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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“Several Members, including Ms Joan Pereira, asked about the support for cleaning businesses to adopt technology and raise productivity, including working with Institutes of Higher Learning (IHLs) to build competencies in the cleaning industry. Beyond the ES ITM, there are various Government initiatives supporting innovation and technology adoption. The Chief Technology Officer-as-a-Service is a platform that helps cleaning businesses boost digitalisation efforts. Cleaning businesses can also benefit from the National Robotics Programme to develop new cleaning technology. In fact, the Autonomous Environmental Services Vehicle, which facilitates cleaning through robotic road-sweeping, was developed this way. To build competencies, NEA has been working with IHLs to equip cleaners with digital skills such as using robotics systems to improve operations and processes. To better address learning needs, Ms Nadia Samdin would be pleased to know that some training courses are offered in languages such as Mandarin and Malay, while some training providers deploy multilingual trainers for their courses. NEA will continue to partner IHLs and SkillsFuture Singapore to enhance training offerings for the cleaning workforce. I thank Members for supporting the introduction of the statutory presumptions for littering from residential flats. Some have asked how this would be applied. Mr Yip Hon Weng asked about the effectiveness of the new law and other plans to address high-rise littering. As highlighted in my opening speech, the statutory presumptions will place greater onus on owners and tenants of residential flats to prevent littering acts from being committed from their units in the first place.”
“Prior to revising the framework, NEA had consulted the cleaning industry extensively and considered specific feedback on the new requirements for the Class 1 and 2 licences. We also factored in the request for more time to transit and therefore planned for the revised framework to only come into effect on 1 January 2024. This gives existing cleaning business licensees more time, in fact, effectively up to three years from today until 2026, to eventually transit to a Class 2 or 1 licence. Nevertheless, we recognise that there may be some degree of industry consolidation that favours companies with stronger capabilities and are better able to meet their employment obligations. In this transition, NEA will ensure that there are sufficient safeguards to protect cleaners who may be displaced. In addition to giving existing cleaning businesses sufficient runway to transit, NEA will work closely with Workforce Singapore and NTUC U-Care Centre to facilitate job transfers within the Environmental Services industry, if needed. To Mr Louis Ng's question on compliance history, the proposed requirement is that in order to attain a Class 1 licence, cleaning businesses must not have any non-compliance with relevant written laws in the last 24 months. Only Court conviction history, including those related to payment of wages to employees, will be taken into account. Overall, the new requirements have been calibrated to provide service buyers and workers with the assurance that the businesses have the financial stability as well as capabilities and practices to deliver reliable and quality cleaning services without being overly onerous on business owners. NEA will continue to review the licensing framework as necessary and will take Mr Louis Ng's suggestions into consideration.”
“At a steady state, all cleaning businesses will have to attain Class 1 or 2 licences after two years of joining the industry and will have to ensure skills training and workplace safety for their workforce and attain corresponding levels of financial ability. With the Class 3 licence retaining the same requirements as the current licensing scheme, the revised cleaning business licensing framework will not impose higher barriers to entry compared to today. Existing cleaning business licensees, including new entrants that do not meet the requirements for the Class 1 or Class 2 licence can apply for the Class 3 licence and have an additional two years to grow their capabilities and transit to the Class 1 or Class 2 licences. These changes are key to raising the capabilities of the cleaning industry, which will benefit both the businesses as well as service buyers. Given their ability to meet the higher minimum paid-up capital requirement and the additional training requirements relating to Workforce Skills Qualifications (WSQ), Class 1 licensees provide greater assurance to service buyers that they are equipped with more resources, experience and capabilities to undertake larger cleaning contracts and are committed to uplifting the wages and competencies of our cleaners. Additionally, NEA is working with the Ministry of Finance (MOF) towards requiring Government Procuring Entities to engage only cleaning businesses with a Class 1 licence. To cope with the mandatory PWM wage increases for low-wage cleaners, cleaning businesses may tap on the Progressive Wage Credit Scheme for transitional wage support. We expect all cleaning businesses hiring resident workers to benefit from this scheme.”
“For the cleaning sector, NEA works with the NTUC U-Care Centre to encourage service buyers to support their service providers who wish to send their cleaners for training during working hours and call on service buyers to refrain from requesting for replacement headcounts if cleaning standards are not compromised. Mr Louis Ng asked whether the PWM would be extended to migrant workers. The purpose of implementing the PWM requirements for resident workers in the waste management sector, as stated in the proposed amendments, is to ensure a more engaged waste collection and waste disposal workforce and the retention of a core of resident waste management workers. In developing the broader PWM for other sectors and not just those in environmental services, it is recognised that employers are already responsible for the additional costs of the migrant workers, including their healthcare, accommodation and other related costs during their stay in Singapore. As such, employers are not required to adhere to the PWM for their migrant workers. Nonetheless, employers are encouraged to adopt the principles of the PWM for their migrant workers. Members have spoken extensively about the revised cleaning business licensing framework. Mr Yip Hon Weng asked about the goals and benefits of the revised framework and our plans to achieve them, while Mr Don Wee, Ms Nadia Samdin and Ms Ng Ling Ling raised concerns about increased business costs and possible folding of businesses. The revised framework is a strategic initiative under the Environmental Services Industry Transformation Map (ES ITM) to build more capable businesses in environmental services and spur them to create quality jobs and careers.”
“Instead, we encourage households to reduce waste and recycle more through education and other policies. Members have also raised clarifications and suggestions on PWM that apply to both the waste management and cleaning sectors. On waste management, Mr Don Wee asked how we will ensure that resident workers will receive the PWM wage increments. The PWM requirements are implemented through the licensing regime for waste management licensees. Applicants for a waste management licence must show a progressive wage plan that they will be or are paying their workers PWM wages and produce relevant documents as required. NEA will conduct regular checks and impose financial penalties in the event of non-compliance. In serious cases, the licence may be suspended or revoked. A similar approach has been taken for the cleaning sector's PWM, which is also implemented through the licensing regime for cleaning businesses. On Mr Yip Hon Weng's question on the enforcement of PWM requirements for the cleaning sector, the number of penalties imposed in 2021 and 2022 has remained stable, where an average of about five financial penalties have been imposed on and 30 warning letters have been issued to cleaning business licensees each year. Mr Yip Hon Weng also asked about making skills upgrading more accessible to workers. Employers can tap on the Workfare Skills Support Scheme, which provides funding support such as absentee payroll to employers who send eligible workers for approved courses.”
