Baey Yam Keng
Singapore
“Our next generation will have far greater opportunities to make their mark here. The Government will also guide them into the transport sector through scholarships, training and career development pathways, so that they can put their talents to good use and contribute to society.”
“I would say that the greening of bus stop roofs may not be something that is practical across all bus stops. I do not have the exact figures, but I am sure we must have tens of thousands of bus stops in Singapore. So, there is a cost element.”
“Based on earlier trials conducted by the Land Transport Authority (LTA), fans have a limited impact on the ambient temperature in an exposed bus stop environment. Commuter feedback from the trials was also unfavourable. Most bus stops are also shaded by surrounding buildings and trees, reducing the effectiveness of solar installations.”
“Certainly. Members would remember that over the years and decades, our bus stop designs have evolved. We have to take into consideration various factors, not just the comfort of commuters who are waiting there but also the practicality of sighting of buses coming ahead as well as maintenance, safety and different factors like that.”
“I thank Ms Gho for her concern for the arts and the artists. Indeed, it is part of our commitment to provide affordable, accessible spaces for artists and arts groups. We have announced last year that we are doing a study on how the arts spaces provision can be better improved and the study is ongoing.”
“Speaker, the median and maximum waiting time for pedestrians at signalised junctions are 120 seconds and 140 seconds respectively. Wait times for pedestrians depend on the nature of road, junction size and configuration, as well as prevailing traffic volume.”
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“They can continue their trade by switching to other devices or vehicles before 1 June 2026. We had engaged the Digital Platforms Industry Association and the NDCA last year. They expressed support for the new PMA rules, including the six kilometres an hour speed limit, in a joint statement. The platforms have committed to be inclusive in allocating jobs and providing earning opportunities for individuals from diverse backgrounds, including those with mobility challenges who rely on PMAs for their delivery work. Ms Gho Sze Kee and Mr Yip Hon Weng also asked about platforms incentivising faster deliveries that may lead to speeding. Platform companies are responsible for ensuring the safety and well-being of their delivery riders. This includes ensuring that their riders using active mobility devices on public paths have adequate third-party liability insurance coverage during the course of their work. We will continue to encourage food delivery platforms, rider associations and industry partners to promote safe riding practices and explore what more can be done to deter errant riding behaviour. LTA and the Traffic Police have also conducted campaigns, such as Be Safe, Be Seen, to promote safer riding habits with Grab, and safety talks and training sessions for delivery riders with foodpanda. Mr David Hoe raised a concern that the reduced speed limit could affect users' ability to travel upslope. Indeed, this was a concern that we had when developing the proposal. So, we spent some time studying the issue. Our studies support the calculations done by Mr Hoe's volunteers – that motorised PMAs will be able to travel upslope along public paths safely with a speed limit of six kilometres per hour. It is the motor power and not the speed that pushes the wheels upslope.”
“Members, including Mr Cai Yinzhou, Mr Dennis Tan and Mr David Hoe, asked about specific plans to engage existing PMA users on the new rules, especially seniors and persons with disabilities. LTA will continue to work with the Agency for Integrated Care and SG Enable as well as relevant social service agencies, such as SPD, to reach out to seniors and persons with disabilities. LTA's public communications campaign on the new rules will also be rolled out in various languages. On the ground, enforcement officers will engage and educate PMA users on the upcoming rules. We will also reach out through grassroots channels, and I seek Members' support to raise awareness among your residents. Members including Ms Yeo Wan Ling and Ms Joan Pereira raised concerns on how the new PMA rules may affect platform delivery workers. We understand the concern on how the new rules could potentially affect the number of deliveries and thus the earnings of delivery workers. Only workers with mobility needs should use PMAs for their work. Such workers have to abide by the reduced speed limit and dimension limits for everyone's safety. This protects not just other path users but the PMA riders themselves. By going at a slower speed and using devices that are not oversized, they can navigate crowded paths and complete their deliveries safely. They reduce the risks of serious accidents, which would affect their earning stability. I thank Ms Yeo Wan Ling for sharing that the National Delivery Champions Association (NDCA) will provide financial assistance to help riders comply with the new rules. For delivery riders without mobility challenges, PMAs are not the right mode of transport for them. They should not misuse PMAs.”
“Risk-managed exemptions include seniors aged 70 and above, those who have already obtained Government-subsidised mobility scooters and those who have applied for MOH disability schemes to help with Activities of Daily Living (ADL) needs in "mobility" and/or "transferring". We are working to exempt more user groups with other relevant assessments where possible, such as applicants for other disability schemes. Members including Ms Yeo Wan Ling, Dr Wan Rizal and Ms Lee Hui Ying also asked about the cost to undergo the Assessment for Mobility Scooter (AMS), if polyclinics will offer the AMS and if subsidies will be extended. For those who need certification, we have engaged the healthcare sector to encourage private GP clinics to offer the AMS. We want it to be widely available and accessible, so that users can have affordable choices. As Dr Haresh Singaraju has emphasised, we encourage users to go to their regular doctor or regular OT, who already understand their medical history, to streamline the assessment process. All doctors, including polyclinic doctors, are allowed to conduct the AMS. However, doctors may decline to assess users who are not their regular patients, depending on the doctor's comfort level to conduct the certification. Healthcare subsidies will not be accorded for visits made solely to obtain the Certificate of Medical Need. However, as long as the patient is seeking healthcare services from a doctor or OT at public healthcare institutions or community care organisations, and the AMS is conducted as a clinically indicated part of their regular medical care, the overall care episode, including the AMS, can be given healthcare subsidies.”
“As part of the certification, the doctor or OT will assess and indicate if the user's need for a mobility scooter is long-term or temporary. For the latter, the period that the Certificate is valid will be specified. The Government will maintain a registry of those with valid Certificates of Medical Need and those exempted from the requirement. Seniors exempted on the basis of age will not be in the registry. I know some seniors may look younger than their age, so if enforcement officers were to ask, their National Registration Identity Card (NRIC) year of birth just needs to show that they are 70 years old and above. As an example, for this year, everyone born in and before 1956 are automatically exempted. Enforcement officers will request the user's particulars to perform a back-end check on the spot. If the certificate has not been submitted online, the user just needs to produce the hard copy form for inspection. Individuals can also check their certification or exemption status on LTA's OneMotoring website. Dr Choo Pei Ling asked whether physiotherapists can grant the Certificate of Medical Need. We have worked with MOH to determine the groups of assessors for the certificate. Currently, mobility assessment, device prescription and user training are not part of the routine training of a general physiotherapist. Hence, MOH's position is that only doctors and OTs can assess and grant this certificate. MOH will continue to monitor demand if these competencies should be built into training for a wider pool of healthcare professionals. Members including Mr Jackson Lam and Mr Yip Hon Weng reminded us to streamline processes to minimise the burden on genuine users, particularly persons with disabilities and seniors. We fully agree.”
