practicable. I would like to assure Mr Yip that we do not adopt a one size fits all approach.”
“Currently, PUB must serve a 14-day notice under the SDA before PUB can enter a property to conduct repairs. In urgent situations where immediate action is required to address public health and safety concerns, this is just too long a wait. Damage could already be done. In our experience, most occupiers will readily oblige when PUB explains the situation. However, there is a small number who refuse to cooperate. These powers will have to be used in such situations. Next, let me address the operationalisation of these powers. PUB officers will only request entry into premises during emergency situations. These are situations when a suspected sewer or drainage choke threatens the health and safety of surrounding units. In such situations, PUB's authorised officers will obtain the necessary internal approvals to ensure accountability in the exercise of emergency powers. Upon arrival on site, the officers will first seek the consent of the occupier to enter their premises by explaining the urgency of the situation, backed by these emergency entry powers. If the owner refuses, PUB will strive to resolve the situation through other means where possible, such as approaching the owners of other premises further from the choke to request alternative access, and adopting other technical solutions, such as pumping and localised protection. However, these may involve higher cost, more time, reduced efficiency and disamenities to other neighbours. If no occupier is present, PUB's authorised officers would request for the Police to be present prior to entering the premises. After completing the works, PUB will promptly notify the owner about the emergency rectification works and provide contact details for any follow-up questions or service feedback.”
“This provision applies when there are any illegal alterations, works or damages that affect the conveyance of the public sewerage system or stormwater drainage system. In such cases, PUB will recover the cost of the works that the culprit would have incurred had he undertaken the necessary rectifications himself. This is consistent with the principle that those responsible for causing the damage should bear the cost of rectification rather than for this expense to be passed on to taxpayers. To give an example, in 2020, a contractor illegally damaged a one-metre-diameter sewer outside Yio Chu Kang MRT station. The contractor was laying gas pipes and had punctured through the sewer, which served a large area of Ang Mo Kio. Conveyance was affected and flow was building up with imminent sewer overflow. The contractor did not have the resources to deploy mitigating measures and PUB had to step in urgently to divert the flow. The diversion cost of about $300,000 that PUB incurred was eventually recovered from the contractor. The cost recovery was done administratively then. This Bill provides PUB the legal powers to do so in future. Mr Louis Ng and Mr Yip Hon Weng asked about emergency powers of entry without notice. Broadly, they raised concerns on why these powers are necessary, how they will be operationalised, and processes for redress following the entry. Let me address each in turn. First, emergency powers of entry are crucial to protect public health and safety. A choke in the public sewerage systems may lead to sewage overflow in neighbouring units, impacting public health. A blocked stormwater drainage system may cause flooding during heavy storms, posing safety risks to the wider public and potentially causing property damage to an area.”
“On drainage, Mr Yip Hon Weng also asked whether permitting PUB to charge fees for assuming the maintenance of private drainage systems could lead to cost hikes for community amenities and facilities. I would like to reiterate that all property owners are already required to maintain their own private stormwater drainage systems. They can choose the most cost-effective way to do so. This allows them the flexibility to choose to do so either on their own or engage commercial providers to assist them. The situations where PUB may have to step in to maintain these private drainage systems using public funds are rare. This only happens if there is a risk of flooding that may impact the public or neighbouring properties. So, this, indeed, if it happens, is ad hoc. In such rare instances, since public funds are used, it is only fair that PUB charges a fair fee, in line with good financial governance. As I have explained in my opening speech, actions in one part of the stormwater drainage system can lead to significant impact elsewhere. We seek the cooperation of all premises owners to play their part to keep our stormwater drainage system in proper working order so that we can keep everyone safe from floods. Finally, on enhancing PUB's operations. Mr Louis Ng also asked what are the costs that PUB can recover that it thinks are "just", when PUB steps in to carry out urgent rectification works instead of a responsible third party. The Bill provides for PUB to step in urgently, when necessary, to carry out rectification works to restore the function of the public sewerage system or stormwater drainage system and provides the legal powers for PUB to recover the cost of the rectification works from the culprit.”
“Maintaining a drainage system involves regular inspection and clearing of litter and other debris like leaves to ensure the smooth flow of water through the drains. It also involves repairing damaged drains when they occur, but this would be infrequent. In landed estates, this is a shared responsibility between PUB, NEA and home owners. For public drains, such as roadside drains in landed estates, PUB has an ongoing programme to systematically maintain, upgrade and rehabilitate them. NEA also performs regular inspection and flushing of these public drains. For private drainage systems, home owners are responsible for the maintenance of their own private drainage systems, such as perimeter drains that run within their properties. Given that private drains belong to the owners of such properties, it is their responsibility to maintain them and it would not be prudent to make use of Government funds to do so. Their failure to repair or maintain their private drainage system could ultimately lead to flooding and property damage at their own premises and neighbouring premises. Today, legislation already requires home owners to maintain their private sewerage systems and drains. Most home owners already maintain their drains properly today. The proposed amendment in the Bill is to explicitly spell out this requirement. Regarding the cost-sharing mechanism that Mr Yip suggested, the Bill does provide for this. For private stormwater drainage systems that serve a group of residents, neighbours can arrange amongst themselves to apportion the costs of maintenance. The Bill also provides for PUB to help step in to carry out the works and apportion the costs where necessary, based on the facts of the case.”