“To Dr Wan Rizal's suggestion to compress the wage schedule, the multi-year wage schedule from 2023 to 2028 has been set out to provide greater certainty to the industry so that they can plan for the changes in determining the wage recommendations. The Tripartite Cluster for Waste Management had made a conscious effort to offer better wages to attract new entrants and retain the existing experienced workforce, and to couple this with higher skills requirements to drive greater productivity. To ensure the wage schedule remains relevant, a mid-term review would be undertaken in 2025. On Mr Yip Hon Weng's questions, it is not a common practice for waste management companies to deploy outsourced workers from manpower supplying companies. The proposed amendments to prevent such a practice will ensure that all waste management workers benefit from the PWM wages. As for extending the PWM to other sub-sectors, we do have plans to cover the waste treatment and disposal sub-sector at a later stage. I thank Members for their broader suggestions on waste management. I agree with Ms Joan Pereira that partnerships are key in achieving our zero-waste vision. Individuals and organisations may tap on initiatives such as the SG Eco Fund for projects that support environmental sustainability and involve the community, and NEA's 3R Fund for projects that reduce waste generation and disposal. As for Ms Poh Li San's suggestion to move towards a user-pays principle for waste collection, a similar model has already been adopted for trade premises where the monthly fee is based on the waste output by volume. We will continue to study different models for waste collection fees but there are currently no plans to adopt such a model for households.”
“Mr Speaker, I thank Members for their support of the Bill. The thoughtful, and I would like to add, passionate comments and suggestions reflect the high regard we place on public health and in maintaining high standards of public cleanliness and sanitation. Let me address these comments. First, on the Progressive Wage Model (PWM) for the waste management sector. Several Members have spoken in support of the need to uplift our lower-wage workers. We are introducing the PWM to support our resident waste management workers by improving their skills, uplifting their wages and offering better job prospects and career progression. To achieve this, we also require companies to invest in training and technology adoption. A more competent waste management workforce will benefit our waste management companies. This upgrading of the waste management industry will, ultimately, benefit all Singaporeans and Singapore. We acknowledge that there will be some increase in operational cost initially, as Mr Ang Wei Neng has spoken about. To moderate the increase, the Government has provided the Progressive Wage Credit Scheme (PWCS) which waste management companies can tap on. In the medium to longer term, investment in our workers will pay off for our companies by enhancing their capabilities, productivity and efficiency. Even as the Government provides some transitional support, we will need to do our part as service buyers and consumers to bear some of the cost increase in order to support our lower-wage waste management workers on their upskilling journey.”
“In addition to that, in Japan and Europe last year – in June 2022, Japan has required its automakers to equip all their vehicles, including new goods vehicles, with devices to enable the drivers to check on the rear of the vehicle. But the devices do not have to be just rear view cameras. It could be other devices – sensors, for instance, or even mirrors, perhaps of a different type. And it is only implemented for new models immediately from June; and for existing models, from May 2024. In July, EU also announced and implemented a similar set of requirements, but it is not for existing registered vehicles. So, we are also closely monitoring these developments and looking at reviewing this and studying whether it is feasible to add on additional safety requirements.”
“I thank the Member for his question. Yes, this requirement for heavy goods vehicles and buses to be equipped with such devices to cover blind spots, as well as the rear view, is under the Road Traffic (Motor Vehicles, Construction and Use) Rules. During their annual inspection, if they are found not to have complied, there could be a penalty imposed, a fine as well as jail term. The first offence is up to a $1,000 fine and three months' jail; and it is double for repeat offences. But in addition to these equipment, I want to appeal to the drivers to exercise caution and care and due diligence, to check before they make such manoeuvres. Because even if you are equipped with these devices, you still need the driver to be careful. If they are reversing, I think MOM also advises, as far as possible, to get people to guide them when they reverse the vehicle. And for pedestrians and workers to be alert to moving vehicles in the area. But notwithstanding this, let me say that, as I have said earlier, we continue to look at international developments and study the need for additional safety requirements. At the moment, because of camera technology, most of the vehicles are fitted with blind-spot mirrors, side mirrors, and so on, to enable them to have better vision. Only a very small number of vehicle manufacturers have equipped their vehicles, including goods vehicles with rear view cameras, in lieu of side mirrors. That is because, for such large vehicles, it is a large field of vision and you need good, adequate camera resolution in order to provide clear images for the drivers. So, this is something we are monitoring.”
“LTA requires all heavy goods vehicles and buses to install devices that cover the vehicle's blind spot areas, as well as the rear view. These devices include blind-spot mirrors and camera monitor systems, which include rear-view cameras, and the objective is to ensure that the driver has sufficient field of vision and awareness of persons near their vehicle. LTA will continue to monitor developments internationally, and together with other agencies and industry stakeholders, study the need for additional safety requirements.”
“We are also sending SMSes to the eligible households who have not utilised the vouchers. But we will continue to see how we can promote the scheme. As far as improving energy consumption is concerned, it is possible. In fact, for the climate-friendly households, if everybody utilises the vouchers and get more energy-efficient refrigerators, shower fittings, LED lights, clearly, there will be a significant reduction in energy consumption. It is also with the other schemes for the businesses. I do have the numbers, but I think I can share that with the Member later.”