“Mr Speaker, I thank the Members for their support of the Bill and their thoughtful questions. Let me first address the specific points that Members raised. At the outset, I wish to make clear that we are not banning the use of mobility scooters but safeguarding them for those who truly need them. Our intention is not to target any specific group, but to set ground rules that provide clarity and keep our paths safer for all. Several Members, like Ms Joan Pereira, Ms Choo Pei Ling and Dr Haresh Singaraju spoke about how medical needs will be assessed to allow for the use of mobility scooters. We will need the support of our doctors and occupational therapists (OTs), to assess the medical needs to determine whether a person's medical conditions lead to mobility challenges that require a mobility scooter. MOH has issued guidelines for healthcare professionals to conduct the assessment, including a non-exhaustive list of possible conditions. Some examples include cardiovascular diseases, such as severe heart failure; and musculoskeletal disorders, such as muscular dystrophies and rheumatoid arthritis. Members including Mr David Hoe, Mr Ng Shi Xuan and Dr Hamid Razak asked about the process to obtain a Certificate of Medical Need, validity periods and timelines. For the convenience of users and assessors, both digital and hard copy certificates will be possible. The doctor or OT may fill in a standard online form to submit the data to LTA or issue a hard copy of the standard form. Once the assessor completes the form, the certificate is granted. For the hard copy, the user is encouraged to take a photo and submit it to LTA so that it is stored in LTA's digital registry.”
“Clause 46 will amend the Land Transport Authority of Singapore Act 1995 to expand LTA's function and duty to include regulating the keeping of unsafe devices. The Bill will make it an offence to keep such unsafe devices. Penalties include fines up to $2,000 or imprisonment up to three months, or both, with higher penalties for non-individuals and repeat offenders. LTA will leverage feedback received via official channels and social media, surveillance as well as day-to-day operations to detect and seize non-UL2272 e-scooters. Mr Speaker, these measures represent an important shift to implement upstream controls and strengthen our laws, to make our paths safer for everyone. It will enable those with mobility needs who genuinely need to use PMAs to use them safely alongside other path users. Ultimately, Mr Speaker, we must return to the heart of this matter: the vision of a gracious "we first" society. MOT and LTA are strengthening our laws and enforcement, but they are not a panacea. We must acknowledge the reality that the "cat" – the regulator – will never be fast enough to catch every "mouse" – every errant rider. Path safety is and must always be a collective responsibility. Errant riders and device owners must realise that they are not just breaking the law but endangering themselves and our communities. Responsible riders among us must also speak up and help shape the right culture on our paths. While the Government will do its part through regulations, infrastructure and enforcement, it is the individual's behaviour and the community's social norms that will ultimately make our paths safe for everyone. I will now invite the Senior Minister of State for Home Affairs to address the MHA components of this joint Bill.”
“Turning to fire safety, the Government takes a strict enforcement approach towards the import, sale and use of non-compliant AMDs. Since 2021, local retailers must seek LTA's approval for the import of PABs and PMDs, and they must be registered before use. These devices must also be compliant with safety standards. For PABs, it is the EN15194 standard, while for registrable PMDs, it is the UL2272 standard. Despite years of regulatory tightening since 2016, we continue to grapple with the fire safety risks from AMDs. In 2025 alone, we recorded 49 AMD-related fires. PMDs accounted for most cases at 31, and the bulk of PMD fires involve non-UL2272-certified devices. We can do more to prevent such fires and we will do more. Today, it is an offence to ride a non-UL2272-certified e-scooter on public paths or roads, but not to keep such devices. This means that if LTA enforcement officers come across a non-UL2272-certified e-scooter, no action can be taken unless it is being used. This is unlike the case for non-compliant power-assisted bicycles, where it is already an offence to keep such a device under the Road Traffic Act 1961. We will address this gap. Clauses 84 to 91 will amend the Small Motorised Vehicles (Safety) Act 2020 to prohibit the keeping of unsafe devices. Devices that do not comply with the prescribed safety requirements, such as the UL2272 safety standard for registrable personal mobility devices, will be unsafe devices. Some may ask why we are only doing this now. LTA's mandate has traditionally focused on path and road safety. However, recognising the fire safety risks of AMDs even when they are not used on paths or roads, we are extending the function and duty of the LTA to include the regulation of the keeping of unsafe devices.”
“I know many users may want to rush to register their devices ahead of the rules. LTA will include a survey link on its website for users to indicate their interest in registration. This will help us to better deploy resources for the roving registration stations. I must emphasise here that only compliant mobility scooters will be allowed for registration. If you have a mobility scooter that does not comply with the six kilometres per hour device speed limit or dimension and weight limits, please replace your device. These new rules were announced two years ago in March 2024 and users should transition to compliant devices by 1 January 2029 – almost five years later. LTA has engaged retailers on the new registration requirements and we will provide guidance to roll this out smoothly. For AMD retailers, many will be familiar with the existing registration regimes for power-assisted bicycles and e-scooters. We will pay special attention to medical device retailers who may be less familiar with the process. Mr Speaker, the Bill strikes a careful balance between access and safety. We want to ensure genuine users have access to PMAs, which can significantly improve their quality of life. At the same time, we need to keep paths safe and address the problem of misuse. In designing our regulations, we also recognise the unique needs of PMA users, who have mobility challenges. This is why we will implement exemptions from the Certificate of Medical Need requirement for seniors and existing Government scheme beneficiaries. We will also keep the registration process streamlined and user-friendly. Thus far, we have focused on the PMA proposals, which are intended to strengthen path safety.”
“This means that under HSA's regulations, importers must have an HSA licence and list their devices on HSA's database before import. LTA will only allow mobility scooter models that are listed on HSA's database of medical devices to be registered. Existing mobility scooters need not meet this requirement. To ensure the registration regime is effective, it must apply to all mobility scooters eventually. If we exempt existing mobility scooters, it will be challenging to distinguish new devices from existing ones. To give users time to adjust to the rule, we will implement the registration regime in phases and keep the process user-friendly. We will start by requiring registration for mobility scooters sold from 1 June 2026. The sale of an unregistered mobility scooter for use on public paths will be an offence from 1 June 2026, with individuals facing penalties of up to $20,000 or jail of up to 24 months, or both, and higher penalties for non-individuals and repeat offenders. Thereafter, from 1 January 2029, all mobility scooters will need to be registered before they can be used on a public path. Offenders face penalties of up to $2,000 or jail of up to three months, or both, with higher penalties for repeat offenders. We have designed the registration process to minimise burden on users. For devices sold from 1 June 2026, retailers will handle registration, creating a seamless experience for consumers. For existing devices, we will give some time for users to register their devices ahead of the requirement by 1 January 2029. Users will be able to register their devices, if they are compliant, at roving stations that LTA will roll out in mid-2027 at community touchpoints. Devices registered as part of this exercise need not be listed on HSA's database of medical devices.”