“Together with the existing suite of measures that I touched on earlier in my opening speech, the increased penalties will help increase deterrence. Even as we impose heavier penalties to correct behaviour, preventive measures are equally important to avoid having illegal discharges in the first place. The mandatory minimum penalties will work alongside these efforts to deter illegal trade effluent discharge. Let me elaborate further. Before we grant trade premises the approval to discharge trade effluent, we have a thorough process to review the type of chemicals used and the quantity and quality of discharge from these trade premises. PUB will also assess whether these premises have adequate wastewater treatment facilities to remove their waste or have engaged licensed waste collectors to remove their waste. We inspect and monitor our sewers 24/7 using a real-time online network of over 100 volatile organic compound sensors at various industrial clusters across Singapore. This is complemented by more than 150 microbial electrochemical sensors for heavy metals and cyanide. If we detect any abnormalities, PUB officers will be deployed swiftly to address the illegal discharges at source and mitigate the impact to PUB's processes. I urge companies to play your part by properly treating or disposing your waste before discharging trade effluent into our sewerage system. Next, on flood protection. Mr Yip Hon Weng asked about the requirement for home owners to maintain their drainage system, the potential financial burden this may pose to home owners and whether the Bill should have a cost-sharing mechanism among private owners who share drainage facilities.”
“Additionally, the company's discharge contained heavy metals and chemicals in concentrations that exceeded the allowable limits, which could severely disrupt the used water treatment processes and consequently, NEWater production. Prior to this, the company had already committed 20 offences of illegal discharge over several past occasions. For these acts, under prevailing legislation, the recalcitrant company was fined only $16,600 for two offences. To give another example, in March 2018, a company was prosecuted for discharging used water containing hazardous substances into the sewerage system at their premises. Prior to this, they had committed offences over four occasions between 2012 and 2015. The recalcitrant company was fined $12,000 for three offences. The recalcitrance of these companies show that the fines imposed on them are clearly inadequate to discourage them from re-offending. I echo Ms Hany Soh's sentiments that the workers who work hard to maintain our sewerage and drainage system should be able to work under safe conditions. PUB takes all necessary measures to ensure the safety of its workers, including providing insurance coverage for worker injuries. Our amendments will strengthen deterrence to prevent the illegal discharges which threaten worker safety. Therefore, we are introducing mandatory minimum penalties for illegal trade effluent discharges in order to come down harder on offenders. It will help ensure that, for both first-time and recalcitrant offenders, the penalties are adequate. This is in view of the potential impact to NEWater production. The increased penalties better reflect the severe impact on public safety and our water supply, as well as better align with similar offences in other Acts.”
“Mr Speaker, I thank Members for their interest in and support of this Bill. Let me address the queries and concerns raised under three topics, namely penalties, flood protection and enhancing PUB's operations. First, on the topic of penalties. Mr Louis Ng asked why there is a need to introduce mandatory minimum penalties for illegal trade effluent discharge. Ms Hany Soh asked how the penalty amounts were derived and whether they would be sufficient to deter the targeted illegality. Illegal trade effluent discharges have severe impacts on our used water system and, in turn, our NEWater production. They can also pose safety risks to PUB staff. PUB has undertaken much effort to send a strong signal, through industry engagement and publicising enforcement efforts, to reinforce the gravity of such illegal discharge offences. We had also increased maximum penalties in 2012 and 2015, including for three of the offences that we are now proposing to introduce mandatory minimum penalties for. Despite these measures, there remains a number of recalcitrant offenders. Ms Hany Soh asked for the latest statistics. From 2017 to 2023, PUB prosecuted 90 offenders for 295 trade effluent-related offences in court. On average, about 70% of the offenders prosecuted every year are repeat offenders. To provide an example, in April 2018, a recalcitrant company was caught in the act during PUB's overnight inspections, discharging industrial used water containing 16 different types of prohibited Volatile Organic Compounds. These compounds are flammable and could cause fires in the sewers and downstream at the Jurong Water Reclamation Plant, thus posing serious safety risks.”