“I thank the Member for the two supplementary questions. Firstly, with regard to promotion and raising awareness, indeed, we agree that we need to continue to raise awareness amongst the businesses and households of the various schemes that we have that will have the potential to help them improve their energy efficiency and reduce energy consumption. The various lead agencies – NEA, EDB, BCA, EMA and Enterprise Singapore – do reach out to the businesses through the trade associations and chambers, for instance. NEA also undertakes industry consultations as well as briefings to raise awareness among the industries and the businesses about the various schemes that we have to improve energy efficiency. For instance, we have been promoting and supporting energy conservation efforts, such as NEA's E2F fund. As I have said, the Energy Efficiency Technology Centre, which is a collaboration between NEA and Singapore Institute of Technology, has been providing low-cost energy audits to some of the manufacturing SMEs. In fact, E2F has supported 34 companies since 2019, whilst EETC has completed low-cost energy assessments of over 100 energy consuming systems covering over 20 manufacturing SMEs. For Enterprise Singapore, too, they have their Enterprise Sustainability Programme (ESP) which they promote as well as the Resource Efficiency Grant for Energy in terms of emissions which EDB also promotes. For households, as I have shared, we have the climate-friendly households programme for the 1-, 2- and 3-roomers. When we first started the programme, we sent out mailers to all the eligible households. What we are doing to encourage take-up is to work with the CDCs as well as with the community organisations on the ground to publicise this scheme and to do house-to-house visits.”
“The Government is committed to supporting energy-conservation efforts and has recently introduced new measures such as the Energy Efficiency Grant — I am sorry.”
“That will help to improve air quality, in particular, particulate matter. So, we will continue to tighten measures and regulations as much as we can. One thing we also need to understand is that for a small island city-state like Singapore, our sources of pollution are not just domestic – which is, generally, something that we can better control – but also transboundary. In any measure that we implement, we also have to consider that. On progress to achieve the full air quality standards as in our Sustainable Singapore Blueprint 2015 – we have not quite reached the standard for PM2.5. We have achieved the standards for some of the other pollutants but not PM2.5 or PM10. But as I have said, we are working on looking at how we can continue to improve. As we implement and encourage the adoption of, say, cleaner vehicles, that will also help us with the index for PM2.5. I think that is about it. As for the Member's fourth supplementary question on WHO, I have answered that, too.”
“I thank the Member for his four supplementary questions. Firstly, about developing guidelines or basic parameters and to undertake a study to measure the impact of healthcare costs, as I have said and which the Member has also noted, there are many studies available locally as well as overseas and most of them have very different methodologies as well as assumptions. In fact, it also varies according to the context. Indeed, for a parameter, for instance, value of statistical life that is used to estimate health costs in terms of mortality, there is quite a bit of debate on this itself and in fact misunderstanding, even among the academics. Given this, as well as the fact that such studies are multidisciplinary, so you would need experts in epidemiology, economics and so on, and you will spend many years. These studies are therefore specific to each different context. Hence, we continue to look at these studies and consider the findings. At the end of the day, if there are some methodologies which we think would be useful, we could consider that. But at the current moment, we think that what is important is the fact that there is global scientific consensus, as articulated by WHO, that there is significant impact of air pollution on healthcare and health itself, and the costs. Therefore, we undertake very robust measures and policies to safeguard our air quality. We have done that for years. The Member also asked about policy levers. We do have many policy levers. For domestic sources of air pollution, the key sources will be industries as well as vehicles. And we have been tightening industrial emission standards as well as for vehicles. For vehicles, we now have a policy of no more internal combustible engine (ICE) cars by 2040, for instance.”
“I thank the Member for her suggestion. Certainly, we will work together with our P2P operators as well as the associations to look at how we can remind drivers as well as passengers to take some responsibility, in terms of stewardship of the vehicles as well as responsibility for their personal belongings through notices or apps and so on. And just to share with Members too – besides teaching the drivers this practice during their Vocational Licence training course, they are also reminded of this practice when they undergo their refresher course.”
“I thank the Member for his clarification and suggestion. First, let me say that as I have explained in my reply earlier, the intent of this rule is to encourage drivers to adopt this good practice to check for belongings that might have been left behind by passengers. This really serves not just the interest of the drivers, but also of the passengers. For the drivers, it is especially to avoid any potential disputes if the left behind items cannot be found later on. And for the passengers, if the drivers do that and discover the left behind item quickly, that will reduce the stress on the passengers. But having said that, the rule does recognise that there are operational constraints. So, in fact, if you read the rule, it says "as far as practicable", which means that when we implement this, we are not requiring the drivers to get out of their cars, as the Member has said, to check for left items. Really, it is doing a quick visual scan from the driver's seat and I think that will suffice. Indeed, many drivers do find left behind items just by visual scanning. Having said that, as I have said, we have actually not imposed any financial penalties or demerit points on drivers; just written warnings in a few instances and that is really to encourage adoption of the good practice. As I have said, we hear the feedback from the drivers' community, the association as well as Members. We will take this opportunity to conduct a broader review, not just of this rule, but how we can encourage this practice without making it seem too onerous, as well as review broader best practices for P2P drivers. And we are doing it with P2P operators as well as the drivers associations and we will share it when we are ready with the outcome.”
“LTA is, thus, working with our tripartite partners, our P2P operators and the driver associations to undertake this review, taking into consideration recent public feedback and will share the outcome of the review when ready.”
“The current requirement for point-to-point transport, or P2P, drivers to check for items left behind by passengers at the end of every trip is a longstanding one under Rule 39(1) of the Road Traffic (Public Service Vehicles) (Vocational Licences and Conduct of Drivers, Conductors, Trishaw Riders and Passengers) Rules. It is meant to serve the interests of drivers, as it aims to avoid disputes when passengers leave belongings in their vehicles. However, recognising operational constraints, drivers are not expected to stop their vehicles and get out of their seats to check for items left behind by passengers. Instead, a quick visual scan from the driver's seat will be sufficient. P2P drivers are taught this practice during their Vocational Licence training course. Passengers are also reminded to be responsible for their belongings when taking P2P trips. For example, some operators provide reminders to passengers at the end of the trips through app notifications. I would like to assure Members that the current rule is not meant to be punitive, but instead to encourage a good practice. LTA has only issued warnings in a few instances and has not imposed any financial penalties or demerit points on drivers for non-compliance. The warning recently issued to a driver for breaching this rule has been withdrawn, following appeals to LTA through the driver's Member of Parliament and the National Taxi Association. LTA will take this opportunity to not only review how this best practice should be encouraged to protect the interests of both drivers and their passengers, but also conduct a broader review of best practices for P2P drivers.”