“Going back to our intention of introducing this rule to curb misuse, our enforcement officers will focus on visibly able-bodied individuals misusing mobility scooters. Our intention is not to inconvenience genuine users. However, some mobility challenges are not visible. So, I seek users' understanding that our enforcement officers will need to do their job and check for their certification at times. It will also be an offence for businesses to employ or permit an individual to ride a mobility scooter on public path during the course of work, without ensuring that the rider has valid Certification of Medical Need. Offenders will face penalties of up to $2,000 in fines or imprisonment of up to six months, or both. This is similar to how it is an offence for businesses employing or permitting an individual to ride a power-assisted bicycle (PAB) in the course of work, without ensuring the rider has the mandatory theory test certification. Fourth, we will require mobility scooters to be registered with LTA to strengthen upstream enforcement. Today, PABs and e-scooters need to be registered with LTA to ensure devices comply with rules and are affixed with identification marks. To strengthen upstream enforcement and improve the overall effectiveness of PMA measures, mobility scooters will need to be registered. Only mobility scooters that comply with device dimension and speed restrictions can be registered to persons with valid Certificates of Medical Need, exempted persons or whitelisted businesses, such as retailers. In addition, LTA and the Health Sciences Authority (HSA) will make clear through an industry circular that mobility scooters fall under the classification of medical devices as they are specifically designed for individuals with walking difficulties.”
“We recognise that as seniors age, the likelihood of mobility challenges increases. The risk of able-bodied seniors abusing mobility scooters is expected to be low. This is especially given the reduced speed limit. We will monitor the situation and calibrate accordingly, if necessary. We will also exempt users who have had their mobility needs or disability assessed and submitted relevant information to the Government. This includes existing beneficiaries of subsidised mobility scooters from the Seniors' Mobility and Enabling Fund (SMF) and Assistive Technology Fund (ATF). It also includes individuals already certified with Activities of Daily Living (ADL) needs in "mobility" or "transferring" who have applied for MOH disability schemes, such as the Home Caregiving Grant. These exemptions will apply automatically and users need not do anything. Agencies will issue letters to notify existing SMF and ATF beneficiaries, as well as individuals with the relevant ADL needs who have applied for MOH disability schemes previously. Moving forward, those applying to SMF for a subsidised mobility scooter will obtain the certificate as part of the subsidy application process. Those obtaining an ATF-subsidised mobility scooter and applicants for MOH disability schemes with the relevant ADL needs, will be automatically exempted. From 1 June 2026, mobility scooter users on public paths must have this Certificate of Medical Need. Users will have the next three months to obtain the certification, and enforcement officers will engage and educate users on these new rules during this transition period. Those caught riding a mobility scooter on public paths without the Certificate of Medical Need will face penalties of up to $2,000 in fines or imprisonment of up to six months, or both.”
“We have worked with MOH to engage the healthcare sector to encourage clinics to offer the AMS so that it will be widely available. Based on our survey of clinics, more than 140 clinics intend to offer the assessment. Users will have choices to help keep costs reasonable. Based on LTA's survey of clinics, fees are expected to range from $20 to $150, with a median fee of $50. Given that a budget mobility scooter costs around $1,000 and mid-range models can reach up to $2,000, the cost of the assessment is relatively modest compared to the price of the device itself. We hope users can understand that this would help to ensure that mobility scooters on public paths are only for those with genuine medical need. The charges will vary depending on the complexity of the consultation. We have simplified the information that assessors have to provide to LTA. They centre on three key things: first, whether the individual has a medical need to use a mobility scooter; second, whether this need is temporary or long term; and finally, whether the individual has a medical need for a device that exceeds the dimension requirements. A list of clinics that offer the AMS will be available on LTA's website from tomorrow. Users should contact their preferred clinics directly to enquire about the cost and book an appointment in advance. We encourage users to consult their regular healthcare providers who already understand their medical history, to streamline the assessment process. We recognise that going to the doctor to obtain certification will take time and cost for users. We will thus take a risk-managed approach to minimise the impact on our healthcare system and on genuine users. Seniors aged 70 and above will be exempted from the certification requirement.”
“Offenders caught riding such devices on public paths face penalties of up to $10,000 in fines or imprisonment of up to six months, or both, with penalties increasing for repea offences. Selling oversized mobility vehicles will be an offence, with penalties of up to $20,000 or imprisonment up to 24 months, or both, with higher penalties for non-individuals and repeat offenders. Third, to curb misuse, only those with genuine medical need will be allowed to ride a mobility scooter on public paths from 1 June 2026. We will require users to have a Certificate of Medical Need to ride a mobility scooter on public paths. This targets the core problem of able-bodied users misusing devices meant for those with mobility needs. When we engaged stakeholders, they welcomed the recommendations. For example, some genuine users shared that the increased misuse of mobility scooters has caused them anxiety because they have had to deal with increasing scrutiny from the public. Currently, we only intend to require certification for mobility scooters. We do not see a problem of misuse of motorised wheelchairs. So, wheelchair users do not need a Certificate of Medical Need. The certificate will be available later this month, from 27 February 2026, through the AMS process. The assessment was developed jointly with the Ministry of Health (MOH), with input from professional healthcare associations. A circular and guidelines were issued in November last year to prepare the sector. Under the AMS, users with medical conditions which result in mobility difficulties will be certified to have a medical need to drive or ride a mobility scooter. Users can approach their regular doctor or occupational therapist for the assessment or a general practitioner who offers the service.”
“Travelling at 10 kilometres per hour may still pose a danger to other path users, as it is much faster than typical walking speed. At six kilometres per hour, mobility vehicles match the pace of a brisk walker, which meet the needs of genuine users who have difficulty walking. This will also make our paths safer. This means that from 1 June 2026, selling mobility vehicles with a device speed limit above six kilometres per hour will carry penalties of up to $20,000 or imprisonment up to 24 months, or both, with higher penalties for non-individuals and repeat offenders. Displaying and advertising such non-compliant devices will carry penalties of up to $10,000 or imprisonment up to 12 months, or both. An individual who rides or drives a mobility vehicle at a speed exceeding six kilometres per hour on a public path will face fines of up to $2,000 or up to six months' imprisonment, or both, with higher penalties for repeat violations. To ease the transition, we will allow existing mobility vehicles with a device speed limit of up to 10 kilometres per hour to be used on public paths until 31 December 2028, but they need to ride within the six kilometres per hour limit and meet all other rules. From 1 January 2029 onwards, all mobility vehicles used on public paths must have a device speed limit of six kilometres per hour and below. Second, we will introduce device dimension restrictions for PMAs to address the problem of large PMAs that inconvenience and endanger other path users. This will be aligned with the existing dimension restrictions on public transport. From 1 June 2026, PMAs must not exceed a width of 70 centimetres, a length of 120 centimetres, a height of 150 centimetres and a laden weight of 300 kilogrammes.”
