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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Every one of 912 lines we hold for Baey Yam Keng, in date order, each linked to its source. Free to read, in full, without an account. Page 6 of 19.
“Mr Deputy Speaker, as mentioned in the reply, prior to release, NEA does engage the community. Specific to the Punggol site, prior to release on 30 August, there was door-to-door distribution of letters to residents and establishments at HDB blocks, display of banners, posters at lift lobbies, to inform residents of the release schedule as well as emails to schools, childcare centres and condominiums. We take the Member's feedback that, on top of these channels, we should explore more targeted, direct engagement, including door-to-door, so that this will increase the community's awareness, understanding, buy-in and support of the Project Wolbachia. This is important so that we can reduce the number of dengue infections and potentially, fatalities. We thank the Member for her suggestion and NEA will work closely with her on such outreach.”
“Madam, the Member had also asked a similar question in 2018. At that time, we shared that a pair of lifts at POBs can cost up to $4 million for installation and about $40,000 a year to maintain. Indeed, over the years, we have explored different or better ways of providing such facilities. But, of course, we have to also consider the high usage and that it is cost-efficient to maintain. Currently, I am happy to share that, with experience and technologies, we have been able to bring down the cost. So, it now costs about $2 million to $3 million to install a pair of lifts. The costs also include site investigations and the technical things that need to be done, apart from the actual cost of the lift per se. Unfortunately, the maintenance has gone up from $40,000, as shared in 2018, to about $45,000 now, because of labour and other associated costs. LTA will continue to explore more cost-efficient ways to provide barrier-free access at our POBs when we retrofit them. I seek the public and Members' understanding that there is still a cost involved and priority will definitely be given to areas where we can benefit more commuters with such needs.”
“As of end 2021, a total of 77 pedestrian overhead bridges (POBs) have been retrofitted with lifts as part of LTA's lift retrofitting programme. Of these, 26 and four POBs were retrofitted with lifts in 2021 and 2020 respectively. In 2018, LTA completed Phase 2 of its lift retrofitting programme for 41 POBs, primarily near public transport nodes. LTA was preparing for Phase 3 of the lift retrofitting programme in 2019. Preparatory works, such as site investigations and technical studies, have to be done before commencing construction, hence, it takes about 14 to 22 months to retrofit lifts at POBs. Phase 3 focuses on POBs near places, such as healthcare institutions, so that lifts installed will benefit a high number of seniors and commuters with mobility challenges. This phase, which started from 2020, will see around 60 POBs being retrofitted with lifts. The remaining 30 lifts will be installed progressively over the next three years.”
“Sir, I would like to assure Member Poh Li San that when we planned the islandwide cycling network, it is, first, at the town level and within the town, at different phases. As we plan the roll-out, we will look at the last-mile connectivity, especially to places where many residents go to. So, in the Bukit Panjang example I quoted, the CC, the transport hub or hawker centres. We must also plan it such a way that there is connectivity amongst the different stretches of cycling paths so that it makes sense for cyclists to be able to enjoy a more seamless cycling path network.”
“She has benefited from the Champions training on how to assist other profiles of commuters. As a Champion, she hopes to encourage more people to lend a helping hand to others. While the Committee has laid a good foundation, all of us must play our part. Moving forward, the Committee will deepen stakeholders' involvement at the individual, enterprise and community levels to facilitate more ground-up initiatives. Mr Chairman, I would like to say a few words in Mandarin. (In Mandarin): [Please refer to Vernacular Speech.] We have spared no efforts to build an inclusive public transport system that is a choice mode for all. Over the years, we have enhanced our infrastructure so that all commuters, including persons with disabilities, the elderly and families travelling with young children, can navigate the public transport system more easily. However, a truly inclusive public transport system is not built on infrastructure enhancements alone, but also requires a gracious and caring commuting culture. By giving time, giving care, giving a hand and giving thanks to others during our daily commute, we can all make a positive difference to our fellow commuters' journeys. (In English): Mr Chairman, people are at the heart of what we do, in connecting people, places and possibilities through our different transport modes. We will continue to invest in both our hardware and heartware. I urge everyone to play our part towards a gracious culture to spin wheels of virtuous cycles that will make every journey on our paths and public transport a safe and inclusive one for all.”