“Mr Speaker, Sir, with your permission, may I take Question Nos 7 and 8 together?”
“Notwithstanding that, even though we do not have specific targets for certain waste streams, when we implement initiatives to drive the recycling rates for various waste streams – for instance, e-waste – we, actually, do set targets under the Extended Producer Responsibility (EPR) scheme. For e-waste, for instance, there is a collection target of 60% for large household appliances and 20% for the rest of the covered products. Similarly, for the beverage container return scheme, in countries that have implemented it, they have achieved collection or return rates of 80% and above. We are, currently, consulting the relevant stakeholders to determine the target return rates that we will set for the Beverage Container Return Scheme. When we implement an EPR for packaging waste, which we are planning to do, we will also similarly set targets for this.”
“First, I must clarify that I am answering the Member's question because there is only one question; there is no amended question. My reply is, firstly, that under our Zero Waste Masterplan, we have an overall recycling rate target of 70%. This is accompanied by a domestic recycling target rate of 30% and a non-domestic target recycling rate of 81%. The Member is right to say that, in the case of certain waste streams like ferrous metals, or construction and demolition waste, for instance, we have successfully achieved close to 100% recycling rate. As I have noted earlier, we have identified and are focusing on three priority waste streams – which are the packaging waste, that includes plastic; e-waste; as well as food waste – because these are generated in large volumes and we expect these volumes to likely increase, for instance, electrical and electronic waste. So, we are focusing and targeting on these. They are large volumes, but the recycling rate, as the Member has also rightly pointed out, is low. And we do track and publish these recycling rates. But we also recognise that for certain waste streams, they are interconnected. For instance, when we implement the beverage container return scheme, which will cover plastic bottles as well as metal cans, the recycling rate for these used beverage containers will increase and is likely to reduce the contamination rate in our blue recycling bins or the recycling chutes; which means that the recycling rates for the other waste streams in the recycling bins or recycling chutes would increase. And that is why we think that by having an overall recycling rate target, it provides us with a streamlined approach to track the progress we are making in terms of achieving our vision of a zero-waste nation.”
“Again, as I have said, we are concerned about the harmful effects of second-hand tobacco smoke, notwithstanding whether it leads to depression and so on, because we know that second-hand tobacco smoke also increases the risk of cancer. So, there is no doubt that we are as concerned. Regarding second-hand tobacco smoke in homes, I think I have reiterated my answers many times. I do not think I need to repeat them again.”
“Firstly, let me say that, whilst there is evidence of a link between second-hand tobacco smoke and mental health condition, such as depression, anxiety, Attention Deficit Hyperactivity Disorder and so on, the evidence is currently inconclusive as to whether the second-hand smoke exposure directly causes these mental health condition or is simply associated with these mental health conditions. That means, it is a sign that it is an environment that contributes to these mental health conditions, just to explain your earlier query. But notwithstanding this, let me assure the Member that we are as concerned about the harmful effects of second-hand tobacco smoke on non-smokers. And in fact, that is the reason why over the decades, we have put in tremendous effort and resources to reducing the prevalence of smoking, through various efforts as I have said, whether it is education, provision of cessation services, legislation, taxation as well as constantly looking out for reasonable and practical solutions to further strengthen these efforts to address the issue of second-hand tobacco smoke. For instance, this month, 1 October 2022, we have further extended the smoking prohibited areas to additional public gardens and parks, as well as ABC water sites and 10 recreational beaches, including that in Sentosa. Which means that as of now, some 50,000 places, they are banned – where smoking is prohibited. So, we will continue as I have said, to look at how we can strengthen our efforts. Both MOH, HPB, NEA and the various stakeholders, we will consistently look at the evidence as well as the solutions available and will not hesitate to adjust or review this where appropriate.”
“Of course, the other thing is to keep the scheme cost low and we are doing this by encouraging the producers to come together to form a not-for-profit industry-led scheme operator, which means that they can actually tap on their existing logistics as well as distribution networks. So, for instance, when they send new stocks, they can take back the used beverage containers. In addition to that, it is really a strong incentive since they are paying producers' fees to keep scheme costs low. Then, the sale of the high-quality, high value recyclables will help to offset some of the costs. With regard to GST, based on the intended scheme design, GST will not be chargeable on the deposit.”
“I thank the Member for his questions, too. With regard to challenges, as I have alluded to, in order to facilitate return of the beverage containers, which is really the key objective of this scheme, that is, to nudge consumers' behaviour, nudge them to recycle the beverage containers, we will need to have an extensive network of return points to make it easily and conveniently accessible to the consumers, so that they can return and get back their deposit. For a start, we are mandating the large supermarkets above 200 square metres to have these return points because our survey and engagements with the public have shown that that is one of the most popular return point locations. Of course, it is also the single largest sales channel for prepackaged beverages. About a third of the total sales volume of prepackaged beverages is through the supermarkets and there will be about 400 of them, which is about two-thirds of the number of supermarkets that we have in Singapore. But beyond that, we will be looking at working with the future scheme operator and other stakeholders to have designated return points at other locations, publicly accessible locations, such as Community Centres, Residents' Networks (RNs), void decks, sports facilities, hawker centres which are well-patronised or even coffee shops. And, of course, some retailers, as is the experience in other countries do come forward to volunteer to have designated return points because that has been shown to increase footfall and, therefore, spending at the stores. So, we will implement this and then, monitor to see whether that is adequate and we can always refine this. I think that also answers the Member's question on return points, because this is one of the key issues.”
“I thank the Member for his question. I think it is, indeed, important that we do this. So, as I have noted, NEA has regulatory oversight over the scheme operator. So, it will require the scheme operator to regularly track as well as report on the scheme outcomes and related fees, for instance, the producer fees and the return targets. In fact, we will set a return target for the scheme operator, and we will work with the future scheme operator to evaluate the effectiveness of the scheme outcomes as well as further refinements to the scheme.”