“Third, we will require that users of mobility scooters be certified to have a medical need for the device, in order to ride a mobility scooter on public paths. Fourth, we will also go upstream and require that mobility scooters are checked for compliance and registered before they are sold. This upstream rule reduces the likelihood of users obtaining non-compliant mobility scooters. All four measures were developed following discussions with the Active Mobility Advisory Panel (AMAP) and careful study of the issue and engagement with key user groups, including PMA users, disability groups, occupational therapists, general path users and food delivery riders. Since we announced the tightening of PMA rules in 2024, we have been working with stakeholders and user groups to prepare for the shift. This includes readying the healthcare sector to conduct the assessment to grant a Certificate of Medical Need, also known as the Assessment for Mobility Scooter (AMS). We have also been encouraging retailers to shift to new stocks of PMAs that are compliant with the new rules. To give stakeholders sufficient transition time after this Bill, we intend for the rules to take effect from 1 June 2026. Let me now introduce each of the changes in order. First, we are reducing the speed limit for mobility scooters and motorised wheelchairs, also known as mobility vehicles, from 10 kilometres per hour to six kilometres per hour. Today, mobility vehicles have a 10-kilometre per hour limit, even if they travel on shared paths where the path speed limit is 25 kilometres per hour. This was recommended by the AMAP in 2018 and intended to discourage able-bodied misuse. However, experience has shown this limit to be insufficient. Mobility vehicles are generally larger and heavier than bicycles.”
“Many of us have heard from residents who feel increasingly unsafe as larger, faster devices weave through our paths under the guise of being mobility aids. We need to restore the original purpose of these devices to serve their intended users. To recap, there are three main types of PMAs. First, a mobility scooter, which is a motorised device with a single seat, steered with a handlebar and typically supported by a stem at the front of the device; two, a motorised wheelchair, which is propelled by a motor that forms part of the wheelchair and usually operated by a joystick; or three, a non-motorised wheelchair, which has no motor and is usually mounted on two or more wheels. In this Bill, the first two, mobility scooters and motorised wheelchairs, will be regulated as "mobility vehicles". As our population ages and more people have to use PMAs, there is a growing need to ensure that they are used safely and responsibly. We face a concerning trend of able-bodied individuals who are misusing mobility scooters. Although the device is a replacement for walking, some ride at top speeds on paths or operate large devices that endanger other path users, especially seniors and young children. Members, disability groups and the public have consistently called for the tightening of rules on PMAs and improvement in path safety. We hear you. This Bill thus takes a holistic approach to the problem of PMA misuse, speeding and oversized devices. I will not specify the exact clauses as they span across the Bill. First, we will lower the speed limit for mobility vehicles on public paths to six kilometres an hour. Second, we will introduce dimension and weight limits for PMAs used on public paths.”
“Mr Speaker, I will now elaborate on the active mobility components of this Bill which represent a significant strengthening of the active mobility legal framework to improve safety. First, the Bill amends the Active Mobility Act 2017 to implement the new rules on PMAs to ensure their safe and responsible use. Second, the Bill amends the Small Motorised Vehicles (Safety) Act 2020 to make it an offence to keep an unsafe active mobility device (AMD). This grants LTA greater enforcement powers against devices that pose fire safety risks. Mr Speaker, this House has returned to the issue of active mobility many times over the past decade, reflecting the persistent challenges and evolving nature of regulating active mobility. Since the landmark Active Mobility Act came into force in 2017, we have adjusted our laws multiple times to keep pace with a landscape that moves fast. We introduced the Small Motorised Vehicles (Safety) Act 2020 to stem the flow of non-compliant devices into Singapore and the Shared Mobility Enterprises (Control and Licensing) Act 2020 to bring order to the business of shared AMDs. Throughout this journey, we have witnessed a relentless desire for mobility options that are faster, cheaper and more convenient. But ever so often, this came at the direct expense of path safety. Following the ban on e-scooters from footpaths in 2019, we have seen a shift in misuse towards PMAs. Regrettably, as soon as one regulatory gap is closed, another is exploited. This underscores the need for this House to adjust our laws, not out of a desire to restrict and burden individuals with red tape, but out of a duty to curb misuse and keep our paths safe for all.”
“The quick short answer to most of her questions is yes. We will plan and look for ways to reduce noise, noise impact on residents living near road infrastructure. But it is about taking a balance of cost, about technical feasibilities and also using very measurable tangible measures because residents' noise tolerance levels could differ from person to person. We look at existing noise limits that are set by the relevant authorities. When infrastructure-level kind of mitigation are not adequate, we will definitely look at possible ways, working with other agencies to see how we can add on to the measures to reduce the impact on residents living around it. As for noise reducing pavement mix, we have a schedule of resurfacing these expressways, especially near residential areas. But this new section that we are building near Dr Chan's residents will already be using the noise-reducing mix for the road surface. 1.33 pm”
“Various noise mitigation measures are in place. These include temporary noise barriers, enclosures around machinery, the use of special tools such as rubber materials for hammering works, as well as carrying out noisier works as far as possible during the day. Noise meters are also installed to ensure that noise levels do not exceed the levels stipulated by the National Environment Agency (NEA). Post-construction, permanent noise barriers will be erected along the section of Loyang Viaduct facing residential blocks. Low noise pavement mix that better absorb noise will also be used for the road surface.”
“Due to the space constraints, especially on road infrastructure, we do not build cycling paths on roads. Having said that, cyclists and device users can cycle on and can ride on the roads. This is allowed. And so, our approach has been building cycling infrastructure off roads. As I said earlier, where it is possible, we will separate the cycling paths and pedestrian-only paths. When the space is more limited, then we will have shared paths. And when it is even more limited, it will be just footpaths, and on footpaths, there are restrictions on what kind of devices could be used on those. So, in order to allow for different users of our spaces to co-exist safely and harmoniously, we really need to build a culture of sharing, of gracious use of these spaces, and for everybody to understand the rules and abide by the rules. At the same time, we will carry out enforcement and take errant users to task for unsafe behaviours.”
“LTA has rolled out public education campaigns since 2016. We reach out to community groups, schools, and this is important because we want users to develop good habits from young. So, yes, we will continue to reach out to as many groups as possible and targeting areas where there has been a lot of feedback or more observed higher speeds of cycling in those areas. We could work with grassroots, with resident groups, communities to do the outreach. I would also like to emphasise that the speed limit is the maximum speed allowed. It is not the speed at which device users and cyclists should expect to sustain for any distances. So, when the path is crowded, there are obstacles in front, a slower-moving device or user in front, they should slow down and give way to them. That is the expectation. And if there are cases where riders or cyclists had been reckless, they will be taken to task. I will just make a clarification to Mr Dennis Tan's supplementary question. When I said earlier, at a previous Sitting about allowing device users to overtake, these are for cases where there is a pedestrian-only path beside a cycling path. There is no pedestrian-only path beside a shared path. Just wanted to explain the difference in the way we design our infrastructure.”