“First, let me say, as I have noted earlier in my response, the industrial facilities will typically conduct regular maintenance and inspections of their equipment, including the pipelines, to ensure there are no leaks or failures. In fact, the onus is actually on them to conduct this regular maintenance and checks on their equipment. But NEA also conducts regular checks on these facilities with the oil pipelines, including petrochemical plants and refineries, to ensure that they comply with environmental pollution control requirements to make sure that the measures that they put in place for pollution control is effective. Generally, we will check at the run-off of the discharge points, because if there is oil leak in any facility, the run-off will be contaminated. How regularly do we check? We do it regularly, through the course of the year. It may depend on the assessment by the agency as to how often they will need to do checks on these facilities. With regard to the study on the impact of the oil spills, the National Parks Board (NParks) monitors the impact of any oil spill incidents on the marine and coastal ecosystem, as well as on the wildlife. Thus far, for the October incident for instance, NParks has assessed that there has been no immediate impact on the marine and coastal ecosystem as well as the wildlife. I understand that they will continue to monitor this.”
“Beyond improving transport connectivity, we are also bringing jobs closer to residents. With the development of regional centres like the Jurong Lake District and Jurong Innovation District, residents in the West will have even more employment opportunities close to home. Mr Speaker, while we have made substantial progress, we are not done building a more connected Singapore. Our plans to improve transport infrastructure will take time. So, I seek the patience and support of Singaporeans and our residents in the West as we press on with enhancements to our public transport network in the coming years. With the support of this House, I am confident that we will realise our vision of a well-connected and vibrant home for all residents. [Applause.] [(proc text) Question put, and agreed to. (proc text)] [(proc text) Resolved, "That Parliament do now adjourn." (proc text)]”
“The new Brickland station between Choa Chu Kang and Bukit Gombak stations will also offer residents living in Keat Hong, Bukit Batok West and Tengah faster and more convenient access to the rail network. Beyond these projects, we are also planning for the next bound. As Minister Chee mentioned earlier, LTA has been studying a West Coast Extension in tandem with further developments in the area, which will connect the JRL to the Circle Line and further improve rail connectivity and resilience for the West. At the same time, we recognise that buses remain integral as they enable more residents to access the rail network and other amenities. This is especially important as new housing developments are being completed at a faster pace, which means that there are new needs that have to be met. We recognise that as the planned expansion of our rail network will take some time to complete, improving bus connectivity will help meet travel demand in the immediate term. That is why we have taken further steps through the recently announced Bus Connectivity Enhancement Programme. Some measures include introducing more peak-hour express bus services for faster connection to the city as well as new "express feeder" services, which will bypass stops to take a more direct route to connect residents in farther away estates to existing transport nodes and town centres. Mr Leong's suggestion for buses is no different from this. We will also speed up the pace of introducing new trunk and feeder bus services and improving bus frequencies to improve connectivity for the early batches of residents who move into new estates like Tengah. LTA is progressively identifying these enhancements, in consultation with stakeholders.”
“With three interchange stations at Choa Chu Kang, Boon Lay and Jurong East, the JRL will connect to the North-South Line and East-West Line, and enhance resilience across the system. The JRL will shorten travel times for commuters in the West. For example, residents in Tengah Plantation Grove can reach Tanjong Pagar in 40 minutes via a rail connection to Jurong East interchange, compared to 55 minutes today. Similarly, residents in Boon Lay View will take 40 minutes to travel to Woodlands, down from 55 minutes today. For the connection between the Jurong Town Hall station on the JRL and the Jurong Lake District station on the CRL, Mr Leong will be pleased to know that there will be good pedestrian connectivity between the two stations. By the early 2030s, the CRL will further enhance the West's connection to the East and North-East regions. It will serve areas such as West Coast and parts of Clementi that do not currently have direct links to the rail network and connect residents to growing employment centres in Punggol and Changi. Commuters in the West will be able to use the CRL to connect to every radial line in our MRT network. It will also shorten travel times significantly for some journeys. Currently, a journey from West Coast to Pasir Ris will take 70 minutes and a journey to Ang Mo Kio will take 60 minutes. With the CRL, these journeys will be reduced to 45 minutes to Pasir Ris and 30 minutes to Ang Mo Kio. In the mid-2030s, the new Sungei Kadut interchange station along the North-South Line will provide commuters in the Northwest a more direct transfer to the Downtown Line.”
“Complementing the rail network are bus services that provide first- and last-mile connectivity to key transport nodes and alternative options for commuters. More than one-third of our bus routes ply in the West, including express bus services that connect residents in the West directly to job centres in the central area. LTA closely monitors the demand and capacity of bus routes in the West like it does for bus services across Singapore. Where additional capacity is needed, such as in growing towns with more Build-To-Order flats, LTA has worked with operators to improve frequencies and to inject more double-deck buses. One example of such improvements is in Tengah. LTA has introduced three new bus services in this area since new homeowners started collecting the keys to their flats just about a year ago. Services 992 and 870 were introduced at the end of last year, connecting residents to MRT stations at Bukit Batok and Jurong East as well as Jurong Town Hall and Tengah Bus Interchanges. Service 871 was introduced in July this year, connecting Tengah residents to Bukit Gombak and Beauty World MRT stations. As with all new estates, LTA will continue to monitor travel demand and make necessary enhancements to improve transport connectivity in tandem with the development of the town and progressive completion of its road infrastructure. Looking ahead, a key enabler of our plans to enhance transport connectivity in the West are our two new MRT lines – the JRL and CRL. The JRL will be a game-changer for the West when it opens in stages between 2027 and 2029. With 24 new stations spanning 24 kilometres, it will serve areas such as Tengah New Town and Jurong Lake District, and also connect residents across the entire Western region to growing employment centres in Jurong.”