“At food and beverage (F&B) premises, such as hawker centres, food courts and canteens, operators and stallholders have the flexibility to decide whether to collect the deposit and pass the beverage containers to their patrons. There is a wide range of such premises, from casual settings to more formal settings, and each would have its own preference. For example, stallholders could serve the customer the beverage with its container and charge the deposit, in which case, the customers can take away the empty beverage containers and return them at designated return points to claim the refund on their deposit. Alternatively, stallholders could pour the beverage into a cup before serving, in which case, they do not need to charge the deposit as the customer does not receive the beverage container. In this case, the stallholder can collect the empty beverage containers and claim the refund of the deposits on the containers. We expect the former to apply in more casual settings, such as coffee shops and hawker centres, as the shop owners would typically have their customers pay the deposit and then take the beverage container. Operators of F&B premises, including hawker centres, food courts and canteens, could also consider setting up return points at their premises, where appropriate. NEA will work with the scheme operator to engage F&B premises operators, advise them on the scheme and prepare them for implementation. We will continue to engage stakeholders as we develop the scheme. The ongoing REACH consultation will be open until 14 October this year and we encourage and welcome all stakeholders and members of the public, as well as Members in this House, to give their feedback.”
“We also propose to include all beverage types to reduce consumer confusion and maximise the number of containers that can be collected for recycling. The scheme would include containers from 150 millilitres to three litres, which can be accepted by typical reverse vending machines. With these proposed parameters, the scheme is estimated to cover more than one billion beverage containers in Singapore each year. In designing the scheme, we will make it easy for consumers to understand, to enable each of us to play our part in building a circular economy. We will need to have an extensive network of conveniently located return points to enable consumers to easily claim their deposit refunds. Based on a survey conducted with 1,000 households, supermarkets were among the most preferred return locations across all the age segments and are a major sales channel for prepackaged beverages. We have thus proposed that large supermarkets with a total floor area of more than 200 square metres be mandated to set up return points. This will cover about 400 large supermarkets. We also welcome operators of other premises, such as mall operators and smaller retailers, to voluntarily set up return points. Based on experiences overseas, this can increase footfall to stores. The scheme operator pays handling fees to return point operators, to reimburse the costs incurred. To build the return point network, NEA will work closely with the future scheme operator to identify and set up return points in suitable community and public spaces, such as Community Clubs, sports facilities and large, well-patronised hawker centres, to increase accessibility. Return point operators can choose manual over-the-counter return points or opt for automated reverse vending machines.”
“It will be able to tap on the industry's capabilities and resources, such as existing logistics channels to make use of backhaul trips to improve operational synergies. As the scheme is owned and run by the industry, it will have a strong incentive to operate the scheme efficiently and cost-effectively, to keep scheme costs low for all parties. In addition, the revenue from the sale of clean, high quality and high value recyclables, and any unclaimed deposits, will be utilised by the scheme operator to reduce the scheme costs. In Singapore, the eventual cost pass-through to consumers in beverage prices, if any, will likely be moderated by price competition among industry players. This is also the experience in other countries that have implemented similar schemes. To ensure that the scheme operator operates efficiently, cost effectively and fairly across multiple producers, the Government will exercise regulatory oversight over the scheme operator. The scheme operator will be licensed by NEA and be required to meet conditions set out by NEA, including a collection target. To develop the scheme framework for Singapore, my Ministry and NEA have conducted over two years of extensive engagements and consultations with stakeholders, including members of the public and over 250 beverage producers, retailers and waste management companies. We have taken into account their feedback and views in developing a proposed scheme framework, and we are currently conducting further public consultation via REACH. As public consultations are still ongoing, not all the details of the scheme have been finalised. We are proposing for the scheme to cover plastic bottles and metal cans as a start, as these have high material value, high consumption rates and are easy to collect and compact.”
“Thank you. The proposed beverage container return scheme aims to encourage good recycling practices, conserve resources and reduce waste and carbon emissions. This is in line with our Zero Waste Masterplan and contributes towards our climate ambition to achieve net-zero emissions by or around mid-century. The scheme, which was first proposed by the Citizens' Workgroup on #RecycleRight in 2019, will be the first phase of an Extended Producer Responsibility (EPR) approach to manage packaging waste. This Extended Producer Responsibility approach means that the scheme will be funded by producers of pre-packaged beverages. Under the EPR approach, beverage producers, such as manufacturers and importers, will be responsible for the collection and recycling of the products they put out on the market as well as funding the scheme. This is similar to the EPR scheme that was implemented for e-waste in 2021. Under the beverage container return scheme, a small refundable deposit will be applied when a consumer buys a pre-packaged beverage. I must emphasise that this is a refundable deposit. Consumers will get a full refund of their deposits when they return their empty beverage containers at designated return points. Compared to non-deposit-based recycling schemes, the refundable deposit will encourage a higher recycling rate and aggregate a stream of cleaner and higher quality recyclables that can be used to produce new products, thus enhancing the resource loop. Similar schemes in countries such as Norway, Sweden and Lithuania, have achieved return rates of 80% or higher. Producers typically appoint an operator to carry out their responsibilities under the scheme. Based on the experience of other countries, a not-for-profit, industry-led scheme operator is preferred.”
“I thank the Member for her suggestions. Let me say that we appreciate and empathise with the request of the Member, as well as our taxi drivers and PHC drivers to remain in the vocation beyond the statutory age limit. But, as I have noted, we will continue to monitor the sector as we have been doing and we will review the statutory age limit periodically, making sure that we have a balance between safety as well as allowing the older drivers to remain in the vocation. In fact, we extended the statutory age limit for taxi drivers from 70 years to 73 years in 2006, and then again, from 73 years to 75 years in 2012. Taiwan is another jurisdiction that has got a statutory age limit on their taxi drivers and their current statutory age limit is 70 years – so we are already above their current age limit. In addition, as at August 2022, the number of VL holders aged over 70 remains a minority of between 1% and 5%. So, as I have said, we will continue to monitor and review this periodically. As regard to the Member's suggestions about time-restricted routes, as well as hours of operation, this is something we will carefully consider in our future review, taking note that there are challenges and implications in administrating, as well as in enforcing such limited, or time-bound and route-bound licence.”