“Thank you, Speaker, but even then, I do not run at 25 kilometres an hour. I thank Ms Gho for her concern for the more vulnerable users on our paths. But I would like to explain that this speed limit of 25 kilometres an hour was derived by the Active Mobility Advisory Panel after extensive consultations with different users of our paths. So, the 25 kilometres an hour is for shared paths, which tend to be wider and allows for pedestrians or slow-moving users to keep to one side, which means to the left of the path, to allow for faster-moving device users to overtake them. So, if the users adhere to this code of conduct, we do allow the different users travelling at different speeds to co-exist harmoniously and safely. In areas where the paths are narrower – those are what we call footpaths – the speed limit has been lowered to 10 kilometres an hour. And on these paths, devices which are motorised cannot be used. That means, only manual bicycles could be used, as well as for users of personal mobility aids. That means, these are for people with mobility issues. We will continue to observe, monitor the situation; and where necessary, we could look at revising the rules on the speeds.”
“The speed limit of 25 kilometres per hour for bicycles as well as other active mobility devices on shared paths is based on normal cycling speed and takes into account the rules of shared used and the safety of all users. Cyclists should slow down and give way to pedestrians, especially when approaching crowded places. The Land Transport Authority (LTA) will continue to ensure path safety and conduct education campaigns and community engagement programmes regularly to promote gracious path sharing and safe behaviour.”
“It is also not easy to license riders because riders span a spectrum of different ages, from the very young to the very old. So, we focus on educational campaigns and rules for riding behaviour. That is more sustainable and we will keep on promoting that to ensure a safe riding landscape for Singaporeans. The Member had a last question about getting feedback on the ground. Yes, we continue to do that, on how better to design our paths, our cycling infrastructure. So, we will continue our engagements with advisors, grassroots leaders and other community groups. In terms of education programmes, we look at schools, community groups and we also do regular engagements with delivery platforms to ensure that the riders are up to date with the rules and exercise due consideration when they ride.”
“The enforcement officers will do their best to ensure that there is a consistent approach to look out for errant behaviour and to mete out the necessary penalties or advisories. In the case of POPs, it is relatively new since July 2025. So, the rule is that cyclists or riders are not supposed to go on POPs. But if there are instances, for example, where the cyclist or rider needs to temporarily overtake a slow-moving cyclist on the cycling path and then venture for that instance on the POP, that will not be counted as an offence, because that is understandable as long as he does it in a safe manner, by looking out for other users of the POP. But when it is obvious that the cyclist or rider is blatantly riding on POPs, without safe regard for other users, over extended distances, then that definitely will be an offence, and the enforcement officers will issue fines. In fact, since 1 July 2025, about five fines have been issued for such errant riders. On the recourse, under the Active Mobility Act, when accidents happen, the cyclist or rider are supposed to stop and render assistance. In cases where the riders are performing work-related rides, like doing delivery, they are also required to have third-party liability insurance, so that would also cater for any claims for injury. On licensing riders or cyclists and vehicles or bicycles, many years ago, Singapore does require registration of bicycles, but it has become a very laborious exercise because bicycles are passed down within families, from people to people, and it becomes an administrative hassle to have to update, not only for the authorities, but for owners of bicycles. We also take reference from practices and learnings from other countries in the world. Therefore, we have stopped that.”
“Mr Speaker, my answer for Question No 9 in today's Order Paper will also address a related question filed by Dr Charlene Chen1 for a subsequent Sitting. Path marking and signs are used to demarcate cycling paths, shared paths and pedestrian-only paths (POPs). Dedicated cycling paths are distinctly coated in red with a width of two metres, sufficient for two cyclists to pass. Where space is a constraint, shared paths are used. This allows both cyclists and pedestrians to share the path, typically at a width of 2.5 metres. Clear logos and wordings guide users at areas of potential interaction between pedestrians and cyclists, and to signal transitions between POPs and shared paths. To enhance pedestrian safety, the Land Transport Authority (LTA) works with relevant agencies to implement additional safety measures, such as installation of convex mirrors at locations with line-of-sight issues, additional lighting and trimming of overgrown hedges that narrow the paths. LTA conducts education campaigns and community engagement programmes regularly to promote gracious path sharing and safe behaviour. Since August 2024, LTA’s active mobility enforcement officers have been on the ground to educate users on the safe use of the segregated paths, ahead of the commencement of the POP rule on 1 July 2025. Enforcement officers conduct regular patrols to ensure adherence to the path segregation of cycling paths and POPs. LTA conducts more checks at hotspots with frequent instances of errant riding behaviour, based on feedback received. Warnings and subsequently, fines are given to those who intentionally disobey the rule, especially those who endanger others with errant riding behaviour.”
“I thank the Member for his suggestion. Indeed, covered linkways are very popular and they do serve many residents and particularly commuters, so it is a priority of LTA to link commuters to major transport nodes. In evaluating proposals, LTA will look at usage patterns – as the Member said, how residents commute within that radius. But we also need to look at site constraints and also safety requirements. We would definitely prioritise walkways that connect large numbers of commuters to major public destinations, and these would primarily include walkways which connects transport nodes and major amenities. We definitely will take in feedback and requests from the community and pay special attention to the needs of our more vulnerable commuters.”
“In 2024, the Land Transport Authority (LTA) announced that it would build more covered linkways to connect Mass Rapid Transit (MRT) stations to designated Friendly Streets and some key amenities nearby that are within an 800-metre radius of the stations.”
“Mr Speaker, all pedestrian crossings have a steady Green Man duration of about six to 10 seconds. And then, the remaining crossing time is calculated based on the distance of the pedestrian crossing. Then, we use a typical walking speed of about one metre per second to calculate the duration needed. This is also taking reference from other international standards. We make adjustments for a smaller Asian build as well. But we also take into account that the total time allocated for pedestrian crossing will also affect other traffic movements. So, it is a balance of vehicular traffic as well as pedestrian speed and comfort. We will take the feedback and re-look at that particular crossing that the Member has highlighted and see how we can increase the crossing time to ensure safety and comfort for his residents.”
“The Green Man crossing times at pedestrian crossings are determined based on the crossing distance and the walking speed of a pedestrian. The crossing time at a pedestrian crossing is reviewed when there are changes that affect these factors. For example, when a road is widened and the crossing distance increases, the Green Man crossing time is increased to ensure pedestrians have sufficient time to cross. Additionally, at pedestrian crossings within Silver Zones and Friendly Streets, where there are higher proportions of seniors and young families, the crossing times are increased, so that pedestrians will have additional time to cross at a more comfortable pace. Pedestrian crossings that are frequently used by seniors or persons with disabilities, for example, near polyclinics and markets, also have the Green Man Plus scheme. When these pedestrians tap their concession cards on the reader, the crossing time will be increased for the next Green Man cycle.”