“More than five million trips are made on public transport every day. We hope that the millions of eyes and ears can help to look out for people who show signs of dementia and are lost. Members of public can bring them to these Go-To-Points and enlist the help of our staff who are trained in dementia awareness. Everyone can do a part to help commuters with dementia who lose their way to be reunited with their loved ones quickly. The third group is families with young children. We currently have baby care rooms at all interchange stations on the Thomson-East Coast Line and 60% of our bus interchanges. I am happy to announce that all new bus interchanges and all stations on Jurong Region Line and Cross Island Line will each have a baby care room. In addition, families travelling with young children in strollers will find it more convenient now that stroller restraints are installed on all public buses. To achieve a truly inclusive public transport system, we must also cultivate our "heartware". Tasked with this mission, the Caring SG Commuters Committee has collaborated with partners on various initiatives, such as by engaging different profiles of commuters on the ground, including those with invisible disabilities. I will urge all of us to adopt four caring behaviours in our daily journeys: give time, give care, give a hand and give thanks. How else can we play a part in this journey? We can become Caring Commuter Champions to better assist commuters in need. Since its launch in December 2020, more than 500 people have signed up as volunteers. One of them is Ms Ashley See. For her university's final year project, Ashley had researched about wayfinding for persons with visual impairment.”
“For instance, public bus operators have emphasised to their bus captains the importance of defensive driving and keeping a lookout for road cyclists. Earlier this year, a few cyclists from the Singapore Cycling Federation tried out bus simulators to better appreciate the perspective and challenges of bus captains. Last year, LTA also launched the new Confidence on Wheels Programme to equip active mobility riders with practical riding skills and to promote safe riding habits. We will build on the momentum set forth by the AMAP to expand and deepen our partnerships with the community. Next, I will share about our progress towards an inclusive public transport system. Let me start with our efforts on thoughtfully designed hardware for three groups of commuters. First, to better support communication between commuters and public transport staff, we are working with the Singapore Association for the Deaf to introduce a visual communication tool in all MRT stations and bus interchanges by end 2022. This tool contains pictures and keywords that commuters can point to so that public transport staff understand their needs more easily. Besides the deaf or hard-of-hearing community, this should also be useful to commuters who have other communication difficulties. Second, we have installed the Hearing Enhancement System at Passenger Service Centres, starting with those at the Thomson-East Coast Line. The system reduces background noise so that commuters with hearing aids can communicate better with station staff. Next, the elderly group. With an ageing population, conditions such as dementia will likely be more prevalent. Hence, we are working with public transport operators to list all public transport nodes as Dementia Go-To-Points by end 2022.”
“To ensure riders of personal mobility devices (PMDs) and power-assisted bicycles are familiar with active mobility rules, we have introduced mandatory theory tests. To date, close to 31,000 riders have passed the tests. A significant number considering that we have a population of about 40,000 registered devices. At the same time, like Mr Lim Biow Chuan and Dr Shahira Abdullah pointed out, public education is key. LTA and the Traffic Police are working together to raise awareness among cyclists and motorists through campaigns, and we are also looking to incorporate these materials into the driving theory test curriculum. Third, an inclusive active mobility system requires a gracious and responsible community, underpinned by clear and forward-looking regulations. Since 2016, the AMAP led by Minister of State Muhammad Faishal has played an important role in building a safe and gracious active mobility landscape. The AMAP strikes a balance among the many competing needs of different users in consultation with the public. I thank Minister of State Faishal for his leadership over the past six years. As the new AMAP chairman, I would like to share two key priorities for this new term. First, we will stay ahead of emerging trends that could shape the active mobility landscape. For instance, we will review the use of devices, such as cargo bikes and trikes which have gained popularity overseas and are starting to enter the local market. We will also review the safe use of recumbent bikes and personal mobility aids. Second, we will continue to strengthen our engagement and education efforts to collectively build a safe and gracious culture on our paths and roads. Many stakeholders have responded positively in partnering us.”