“Our vision, as articulated in the Land Transport Master Plan 2040 (LTMP 2040), is to create a 45-minute city and 20-minute towns by 2040. The 45-minute city goal goes beyond reducing travel times. It is also about reshaping how we think about urban connectivity, such as creating more employment centres and better linking them with residential areas. Mr Leong spoke about the transport connectivity in the West. Members such as Mr Don Wee, Mr Liang Eng Hwa, Mr Patrick Tay, Miss Rachel Ong and Mr Zhulkarnain Abdul Rahim had also previously asked Parliamentary Questions about our plans to improve transport connectivity in the West. Residents from Tengah have also provided LTA and myself with specific feedback on their estate, which we have already been addressing. Let me share about the progress that we have made thus far and our ongoing efforts to improve transport accessibility, connectivity and resilience for residents in the West. I am glad to note that Mr Leong's suggestions, in fact, support the plans we have made for transport connectivity in the West. Let me begin with our rail network, the backbone of our public transport system. Today, besides the Bukit Panjang Light Rail Transit, residents in the West are served by the North-South, East-West and Downtown Lines. While Mr Leong has claimed that the East is "far better" than the West, with all due respect, I think this is not a fair comparison as there are differences in geographical characteristics, stage of development and travel patterns. With planned expansions to the rail network, we are on track to having eight in 10 households in the West within a 10-minute walk of a train station by the 2030s, which is aligned with our target for the entire island.”
“I thank the Member for her supplementary questions. As I have said earlier in my reply, we do not pre-determine supply. It is a market-based approach. What we do is to help the market function, as much as possible, efficiently and smoothly, so that supply responds to demand based on price signals. For the drivers, we have constant dialogue with the associations, the Labour Movement as well as the operators, and also look into information that is provided by the P2P operators to see how we can help to ensure that supply will match evolving demand. As I have said, we are undertaking a P2P review and one of the things that we are looking at is how to ensure that supply will continue to match evolving demand, including, for instance, looking even at our regulations and rules about how operators can make sure that their commissions and fares are transparent, and how we can ensure that the drivers are not locked into any platform of the operators, whether these rules and regulations need to be refined, as well as those that we have already announced earlier at the Committee of Supply. With regard to vehicle contracts, indeed, we have also been talking to the associations and operators to look at how we can assist, educate and enlighten prospective drivers to be aware of the contracts that they take up with the car rental companies, for instance,. And we will continue the conversation and see how we can assist.”
“Also, if drivers wish to enter the market, they will be subjected to very reasonable vocational licensing requirements as well as access to vehicles. And as I have said, coupled with our regulations about transparent commissions and fares as well as multi-homing rules, that will help to ensure that supply will adjust to demand.”
“And to do that, our regulations on the operators in terms of transparency for commission as well as fares charged on the drivers and commuters, that is important. Also, our rules regarding multi-homing are to ensure that the drivers are not locked into any operators' platform. Therefore, they can then decide which platform to use to maximise their earnings, based on their driving preferences. That is the way we ensure that fares really reflect the value of P2P services and that the drivers are paid fairly for their efforts. In our ongoing P2P review, we will continue to look at ways to see how we can ensure the smooth and efficient functioning of the market and reduce friction, so that existing as well as new drivers can stay in the sector to match evolving demand. With regard to optimal supply, as I have said, we do not limit the supply of drivers or the number of drivers that come into the market. So, the optimal supply will depend on evolving demand. In our case, when there is an ageing population, because P2P actually complements the mass public transport sector, one of the options or demands that P2P can meet is, like taking the elderly patients for medical check-ups and so on. We think that demand could rise from seniors and caregivers for P2P services as the population ages. But at the same time, because we will continue to improve and expand on our public transport system, and if more households are within a shorter distance from an Mass Rapid Transit station, that could negatively impact on P2P demand within that area. So, instead of pre-determining supply, again, what we want to do is to ensure that the P2P sector remains open and dynamic so that the market remains contestable for new and innovative players so that there is competition.”