“SG60 is a significant milestone in our nation's journey. This anniversary presents a unique opportunity to honour our founding generation while reinvigorating our collective commitment to nation-building. SG60 is more than a commemoration. It is a moment to reflect on the values and principles that have guided Singapore's development. The pioneering spirit, resilience and unity demonstrated by our founding generation have laid the foundation for our success. As we mark six decades of nationhood, we must ensure that these values continue to inspire and guide future generations. Our Singapore Fund was launched in 2016 and has been a crucial instrument in empowering citizens to initiate ground-up projects that serve community needs. In 2020, MCCY shared that $20 million would be put into the Fund. I would like to request an update from the Minister on the progress of Our Singapore Fund. How has it encouraged the generation of ground-up ideas that benefit the common good?”
“Hosting major sporting events like this has great potential to spur Singaporeans to develop a strong interest in sports. Therefore, I would like to ask the Minister: can MCCY share plans to engage Singaporeans of all ages and encourage them to be interested in sports, to support sports and to take up sports? How do we leverage on such world-class events in Singapore to do all these? As we look towards this championship and beyond, the preparation of our athletes becomes paramount. The journey to sporting excellence is long and demanding, requiring sustained support and strategic planning. In this context, I would like to ask the Minister to elaborate on MCCY's plans and strategies to ensure that our Team Singapore athletes are thoroughly prepared for all upcoming major games? Boosting Youth Participation in Sports”
“Thank you, Mdm Chair. The empowerment of Persons with Disabilities (PwDs) through sports participation represents one of the most meaningful aspects of Singapore's commitment to building an inclusive society. Sports has proven to be a powerful vehicle for integration, confidence-building and the breaking down of social barriers. The benefits of sports programmes that promote inclusivity extend far beyond physical fitness. They create platforms for social interaction, foster mutual understanding and demonstrate the remarkable capabilities of PwDs. 4.30 pm These programmes are fundamental to our vision of a Singapore where every individual, regardless of ability, has the opportunity to participate fully in community life. While we have made significant strides in developing para-sports and inclusive sporting activities through the Disability Sports Master Plan, we must continue to enhance and expand these opportunities. The National Sports Participation Survey conducted by SportSG found that the sports participation rate for PwDs has grown from 28% in 2015 to 46% in 2023. This is encouraging but we should do more. Could the Minister provide an update on current and future efforts to empower people of different abilities through participation in sports together? Community Participation Through Sports The upcoming World Aquatics Championships 2025 is the highest tier of world championships in aquatics and this is the first time this championship will be held in Southeast Asia, in Singapore. This event reinforces our nation's capability to host world-class competitions but, more importantly, provide our Team Singapore athletes an opportunity to compete against the world's finest on home soil, or should I say in home waters.”
“I would like to thank all in this field for the great work that they do. Their work often involves navigating complex situations, advocating for the rights and needs of those they support, and providing a lifeline to those in crisis. It is important that they are equipped with the necessary resources, training and support to effectively manage both the practical and emotional demands of their job. In this context, what measures are being taken to ensure social workers and child protection officers have the resources and training necessary to effectively carry out their duties and manage the emotional demands of their work? What plans does the Ministry have to better attract, retain and support social service professionals in order to meet the growing demands and adapt to the changing needs of our society? How does the Ministry plan to address the mental health and well-being of social workers, ensuring they receive adequate support to cope with the emotional demands of their roles? What initiatives are being introduced to provide ongoing professional development and career advancement opportunities for social workers? And finally, in what ways is the Ministry collaborating with educational institutions to prepare future social workers for the challenges they will face in the field? Social Services Research Progress”
“Can MSF share its plans on how can we better uplift those who are most vulnerable, especially those within residential homes? 7.30 pm Social Service as a Career MSF has designated 2025 as the Year of Celebrating Social Service Professionals. This acknowledges and appreciates the significant contributions made by social service professionals. These individuals are at the forefront of supporting and empowering the more vulnerable groups in society, including children, the elderly, persons with disabilities and families in need. The celebration aims to raise awareness of the critical role these professionals play in fostering a more inclusive and compassionate society. It is important to attract and retain a strong workforce in the social service sector to meet the growing needs of the community. To this end, we need to continuously review existing initiatives and strategies to enhance the appeal of a career in social service and to ensure that professionals in the field are well-supported. These include investment in professional development and training, career prospects and progression, as well as well-being of social service professionals. Additionally, we need public campaigns and outreach efforts to highlight and emphasise the appeal associated with social service work. By showcasing the impact and fulfilment derived from a career in social service, passionate individuals can then be attracted to join the sector and make a difference in the lives of others. So, what more will MSF do to ensure the social service sector remains a career of choice? Supporting Social Workers Assoc Prof Razwana Begum Abdul Rahim: Social workers and child protection officers play an important role in protecting and supporting vulnerable individuals and families.”
“With regard to the post-18 cliff, living options, employment and caregiving arrangements are prime concerns. What are our plans to further alleviate concerns that adult PwDs and their caregivers have? The Vulnerable in Residential Homes Singapore has a robust framework of support and services for vulnerable individuals and their families, including those in residential homes. Support for the vulnerable is multifaceted, comprising financial aid, social services, healthcare and community involvement. Many in residential homes are there for the long term, especially those who are aged or with disabilities and have little family support. There is a growing demand for these services and volunteers to help them, given that Singapore's ageing population is a fact. For those who in residential homes, they may not have family to visit them. They rely on the warmth and support of the home caregivers and volunteers. There is a risk of the lack of social connections and cognitive engagements as a result of social isolation or not being able to participate in societal activities. We need to not only enhance support for those residing in homes but help uplift them. There are many opportunities for the community and the Government to do more, to ensure a holistic approach towards care for those in residential homes, such as better service integration, improved coordination of services across agencies, expanded housing options and affordability, improved caregiving support and more accessible mental health services. There needs to be continual review and enhancement of policies to address emerging needs of the vulnerable in Singapore, to ensure our support remains relevant and effective.”
“Sir, PwDs face challenges throughout their life. In particular, when they turn 18 years old, there is a significant shift in the institutional system as it is more fragmented and less supportive. One of the primary concerns for PwDs is employment. Employers may lack awareness or resources to make necessary accommodations. There could be misconceptions about the capabilities of PwDs, which could act both ways, either unrealistic expectations or underemployment. Furthermore, PwDs may not have had equal access to education and vocational training, and this limits their employment opportunities. Employment is not just about financial independence; it also contributes to a sense of purpose, social identity and community participation. Therefore, the lack of employment opportunities can have profound implications on the self-esteem and social integration of PwDs. MSF and SG Enable have been working hard to address these issues through policies that encourage inclusive employment, vocational training programmes and support for businesses to make accommodations. Caregiving is another significant concern. As PwDs age, their parents or primary caregivers are also ageing themselves. Hence, they face increased physical and emotional strain. There may be a lack of suitable and affordable caregiving options, which can lead to stress and burnout for caregivers. Many caregivers also have to balance their caregiving responsibilities with their own employment, leading to financial and emotional pressures. We have already come a long way through the various Enabling Masterplans and efforts from the Government, businesses, and our partners and the community. Can MSF provide an update on the progress of our Enabling Masterplan 2030?”