“The Land Transport Authority (LTA) recently commissioned the Singapore Medical Association (SMA) to conduct a study on a possible increase in the statutory age limit of 75 years old for holding a vocational licence (VL) to drive a public service vehicle. As taxi and private hire car (PHC) drivers spend a significant amount of time on the road and are responsible for the safety of commuters and other road users, it is important to ensure that they are fit to drive. Based on past accident statistics and SMA's medical assessment, SMA recommends not to increase the age limit for vocational licence holders beyond 75 years. SMA found the accident rate of older vocational drivers to be higher than that of younger vocational drivers. For instance, taxi and PHC drivers in the 70 to 74 age group were five to six times more likely to have had an accident, compared to taxi and PHC drivers aged below 60. Given safety concerns, LTA has assessed and considered SMA's recommendations and decided not to raise the maximum age limit for vocational licence holders for now. But older drivers aged 50 to 74 can continue to hold valid vocational licences if they undergo regular check-ups and meet the necessary medical requirements. LTA will continue to monitor the sector and review the statutory age limit periodically, to ensure an appropriate balance between safety and allowing older drivers to remain in their vocation.”
“As I have explained in my reply earlier, for PHCs, essentially, they have the autonomy and they have the flexibility to decide if they are going to pick up passengers. So, basically, they are like privately-owned cars and if they do take up passengers, it means it helps us supplement the P2P sector in terms of the vehicle population. But if you are going to put them like taxis into a separate category, as I have mentioned, first of all, there is an additional difficulty because we will then have to have specific requirements like ensuring that they comply with minimum number of trips and that is actually very difficult to enforce. It will add to compliance cost which will, eventually, trickle down to consumers. But in addition to that, this call or request to review COE categories is actually quite a perennial suggestion. Essentially, there is a trade-off between having specific categories to meet specific requirements versus ensuring that there is sufficient COE quota for that category. Actually, whether you have a specific category for PHCs or something else, the fact is that it is going to lead to further fragmentation and volatility, particularly when COE supply is low. So, if you are looking at COE premiums and so on, basically, it is, fundamentally, demand-and-supply for vehicles that determines COE premiums. As I have also said, we will continue to monitor the situation. For PHCs, we have been closely watching the market and there is really no evidence that the PHC companies have caused an increase in COE premiums. The population of PHCs is stable and the demand for COEs has also remained stable. And, in fact, the PHC entities have actually not submitted bids or reserved prices which are higher than non-PHC entities.”
“There is no evidence that private hire car (PHC) companies have caused the increase in COE bid prices. LTA has been monitoring the market closely and, over the past year, the demand for COEs from PHC companies as well as the overall PHC population have been stable. Recognising the role which shared point-to-point (P2P) transport plays in our land transport system, from 2012, taxi operators did not have to bid for a COE to register their taxis. Instead, they draw from the pool of Category E (Open) COEs and pay the Category A COE prevailing quota premium. Taxi availability standards were also introduced and taxi operators can grow their fleets by up to 2% per annum, subject to meeting the standards. Unlike taxis, PHCs are, essentially, privately-owned cars that have the flexibility and autonomy to take passengers, thereby augmenting our supply of P2P vehicles. Hence, PHCs are treated like privately-owned cars under the vehicle quota system. Removing PHCs from the bidding pool and creating a new category with specific requirements, such as a minimum number of trips to prevent abuse, would be difficult to enforce and add to the compliance cost for PHC operators, drivers and, ultimately, consumers. LTA will continue to monitor the P2P sector and study schemes for further enhancement.”
“With regard to the last question about rental revision, let me share that we had frozen rental revision for a period when we had the dining restrictions. Actually, when the leases come up for review, the majority – in fact, for the upcoming review from April to June – 94% of the hawker stalls that are up for rental review are either going to experience no rental revision or actually a rental reduction. In fact, 58% of those are actually rental reduction and only about 6% or so, or 14 stalls, would have a rental revision upwards, but that is moderated. So, any rental revision upwards is moderated, capped at about $300, whereas a rental reduction is between $20 and $2,400-odd.”
“With regard to the last question about rental revision, let me share that we had frozen rental revision for a period when we had the dining restrictions. Actually, when the leases come up for review, the majority – in fact, for the upcoming review from April to June – 96% of the hawker stalls that are up for rental review are either going to experience no rental revision or actually a rental reduction. In fact, 58% of those are actually rental reduction and only about 6% or so, or 14 stalls, would have a rental revision upwards, but that is moderated. So, any rental revision upwards is moderated, capped at about $300, whereas a rental reduction is between $20 and $2,400-odd. [Please refer to “Impact of Higher Electricity and Ingredient Prices on Earnings of Hawkers”, Official Report, 4 April 2022, Vol 95, Issue No 60, Oral Answers to Questions section.] [(proc text) Written statement by Dr Amy Khor Lean Suan circulated with leave of the Speaker in accordance with Standing Order No 29(5): (proc text)] I wish to make the following factual correction to my reply given at the Sitting of 4 April 2022. My reply should read as follows:”
“The CDC Voucher can be used at participating hawker stalls and coffee shops, and so on. Indeed, that is one. Many of us, in our own constituencies, provide our own food vouchers or grocery vouchers. 3.01 pm”
“With regard to the last question about rental revision, let me share that we had frozen rental revision for a period when we had the dining restrictions. Actually, when the leases come up for review, the majority – in fact, for the upcoming review from April to June – 96% of the hawker stalls that are up for rental review are either going to experience no rental revision or, actually, a rental reduction. In fact, 58% of those are rental reduction and only about 6% or so, or 14 stalls, would have a rental revision upwards, but that is moderated. So, any rental revision upwards is moderated, capped at about $300, whereas a rental reduction is between $20 and $2,400-odd. [Please refer to “Clarification by Senior Minister of State for Sustainability and the Environment”, Official Report, 4 April 2022, Vol 95, Issue No 60, Corrections by Written Statements section.] So, in fact, with rental revisions, actually, many of the hawkers are assisted because they are revised to assess market rent which takes into account current market conditions. With regard to the private sector stallholders, in fact, the Small Business Recovery Grant would also apply to them if they have employees under CPF contributions, for instance. And, in fact, if they are in HDB rental units and so on, there were previously also help given in terms of rental revisions or waivers. What was the Member's second question? I am sorry.”