“I thank the Member for his supplementary questions. On the first question, as I have said earlier in my reply, the supply of drivers has increased much faster than the increase in the number of trips over the last one year till the second quarter of this year. That obviously means that some drivers will see a decline in earnings. But we need to take this in context in terms of the P2P market trends since the end of the COVID-19 pandemic. In fact, in the middle of 2022, the situation was reversed. That was a time when the demand for P2P services increased significantly, when many of the P2P drivers had not returned back to the market. So, we saw higher fares and hence, higher drivers' earnings, and commuters actually faced difficulties in getting a ride. But as more drivers enter the market, the mismatch between demand and supply has moderated. P2P is fundamentally a demand-responsive transport mode and changes in fares are a reflection of the market forces at work. While average fares have declined in recent months, there are fluctuations across the year. So, there are times when fares do peak, as I have said, when there are major events or during festive seasons. Even during the day itself, there are periods when demand is high and drivers see higher surge prices. Hence, it is important to look at total earnings across time instead of just lower fare periods. Having said that, as I have noted, we understand the concerns of the drivers. So, what the Ministry of Transport (MOT) and LTA do are to make sure that we enable the drivers to be able to make informed decisions, decide on when to drive and what rides to take.”
“From a peak at the start of 2023, average surge prices and net ride-hail fares had declined in the first half of 2023, back to levels we saw in the first half of 2022. P2P fares are also subject to seasonal fluctuations in demand. In months where there are major events, such as the Taylor Swift and Coldplay concerts in the first quarter of 2024, or during festive seasons, such as Chinese New Year, there tends to be an increase in travel among locals and visitors, which leads to higher P2P demand and higher fares. Conversely, demand tends to decline during the school holidays where many Singaporeans are abroad. These seasonal effects are another source of fluctuations in drivers' income. The Land Transport Authority (LTA) understands the concerns of the affected P2P drivers. As part of the ongoing P2P review, we will continue to look at ways to support the smooth and efficient functioning of the market. These include measures to reduce operating costs, such as the extension of the statutory lifespan for taxis, which we announced earlier this year. The operators should pass through these cost savings to drivers via lower rentals. Some drivers have also voiced concerns about foreign vehicles providing illegal P2P services which affect demand. LTA has stepped up enforcement against these errant drivers in recent months and will continue to do so. For drivers who are considering alternative forms of employment, we will also work with the operators and the Labour Movement to assist them. These drivers can tap on various Government programmes to support their career transition, such as the SkillsFuture Career Transition Programme.”
“Thank you. The point-to-point transport, or P2P, sector complements our public transport network, with an average of 606,000 daily trips made by some 67,000 taxis and chauffeured private hire cars, or PHCs, in 2023. We watch developments in this sector closely, but the Government does not set fares for the P2P sector, as these are determined by the P2P operators, based on market competition. We also do not cap the number of P2P drivers, but instead allow the supply of P2P drivers to move in tandem with commuter demand and price signals. The appropriate level of supply for the sector depends on the level of commuter demand and the fares that they are willing to pay. When demand is higher and fares increase, we can expect more drivers to enter the market. Conversely, when there is an excess supply of drivers, fares will drop and some drivers may decide to exit the market. Following the easing of COVID-19 measures in March and April 2022, demand for P2P services rose along with other transport services, which led to higher fares from surge pricing. In the past two years, P2P operators had also adjusted fares to help drivers cope with higher operating and fuel costs, such as the temporary driver's fee implemented by ride-hail operators and the increase in taxi fares and surcharges by street-hail operators. In response to higher fares, more drivers entered the market. Between the second quarter of 2023 and the second quarter of 2024, the number of active PHCs and taxis increased by 8%. However, the average daily number of P2P trips increased by only 1% during the same period. As a result, P2P fares and consequently drivers' earnings have moderated.”
“Mr Speaker, may I have your permission to take Question Nos 4 to 6 in today's Order Paper together?”
“I thank the Member for the supplementary question. Let me say that LTA works with planning agencies for developments. And when there are School Zones, they also work very closely with the planning agencies, be it the Urban Redevelopment Authority (URA) and so on, to look at the traffic. So, traffic studies are actually conducted for such developments. Having said that, yes, in certain school areas, for instance, you would experience congestion and so on. The reason for these issues may be a combination of many factors. LTA works very closely with the school, with the Ministry of Education also, to address such issues at the ground level, because every School Zone area may be different and there are specific local conditions that we have to take into account. Some of the things we do is: we will work with the school and they will have, for instance, traffic marshals, traffic wardens that we work with; we give advisory to parents for gracious and good road safety behaviour. As well as, if needed, we will have enforcement for illegal parking; create wider footpaths; or even direct students to specially created, signalised pedestrian crossings, and put up railings in some schools as mitigation measures. We also work with the schools to make sure that there are alternative parking or lay-by for the waiting vehicles, and to tell the parents not to wait along the roads illegally before dismissal time. So, these are various things that we do. As regards whether we will do a study, actually we do continue to study this; and as I have said, we do traffic impact studies too.”