“Sir, in response to Mr Saktiandi's question, as I said, for those who were already receiving assistance when they buy their PMAs, they do not have to do any additional certification. But for those who need to get the certification, they can apply through the current process, they will receive the grants based on the means testing basis. And for those who do not meet the means testing requirements, they need to pay a fee for the doctors to give them the certification. More details will be released by MOH later this year, so we urge potential users to look out for that.”
“(In English): Mr Chairman, in conclusion, we will continue making journeys on public transport and public paths safer and more comfortable. We look forward to the support of commuters in understanding and abiding by the regulations. Together, let us build a more gracious commuter culture.”
“We intend to commence the new rules from the first quarter of 2026, to ensure that users and retailers have sufficient time to get used to the new rules. Based on the new rules, riding a PMA on public paths above a speed of 6km/h and using or selling oversized PMAs will be an offence. To curb the misuse of mobility scooters, from the first quarter of 2026, users will be required to have a certification of medical need to ride on public paths. From the fourth quarter of this year, users can visit their regular doctor to obtain this certification of medical need. We will release more details in the third quarter of this year and provide sufficient transition time. Users do not have to approach healthcare professionals to obtain certification now. This requirement for certification is only for mobility scooter users and does not apply to motorised wheelchair users. We hope that these rules will ensure that PMAs are used responsibly, improving path safety. We also hope that commuters enjoy a safe and comfortable journey on public transport. Unfortunately, we have been receiving increased feedback on inconsiderate commuter behaviour on public transport. This includes commuters consuming food and drink, or playing loud music or videos on their mobile devices. Some commuters have even soiled our train stations, or harassed others. Thus, to maintain a positive travel experience for commuters, we will be strengthening our regulatory powers to act against inconsiderate behaviour, with the penalty increasing for repeat offenders. Public transport is a shared space. We hope that all commuters will play their part to be considerate and foster more comfortable and pleasant journeys.”
“We will also explore how we can improve the transfer experience, with upgrades to the bus stop, drop-off point and taxi stand, and new covered linkways to enhance shelter to nearby locations. Before the Yishun case study is finalised, we have already made plans for improvements to North-South-East-West Line stations that will become interchanges with the upcoming Jurong Region Line and Cross Island Line. These include Choa Chu Kang and Boon Lay stations, with works to be completed in 2027; Jurong East station, in 2028; Pasir Ris and Ang Mo Kio stations, in 2030; and Clementi station, in 2032. Beyond these infrastructural enhancements, we also want to re-imagine public transport spaces to better serve commuters and the community. For example, the new Punggol Coast Station on the North-East Line has a civic common space where residents, students from the Singapore Institute of Technology and people working in the Punggol Digital District can enjoy and interact. Our public transport operators have already been working with the communities to improve the vibrancy of stations and interchanges. We will find opportunities to create more vibrant spaces such as by repurposing underutilised areas to support community and commercial uses. More details will be shared when our studies are completed. So, now let me now say a few words in Mandarin. (In Mandarin): [Please refer to Vernacular Speech.] Last year, we announced that the Government had accepted recommendations to tighten regulations on Personal Mobility Aids (PMAs) to curb misuse by able-bodied individuals and ensure that the sale and use of PMAs would be safe and sustainable.”
“When a new line connects to an existing station, we improve pedestrian walkways and include new entrances and exits for better accessibility and crowd management. For example, when linking Orchard station along the North-South Line with the Thomson-East Coast Line, we installed more escalators and travellators and new entrances serving surrounding malls. Besides nearby transport nodes, we also endeavour to provide covered linkways from new stations to key developments. We seek Mr Lim Biow Chuan’s understanding that these sometimes come after new stations are opened, as more time is needed to address differing stakeholder requirements. Beyond these station improvements that have taken place over time, we are planning for a refresh of our North-South/East-West Line stations to accommodate increasing ridership and to ensure a more seamless, comfortable commute. We will study how the positive lessons from the newest Thomson-East Coast Line, which has been well received by commuters, can be applied to older stations. These improvements could include making stations more accessible, with additional escalators and lifts; improving navigation, with better wayfinding signages; and making our spaces more pleasant, with upgraded amenities like toilets and services for commuters. We are currently looking at Yishun station as our first case study. Yishun is one of our older North-South Line stations. In recent years, the station has become busier and we expect more commuters as surrounding developments are completed. We will study whether the station platform can be extended to ease crowding during peak hours. We may add escalators, lifts and access points to facilitate the flow of commuters.”
“To complement these, we will continue to promote gracious journeys, with more signages and public announcements to encourage positive behaviour, such as keeping volumes low and occupying only one seat. Commuters can also make journeys more gracious by looking out for those in need. In 2023, I had announced the expansion of the "Helping Hand" scheme, with cards indicating, for example, a commuter’s need for a seat. Recognising that commuters have different needs we will be launching a universal Helping Hand card with a blank space where commuters can write their specific needs. This will be in addition to the earlier issued cards. With these measures, I hope that all commuters will play their part in fostering safer and more gracious journeys. Sir, the Minister spoke about prioritising the commuter experience in the coming years. Let me share more on how we are enhancing commuter infrastructure for more comfortable and enjoyable journeys. Just as we rejuvenate older estates, we want to make sure that commuter infrastructure keeps pace with changing needs. For example, after the completion of the Woodlands Extension in 1996, the total daily ridership for the North-South and East-West lines stood at about 900,000. Today, that number has grown to 1.6 million. Our infrastructure must also be inclusive, especially for seniors and those who need more assistance with navigation. We have continually improved our MRT stations over the years. Certain high-traffic stations, like City Hall and Raffles Place, are undergoing enhancements, such as new lighting and air-conditioning systems, upgraded toilets and clearer signages.”