“I thank the Member for his supplementary question. Since last year, in July, we have enhanced the penalty framework and doubled the fines for illegal modifications. On 1 March this year, a motorcyclist was fined $1,200 for illegal modification of his exhaust system. We have also decided to enhance the penalty framework by, for instance, applying to the Courts for second and subsequent offenders to have their motorcycles detained for up to three months for illegal modification. Currently, the agencies are looking into imposing demerit points in addition to fines for offenders who knowingly drive an illegally modified vehicle. And we continue to undertake investigations on workshops who provide such services.”
“LTA, with the support of MOM, have decided to mandate the installation of such covers on all lorries used to ferry workers. We will share implementation details at a later date. We will continue to study further measures even as industries adapt and more companies move towards alternative modes of transport. Once again, I urge employers to do their part in ensuring the welfare and safety of their staff. Chairman, in conclusion, we will improve our land transport system by adopting new technologies, upskilling our workers and refreshing our approach to infrastructure design, all while maintaining safety at the forefront. Together we can look forward to a more sustainable, vibrant and safe land transport system!”
“The Traffic Police (TP) will be expanding the speed limiter regime to encompass all lorries of MLW above 3.5 tonnes. TP will be engaging the industry closely on this and will release more details when ready. Second, besides ensuring the relevant hardware is in place, it is crucial to ensure that lorry drivers operate safely behind the wheel at all times. MOM will introduce new measures to require employers to provide sufficient rest for their drivers, in particular, those who play dual roles of a driver and ground worker. MOM will also mandate that every lorry ferrying workers have a designated vehicle person-in-charge who will sit next to the driver. This person-in-charge will be empowered to stop the driver from driving if he deems the driver to be unfit for driving. Some have also suggested requiring lorries to be fitted with seat belts. We recently consulted the motor vehicle dealers and workshops again. Their feedback remains that retrofitting seat belts would not be feasible and could in fact pose safety risks. How so, you may ask? Commercial lorries today are not designed for seat belts to be installed in the rear deck, as the floorboards in the rear deck might not be sufficiently strong to keep the seat belts anchored in the event of an accident. There are also liability issues for such modifications without the support of the lorry manufacturers. Without the industry being able to bring in lorries with seat belts and vouch for their safety, it is not prudent to mandate this. Lastly, we have heard calls to mandate rain covers to lorry rear decks to shield workers from the elements. Most employers today already do so. But we will take this one step further.”
“In addition, in our engagements with private bus operators, they have told us that there are simply insufficient private buses and drivers to transport the large number of workers in the manufacturing and construction, marine and process sectors, especially when other activities like tourism resume post-COVID-19. A full transition to buses could require a doubling or even tripling of the number of large private buses in the industry today! Even if multiple and staggered trips are made, the demand for buses will still be significant. Furthermore, bus operators shared that the shortage of bus drivers would be an even more binding constraint. These challenges are not all insurmountable, but we will need time to work through them with the industry and relevant agencies. The good news is that some firms have already shifted away from using lorries for some projects. For example, Tong Tar Transport was asked by a multinational construction company to ferry about 3,000 workers of their main and sub-contractors between dormitories to the construction site via buses. This was a large-scale endeavour that involved coordination among various bus operators but shows that it is possible under the right circumstances. We encourage more in the industry to follow. We will facilitate the sharing of best practices and will study the "conditions for success" to enable more companies to make the shift. In the meantime, we have identified two areas to further improve the safety of workers on lorries. First, the Government will require all lorries to be subjected to some form of speed management device. Today, speed limiters are already mandated for all goods vehicles with maximum laden weight (MLW) of 12 tonnes and above.”
“Two workshops were charged last year for providing illegal modification services. Our approach to safety must take cognisance of society's changing needs. Given our ageing population, LTA has implemented Silver Zones at towns with a higher senior population since 2014. Key measures implemented include reduced speed limits and narrower roads to slow traffic. They have proven effective, reducing the accident rate of senior pedestrians by about 80%. To date, LTA has completed 22 Silver Zones. LTA will implement another 28 Silver Zones by 2025 in towns, such as Tampines, Ang Mo Kio and West Coast. Agencies have also been working to improve the safety of workers transported on lorries. Mr Yong asked for an update on this. We understand the union's and NGOs' concerns and likewise want to improve safety for workers. To protect lives and livelihoods, we need to take a balanced approach and make changes that are sustainable. This is why we consulted extensively on this issue, including with trade associations in the construction sector, such as Singapore Contractors Association Limited, the marine and process sectors and private bus operators. Indeed, their needs are different. Many small and medium enterprises, especially in the specialist trade, shared with us the constraints they face. They may need to transport a small crew with bulky equipment to several different locations in a single day. It will be operationally challenging and inefficient for them to use buses for workers and separately transport their equipment in lorries.”
“We will convert the roadside car parks along Seng Poh Road to wider footpaths. This will create a safer environment for pedestrians, especially for seniors and children. We will also begin pedestrianisation trials for Eng Hoon Street to create space for community use. These ideas were shaped in consultation with the local community including residents, shop owners and the Tiong Bahru Market and Hawkers’ Association. LTA will work with URA to co-create placemaking ideas with the local community that will be implemented through the Lively Places Programme. Another identified area is Tanjong Pagar. URA had earlier announced the pilot Business Improvement District programme to drive placemaking efforts. To complement this, LTA will lead an inter-agency workgroup to study plans to enhance the pedestrian and cycling experience. Key areas of focus include connectivity to transport nodes, conversion of road spaces for wider footpaths and cycling paths and community activities. These repurposing projects are connected by a common thread – the active input from local communities. Going forward and in the spirit of inclusivity and citizen participation, this approach will be our modus operandi. Finally, enhancing safety remains a priority. Illegally modified vehicles are dangerous to motorists and pedestrians and many of them cause noise disturbances as Mr Gan pointed out. To ensure roadworthiness of vehicles and compliance to in-use noise emission standards, LTA mandates periodic vehicle inspections. LTA also conducts joint enforcement operations with other agencies to flush out these vehicles. During a joint enforcement conducted in December 2021, LTA officers issued summons for 34 vehicles for offences including illegal modifications.”