“And if at-grade signalised traffic crossings are possible, then that is something we will go for because it is really a lot more effective and efficient. But in certain areas where you cannot do at-grade signalised traffic crossings, say, because of the terrain or developments in the area, then we will do underground paths or POBs, for instance.”
“I thank the Member for his supplementary question. First, let me say that for the junction at Tampines Avenues 1 and 4, which is the location of the accident, actually, there has been no feedback in relation to safety issues at that junction. Between 2019 and 2023, there were also no accidents with serious injuries or fatalities at that junction. As I have said, we have designed such junctions in accordance with international standards. We have also reviewed the junction after the accident and we do not think that there is a need to further enhance or implement measures to enhance safety at that junction. But having said that, we will also await TP's investigation, for the results of the investigation, and will review again if measures have to be implemented to enhance road safety. This is the similar approach that we take for all locations where serious accidents have occurred. Having said that, we always take into account the data we have, whether it is traffic accident reports from TP, data of incidents, whether it is injury-related or non-injury-related incidents on our expressways from the LTA monitoring team, as well as even data on road infrastructure which are frequently damaged or hit, which will give us some insights to the measures that we could put in place before any accidents happen. And, of course, feedback from the local community, road users, the public, online and offline. We do data analytics and then identify locations where there are higher risks, to implement measures to enhance road safety. With regard to the Member's specific question about underground walkways, it is the same with pedestrian overhead bridges (POBs). We need to look at whether it is relevant and useful before we can implement them.”
“These safety bollards are what we call crashworthy bollards and they prevent errant vehicles from veering onto the footpath. So, we will continue to look at ways to strengthen measures to enhance safety.”
“I thank the Member for her supplementary questions. As regards the first question on accident statistics, I do not have the numbers. I will have to refer to MHA to get the numbers, with regard to the Member's question. In relation to the second question, besides RAG, what else are we doing to enhance safety of cross junctions? First, let me say that for RAGs, as I have said, we have implemented this for more than 1,200 signalised junctions. There are a total of 1,700 signalised junctions, of which for 200, there is no discretionary right turn. So, we are left with 1,500. Of these 1,500, we have implemented RAG in more than 1,200. We are in the process of looking into implementing RAG for another 200 junctions, though this depends on technical feasibility as well as traffic impact assessment studies. Effectively, we are left with about 50. These are generally single right turn lanes, as well as turning onto one lane of oncoming traffic. And therefore, we have not prioritised them. But after we have done the 200, we will continue to monitor and assess. Beyond the RAGs, at cross junctions, there are a few things we have done or are still in the process of doing. For instance, at traffic pockets, we put up "Give Way" signs to remind the turning motorists to look out for pedestrians. There are also adjustments to Green Men timings to give pedestrians a headstart in crossing the road. And then, of course, we have the Green Man Plus scheme where the elderly and persons with disabilities can have a longer time to cross the road. In addition, we have recently started installing safety bollards at some signalised junctions where we assess there is a higher pedestrian risk, at selected corners of these junctions.”
“I thank the Member for the supplementary questions. Regarding the expansion of the radius of the School Zones, this is something we will continue to monitor and review. I do not think that there is a fixed one-size-fits-all kind of zone radius. But having said that, it all depends on the local conditions – where the school is and so on. So, it is something that we will continue to review. With regard to vehicle modifications, I do not have the numbers. But the thing is, you probably cannot directly correlate enforcement to illegal modifications with speeding and traffic accidents. Having said that, an example will be that illegal exhaust modification poses a high risk and therefore, is a serious offence. And we do want to minimise or prevent such illegal modifications. That is why we have been stepping up the enforcement. We have stepped up the penalties since July 2021. The first composition fine, even for the first offence, has increased from $500 to $1,000. And even for first offenders, if they are egregious violations, they can be charged in court.”
“The Ministry of Home Affairs (MHA) has addressed several questions raised by Members on road safety. I will focus my response on road design and traffic management. I would like to begin by expressing my deepest condolences to the families and friends of the victims. I would also like to assure Members and Singaporeans that road safety is and will continue to be a priority for the Ministry of Transport (MOT) and the Land Transport Authority (LTA).”
“Mdm Deputy Speaker, may I have your permission to take Oral Question Nos 11 and 12 together?”
“As of the latest test results in 2023, we have not detected any microplastics in the treated water and we will continue to monitor developments in this area.”