“Public transport is a shared space and such behaviour affects the commuting experience for everyone. At worst, it can make people feel unsafe about travelling on public transport. 5.00 pm We have therefore increased patrolling and enforcement against such offences on both trains and buses, and will be strengthening our regulatory powers to act against inconsiderate behaviour. At present, our regulatory power to manage commuter behaviour onboard buses is more limited than on rail. As a first step, we are working with our public bus operators to put in place Conditions of Carriage. These conditions will provide for a safe and comfortable experience for commuters and bus captains. It will set out what transport workers can do to alleviate situations with uncooperative commuters. In egregious cases, bus captains can instruct disruptive commuters to alight from the bus, or if necessary, activate the Police. By next year, our regulatory framework against inconsiderate behaviour will be aligned across trains and buses. Those who behave egregiously will face penalties commensurate with the severity of their impact on other commuters, with higher penalties for repeat offenders. I thank Mr Dennis Tan for his suggestions – the use of loudspeakers on public transport is one of the nuisance behaviours we are looking at, and we will consider the suggestion of using a decibel threshold to define disruptive noise. We recognise that some cases involved commuters who may be experiencing a mental health episode and what they need is support. Our officers will exercise discretion in applying these regulations.”
“Taken together, we hope these new rules will curb the misuse of PMAs and improve safety for all path users. Mr Lim Biow Chuan raised concerns on safety risks from non-compliant motorised Personal Mobility Devices (PMDs) and Power-Assisted Bicycles (PABs), both the device itself and its use on public transport. Over the years, we have put in place stringent measures and safety standards to mitigate the risks of motorised PMDs and PABs. Our enforcement officers conduct operations daily against non-compliant devices on paths and we take action against retailers selling non-compliant devices or those that illegally modify devices. However, challenges remain with online sales and illegal modifications. We have observed incidents in other cities where such devices caught fire on public transport, resulting in injuries and the banning of such devices from public transport. While there has not been any fire incident involving such devices on our trains and buses so far, the safety risk is amplified in such enclosed crowded spaces, with potentially serious consequences to surrounding passengers. As such, AMAP will be consulting the public on the safety and mobility needs of commuters, before making its recommendations to the Government. Thereafter, we will review the regulations on motorised PMDs and PABs on public transport. Sir, another aspect of making commuters feel safe and comfortable is the behaviour of fellow commuters on public transport. Mr Gan Thiam Poh, Mr Lim Biow Chuan and Mr Dennis Tan raised feedback on inconsiderate commuters who eat and drink, play loud music and pose a nuisance to other commuters. In more egregious cases, some harass others and even challenge our bus captains.”
“Before the commencement of AMS, those who were prescribed a mobility scooter subsidised by the Seniors' Mobility and Enabling Fund (SMF), under the Agency for Integrated Care; or the Assistive Technology Fund (ATF) under SG Enable, will automatically be certified without having to do anything. Individuals with an existing non-subsidised mobility scooter or who intend to obtain a mobility scooter, should visit their regular doctor for an AMS. Those purchasing an SMF- or ATF-subsidised mobility scooter for the first time should obtain an AMS through their regular doctor or Occupational Therapist at their existing touchpoints. For most new SMF or ATF clients, AMS will not add any extra steps to the current subsidy application process. From the first quarter of 2026, mobility scooter users on public paths must have this certification of need. We will give users some time to obtain the certification, and enforcement officers will engage and educate users on the new rules during this transition period. Users do not have to approach healthcare professionals to obtain certification now. Please wait for more details to be released in the third quarter of this year. We understand that some genuine PMA users who do deliveries are concerned that the reduced speed limit will affect earnings. Together with delivery platforms and the National Delivery Champions Association, we have just issued a joint statement on this. The delivery platforms have given assurance that they will continue to be inclusive on their platforms, in terms of job allocation and managing customer expectations. In addition, the Government will continue working with stakeholders to enhance the infrastructure and processes supporting last-mile deliveries at developments.”
“This means individuals should not ride a PMA exceeding a width of 70 centimetres, a length of 120 centimetres, a height of 150 centimetres and a laden weight of 300 kilogrammes. We will make it an offence to display, advertise and sell PMAs exceeding the dimension limits, or with device speed limit above six kilometres per hour. Based on checks with several retailers, many have already stopped selling such PMAs or are clearing limited stock. We understand that genuine users may own PMAs that can go up to 10 kilometres per hour, based on the current rule. We will allow PMAs with a device speed limit of up to 10 kilometres per hour to be used on public paths until end-2028. However, they must be used safely within the new speed limit of six kilometres per hour and comply with the upcoming dimension limits. To monitor the speed, PMA users may take reference from the walking speeds of other path users or use a physical speedometer or mobile application. Third, only those with genuine medical needs will be allowed to use a mobility scooter. Since last year, we have engaged stakeholders, including healthcare professionals, to develop a certification process. MOH will engage and provide guidelines to the medical community ahead of implementation. This requirement for certification does not apply to motorised wheelchair users. From the fourth quarter of this year, we will implement the Assessment for Mobility Scooter (AMS). Under AMS, users with medical conditions which result in mobility difficulties will be certified to need a mobility scooter.”
“Chairman, allow me to share how we are making journeys on public paths and public transport safer and more comfortable. First, as announced last year, we will implement new rules to curb the misuse of Personal Mobility Aids (PMAs). Second, we will improve the commuting experience on public transport, by rejuvenating our stations and cultivating a better commuting culture. Last year, the Government accepted the Active Mobility Advisory Panel's (AMAP's) recommendations to tighten regulations for PMAs. We have observed more able-bodied individuals misusing PMAs, which are meant for those with mobility needs. Speeding and overly large PMAs have also caused anxiety and concern. We need these new rules to improve path safety, especially for vulnerable users, like young children and seniors. Ms Jean See and Ms Poh Li San asked for an update on the new rules, while Mr Eric Chua asked how we can improve path safety. To implement the rules, we need to amend legislation and we are scheduled to do so through Parliament later this year. We will provide sufficient transition time for users and other stakeholders. I will now share more details on how we plan to implement the new PMA rules. First, we intend to reduce the speed limit for riding PMAs on public paths from 10 kilometres per hour to six kilometres per hour, from the first quarter of 2026. The exact timeline will depend on when we can amend legislation. Six kilometres per hour is the same speed as a brisk walker, so that is a reasonable top speed allowable since PMAs are meant for those with walking difficulties. Second, we will align the PMA dimension restrictions on public paths with those on public transport, also from the first quarter of 2026.”
“Yes, indeed, as said in my reply, we work closely with the Customs and ICA to curb the import of such devices. In fact, we have forfeited devices that were unauthorised imports, whether by companies or individuals. So, we work with our border agencies to do that. Yes, I thank the Member for also asking for more resources for LTA to mount all these operations on the paths, in the public spaces to catch users or the use of non-compliant devices. We will do our best with our limited resources. We will tap on technology, whether speed cameras, surveillance cameras, devices, tools to be able to help our enforcement officers to do their work better and more efficiently.”
“When we look at reviewing the regulations against online retailers, we look at how we can align the rules that we apply on brick and mortar retailers as well. If a retailer knowingly sells a non-compliant device or an illegally modified device, the retailer must be held responsible. But if the purchaser subsequently modifies the device, then the purchaser or the owner of the device must be responsible. In cases where we are able to investigate and conclude which is the party that is responsible for the illegal modifications, the relevant party will be taken to task.”