“Residents and visitors now find it a safer and more comfortable walking experience. We have also transformed the Civic District as we closed Connaught Drive, Fullerton Road and Anderson Bridge to vehicular traffic. Pedestrians can now walk freely and enjoy the picturesque landscape, as they visit key landmarks, such as the Padang and the Esplanade Park or various art and cultural institutes, all without having to worry about traffic and fumes. This has also opened up opportunities for us to work with stakeholders in the Civic District to bring new arts and cultural activities outdoors to further enliven the area. It does not stop there. Residents in Tiong Bahru, a popular neighbourhood, can look forward to wider footpaths and more community spaces. Works will begin later this month. With your permission, Chairman, may I display some slides on the LCD screens.”
“While preparing for the future, there are core functions that LTA must continue to perform, such as the maintenance of the expanding rail, road and footpath infrastructure. As Mr Gan Thiam Poh shared, technology can help us be more efficient. One example is the use of video analytics and artificial intelligence in the maintenance of our 9,500-odd lane kilometres of roads. LTA has trialled the use of highspeed cameras mounted onto a van to automatically detect and report defects on the road since 2020. Defects are automatically logged backend, to enable targeted, predictive maintenance. When fully implemented, the technology-enhanced process can reduce manhours by up to 30%. Beyond leveraging technology, we will build more sustainable transport infrastructure, in collaboration with our communities. The greenest way to travel is by walking, cycling and using public transport. That is why we have several Transit Priority Corridors, or TPCs. These corridors incorporate bus, cycling lanes and footpaths for all. We will add another 60 kilometres of these corridors by 2030, including the longest TPC along the North South Corridor. This may not sound like a lot, but each TPC will become the key thoroughfare for the neighbourhood. An example of an upcoming TPC is along Sin Ming Avenue, between Upper Thomson Road and Marymount Road. Wider footpaths, new cycling paths and bus lanes will be incorporated. Residents in the area can more seamlessly ride a bus, walk or cycle to the amenities near them, such as schools and the Bright Hill MRT station. Mr Cheng Hsing Yao will be glad to know that we have made good progress in reimagining our road spaces. We widened the footpaths along a busy stretch of Havelock Road, where there are several popular eateries.”
“Drivers no longer need to worry about losing their vocational licences, as they can easily access it through Singpass. We also agree that drivers should feel safe. Indeed, taxi and private hire car drivers are covered as public service workers under the Protection from Harassment Act. We stand ready to support drivers who encounter abusive passengers. Chairman, our land transport system is in the midst of a major transition – towards vehicle electrification. A wide range of industries will be affected and workers, such as workshop technicians, must upskill to remain competitive. The Government is, therefore, actively consulting OEMs, fleet owners and other industry partners to better understand the training needs of these workers. The aim is to equip them with the necessary skills to seize these new opportunities. 12.15 pm Our taxi fleet will also be increasingly electrified. At least half of our taxi fleet will be electric by 2030, up from about 2% today. To prepare drivers, LTA will launch an updated training curriculum for taxi and private hire vocational licences this month. The refreshed curriculum will cover electric vehicles and the latest on-the-road competencies, such as the use of mapping and navigational tools. Our public transport workers will also receive support to be future-ready. As Mr Saktiandi Supaat and Mr Melvin Yong would know, we want to ensure that public transport workers, young or old, are ready to seize new opportunities arising from the greening of our fleet. The Singapore Bus Academy has conducted 17 runs of cleaner energy bus training programmes since December 2019, involving over 550 workers.”
“Chairman, I will speak about MOT’s efforts to improve Singapore’s land transport system, in four aspects. First, I will touch on how we have transformed the taxi and private hire car sector and made it more resilient. Second, I will share on how we leverage technology to improve the resilience and reliability of our road network, and how we prepare for new shifts from these technologies, like vehicle electrification. Third, I will explain how we are reshaping our transport infrastructure by focusing on people and sustainability. Finally, I will conclude by sharing about our continual pursuit to enhance safety on our roads. Our land transport sector has remained resilient through the pandemic. This stems largely from the courage and dedication of our frontline workers. Taxi and private hire car drivers took extra precautions such as regularly disinfecting their vehicles even as ridership plunged. To tide them through, the Government, associations and operators provided targeted financial support. Close to 50,000 drivers benefited from over $390 million of support through the Special Relief Fund and COVID-19 Driver Relief Fund. Today, the situation has improved. The number of trips is about 75% of pre-COVID-19 levels, up from about 25% during the circuit breaker period. We expect this to rise further but will continue to monitor the situation closely. If necessary, we will step in again to support our drivers. Ms Yeo Wan Ling will be glad to know that we go beyond financial support. We will improve our service delivery to drivers, with the launch of the digital vocational licences in the second quarter of this year. Prospective drivers will receive their digital licences in about half the time, from around 20 days today.”
“I thank the Member for the question. Indeed, for the ES regime, what we have actually done is really to work with the specific sectors. Preschools, for instance, we work with them to come up with the standards, the baseline standards for the regime. And in that sense, what we are doing really is to go upstream to implement the baseline standards so that they know, for instance, I have shared that the preschools actually welcomed the fact that now they have clear guidelines on the cleaning and disinfection frequencies, as well as protocols, which they did not have before. Then, they will be able to implement it. So, what we really have done, as I have said is to work with the sector and calibrate the requirements. And if you think about it, if you do it right upstream, actually it will help you to reduce or avoid costs downstream because it will avoid, say gastroenteritis cases or minimise or reduce the cases. And if you do not, when there are such incidents, there could be additional costs because you will have to do deep cleaning and so on, there will be reputational damage and then closure of the schools. So really, it is also cost avoidance and upstream, it is really about putting in place a proper system and proper measures rather than needing say, for instance, additional manpower Regarding the ECC that they have to appoint, it can actually be an existing staff. It could be one of the supervisors or teachers for instance, or you could actually employ one to oversee a few within the neighbourhood or within that area. So, we do provide for some flexibility and we are mindful of the cost.”