“I thank the Member for his supplementary questions, as well as comments. Let me say that, indeed, there is growing momentum on this issue. This issue has been the subject of various international studies and research, and as the Member has cited, this is one of the research that has been undertaken. But as I have noted, currently, based on the 2022 WHO report that I had cited earlier, the report has stated that the current global evidence on the impact of micro- and nanoplastics on health risk is still inconclusive and more data is needed to better understand the human exposure as well as then to characterise and quantify human health risks. Even studies, like what the Member has cited, also conclude that further research has to be done. So, indeed, MSE and MOH and various relevant agencies are working closely together, to better understand and monitor the impact of such environmental pollutants – microplastics and nanoplastics – on human health, and we will continue, as I have said, to track international studies and research in this area and we are open to considering support for relevant and useful research on this topic. But having said that, in the meantime, we will continue to look at how we can reduce plastic waste, as well as the amount of plastic debris that gets into the environment and marine waters, through our waste management systems, anti-littering enforcement regime, and getting businesses and individuals to also reduce plastic waste created. And as an assurance, let me also say that the Public Utilities Board, for instance, has been undertaking biennial surveillance of the presence of microplastics in water from our four National Taps since 2017.”
“I mentioned earlier that this is one of the areas that we are looking into in the next part of the review. For taxi stands and taxi stops, the difference is for taxi stands, taxis can queue there to wait for passengers. Taxi stops are just for pick-up and drop-off. So, one feedback and idea that we are looking into is whether we can allow PHCs to also use the taxi stops to pick up and drop off passengers; no waiting. Taxi stands, a bit difficult because for PHCs, it is a booking, so, you have to wait for your passenger; unlike taxis where you just queue and then, you just pick up whichever passenger is at the queue and you do not cause congestion. So, we will have to talk to the drivers' associations and operators before we can decide.”
“So, we are not looking at levelling the playing field, but we are looking at how to make it more attractive for prospective drivers to decide to take up taxis. We are also looking at how we can work towards the two complementing each other.”
“I thank the Member for his question. First of all, the extension of the statutory lifespan actually came about because of our dialogue and discussions with the drivers' associations, the operators as well as with the taxi drivers and unions. This is one of the feedback they have given about the fact that while a taxi's statutory lifespan is eight years, a PHC has no statutory lifespan. And indeed, when we looked at the data, they are well-maintained, highly roadworthy and this is what we have done. But having said that, as I have said earlier, this is just the first part of our review of the P2P sector. These are feedback that have been given and we think that these are changes that we can make quite quickly which will help some way in terms of reducing operating costs. And we are working with the taxi operators to make sure that these savings, barring some increase perhaps in maintenance costs of the older vehicles, as much as possible, would be passed on to the taxi drivers. With regard to differences between PHCs and taxis, by nature, the two complement each other and they work on slightly different models and approach. That is the reason why we are also looking into how we can maintain a stable and adequate supply of taxis because they provide some services to complement the PHCs. They are quite different because the taxis are really focused on providing services, street-hail, for instance. They do this throughout all times of the day, whereas PHCs, you can see that their operating model, it fluctuates. More PHCs come out during the peak periods; off-peak, not so many. And we do need to make sure that there is supply throughout the day.”
“In the next phase, we will begin planning for 10 more Friendly Streets, with engagements starting this year. In addition, we will also enhance our commuter infrastructure in three ways over the next decade by building more covered linkways, upgrading more bus stops with senior-friendly features and retrofitting more pedestrian overhead bridges with lifts. This will make commuting safer, more convenient and comfortable for everyone, especially the seniors, persons with disabilities and families with young children. Apart from infrastructural enhancements, we also conducted a review of the P2P sector. During our engagements for the P2P review, we noticed that more commuters now prefer ride-hail services. However, street-hail services and taxis remain crucial in meeting the needs of commuters, such as seniors who may be less familiar with using ride-hailing apps or those who prefer to flag down taxis. Hence, to improve the viability of street-hail services and taxis, we will be introducing some measures to reduce the operating cost. These include extending the statutory lifespan of taxis and reducing the frequency of inspection of newer taxis. To taxi drivers, we will work closely with taxi operators to pass on the cost savings to you. To commuters, we hope that the suite of measures announced today will serve to ensure a stable supply of taxi service for you so as to enhance the commuting experience for everyone. (In English): Chairman, in conclusion, we will continue to work towards our goal of a more inclusive and friendly transport system by transforming our streets, improving P2P services and fostering responsible EV charging behaviour. [Applause.]”
“On this, I had a fruitful discussion in January with EV drivers, EV charging operators (EVCOs) as well as carpark owners. Concerns were raised on the misuse of EV charging lots by non-EVs and the hogging of lots. Carpark owners and EVCOs have taken steps to address these concerns. For example, at public carparks, parking a non-EV in an EV lot is an offence which incurs a penalty of $70. Some EVCOs have started to notify users when their vehicles are fully charged and another vehicle is waiting and impose idle fees for lot hogging after charging. Several interesting issues and suggestions were raised, such as allowing drivers to reserve charging lots in advance. Many also agreed that drivers should not be expected to shift their vehicles for overnight charging. Stakeholders felt that more public education would encourage drivers and the motor industry to switch to EVs. This includes educating users that charging an EV beyond 80% becomes less efficient and that users can charge EVs based around their daily schedules, at their workplace and homes. LTA will collate and share these insights as educational materials later this year, to enhance general knowledge of EVs and instill good EV charging behaviour. We will work with the industry to review other suggestions to enhance the EV experience. Chairman, in Mandarin, please. (In Mandarin): [Please refer to Vernacular Speech.] MOT will set aside $1 billion to expand the Friendly Streets initiative and build more commuter infrastructure. Riding on the support by residents, we will expand the Friendly Streets initiative to all towns by 2030, to make walking journeys in our neighbourhoods safer and more comfortable and the roads more pedestrian-friendly.”
“Taken together, these measures will benefit both commuters and drivers. For commuters, it will be easier to indicate their needs and rebook an appropriate vehicle if wrongly matched. Drivers will be allowed to cancel a booking without incurring a penalty if the commuter had omitted to indicate their needs or booked the wrong service. This helps to avoid misunderstanding and inconvenience to both drivers and commuters. The changes will be implemented towards the end of this year, as part of operators' licence renewal. We will also monitor the matching rate for such commuters and the availability of PHCs that meet their needs. Our work does not end here. The P2P sector will continue to complement public transport. We have heard other feedback relating to the longer-term stability of P2P supply, including the suggestion for a separate COE category for PHCs from Mr Gan Thiam Poh and other Members of this House. While this is possible, there are trade-offs that need to be studied carefully. We will address this and other concerns in the next phase of the P2P review later this year. For example, we intend to work with ride-hail operators to make their apps more senior-friendly and explore providing pick-up points that both taxis and PHCs can use. Finally, we will look at whether operators with larger market share should be subjected to higher regulatory standards, to continue safeguarding the interests of commuters and drivers. Mr Ang Wei Neng, Mr Lim Biow Chuan, Ms Poh Li San and Ms Yeo Wan Ling asked for updates on EVs. Minister had earlier shared our good progress in EV adoption and charging availability. As EV users increase, we must shape a gracious EV culture early, by fostering good charging and parking practices.”
“P2P operators will have to provide an exit plan to LTA at least 120 days before surrendering their licence, up from the current 60 days. In addition, operators will need to inform the public at least 60 days prior to their licence surrender date. This will provide sufficient time for commuters and drivers to cash out their electronic wallets and transit to other platforms. We are also working on how ride-hail services can better cater to the needs of wheelchair users and families with young children. Currently, all taxis are able to fit a foldable wheelchair. They are also exempt from child seat requirements so that families with young children can street-hail a taxi. As PHCs are always pre-booked, commuters can indicate their needs in advance. Hence, PHCs are not required to be able to accommodate a wheelchair and are not exempted from child seat requirements. This sometimes causes friction and inconvenience between wheelchair users or families with the matched PHC drivers. We will work with ride-hail operators to make it easy for commuters to indicate that they have a foldable wheelchair or require a child seat when booking a trip. Currently, not all ride-hail apps provide these options upfront and commuters have to make a separate request which might be missed. We will also require ride-hail apps to indicate if a matched vehicle can accommodate a foldable wheelchair or carries a child seat. This will apply to all bookings, so that commuters with such needs are alerted, and can cancel and rebook an appropriate vehicle if they forget to request for one. If in spite of these measures, PHCs with insufficient boot space or no child seat are matched to commuters with such needs, operators will allow drivers to cancel the booking without penalising them.”
“The higher inspection frequency will ensure that older PHCs are roadworthy to serve commuters. Fourth, we will gradually remove the call-booking requirement for smaller taxi operators, given the high cost relative to the low utilisation rate. We are mindful that a small segment of commuters, comprising about 1% of P2P trips, still rely on this service. Hence, ComfortDelGro, which currently fulfils more than 99% of call-booking trips, will continue to offer this service. Another important way to ensure the supply of taxis is to maintain the pool of Taxi Driver's Vocational Licence (TDVL) holders, as they can choose to drive either taxis or PHCs. In our engagements, drivers gave feedback that they found it easier to obtain a PHC Driver's Vocational Licence. To encourage more prospective P2P drivers to take up the TDVL, we will streamline the curriculum to reduce effort and cost to obtain a licence. Even as we improve supply, we recognise that more commuters and drivers have come to rely on P2P operators for their commutes and livelihoods. To minimise the impact on commuters and drivers due to service disruptions or operators exiting the market, we will introduce two new sets of measures. First, we will introduce baseline standards for operational disruptions. We will require operators to inform LTA, commuters and drivers upon confirmation of any systemic incident that could impair P2P services within an hour. They will also be required to submit an incident report outlining measures taken to resolve the incident. Further, ride-hail operators will need to develop and regularly review their contingency plans to mitigate future incidents. Second, we will double the notification period for P2P operators that intend to exit the market.”