“This will allow more convenient inter-town travels. We will also increase the number of end-of-trip facilities. Today, we have about 27,000 bicycle parking lots at public transport nodes. We will provide 3,000 more at MRT stations by 2025. We are encouraging workplaces to provide such facilities through the Active Commute Grant and have awarded the grant to 14 workplaces so far. We hope that more workplaces will make good use of this grant when the next round of applications open this year. Next, like Mr Dennis Tan suggested, education and enforcement of our rules must go hand in hand. To reduce the risk of severe accidents, we have put in place regulations that are reviewed regularly with the support of the Active Mobility Advisory Panel (AMAP) in consultation with the public. Over the years, we have imposed speed limits on paths and set restrictions on the weight and size of devices. At the start of this year, to enhance safety of on-road cycling, we introduced a guideline on safe passing distance between motorists and cyclists, and a new rule to limit cycling group size on roads. However, we heard the desire of cyclists to cycle in larger groups. I am happy to share that we intend to conduct a trial to provide dedicated cycling space along West Camp Road in Seletar on Sunday mornings. More details will be shared at a later date. We have stepped up enforcement efforts to deter errant riders since the ban of e-scooters on footpaths in 2019. We have also leveraged technology to identify hotspots for enforcement, many thanks to public feedback from the MyTransport app. Notably, the number of off-road accidents involving active mobility devices has decreased by 40% since 2019.”
“Mr Chairman, Minister Iswaran spoke about our plans to transform Singapore into a resilient, sustainable and inclusive transport hub. To support a shift towards greener choices, I am going to cover the two transport modes that have the lowest carbon emission: active mobility and public transport. In particular, I will share how we will continue to invest in both the "hardware" and "heartware". 12.30 pm First, Mr Ang Wei Neng, Mr Gan Thiam Poh, Assoc Prof Jamus Lim and Ms Poh Li San will be pleased to hear about our efforts to enhance our cycling path network. Despite the pandemic, we have accelerated the plans for the Islandwide Cycling Network. These are not easy infrastructure projects, especially in mature towns where there is little space on the sidewalk and various utilities underground. The cycling network is around 500 kilometres long today. We will grow it to 800 kilometres in the next two to three years and eventually reach our target of around 1,300 kilometres in year 2030. This will greatly improve convenience and connectivity both within and between towns. A good example of connectivity within a town is Bukit Panjang, where LTA is on track to complete seven kilometres of cycling paths this year. By then, residents can cycle to Bukit Panjang Hawker Centre for lunch, continue to Zhenghua Community Club for activities and then to Bukit Panjang Integrated Transport Hub to take a bus or train. Active mobility users and pedestrians will also enjoy the perks of improved connectivity between towns. Once the North-South Corridor is completed, it will connect to the park connector network and local cycling paths within HDB towns along the entire corridor. Someone living in Woodlands can cycle along dedicated paths all the way to work or play in the Rochor area.”
“His frustrations and unhappiness would have built up without me knowing. The worst scenario would be a retaliation. The uncle could have vented his displeasure by banging on our common wall and that would have embarrassed me in front of my guests. Perhaps, a tit-for-tat war would erupt. Therefore, I always advise my residents with such issues to first talk nicely to their neighbours. Actually, we should go further upstream and make friends with our neighbours when there are no issues. We should not let the first encounter to be an unpleasant one. Typically, a neighbourly dispute is more complicated, with different versions of the situation. The misunderstanding and mistrust between neighbours are likely to have developed over years. Having said that, there will be cases when there is ill will or neighbours who are just being difficult and unreasonable. I do hesitate to ask the MSO what the Government could do more to address such disamenities and neighbourly disputes. But with the spectrum of neighbourly disputes that MND has come across, I would appreciate if the Minister could share some insights and suggestions on how such matters could be addressed.”
“Mdm Chair, I need to confess that I have been an inconsiderate neighbour before. I was staying at my first matrimonial flat, a 3-room resale flat in Toa Payoh. It was a slab block design where the units are side by side and have windows that open into the common corridor. We had some friends over for a gathering and it lasted into the wee hours. Naturally, there were chatting and laughter. On hindsight, we must have sounded especially loud in the quiet of the night. Our next-door neighbour, an elderly uncle, approached us at around 2.00 am, complaining about the noise and reminding us to keep our volume low. The next morning, we heard that the neighbour had to see a doctor because his blood pressure went up after a disturbed night's rest. We felt so bad, we bought some chicken essence to express our apology and wished him well. After that episode, we became more careful and managed to maintain a friendly relationship with the uncle for the rest of our stay there. Mdm Chair, I shared this because, sometimes, these things happened when we were not thoughtful enough, not because we have any ill intention. I am sure Members have had their fair share of complaints from residents of issues and disputes with their neighbours. This has become more prevalent these two years with work from home and home-based learning practices. Personally, I feel that such matters are best settled between neighbours. I thank the uncle for letting us know personally and allowing us the opportunity to make amends. If he had reported to the authorities immediately, I could conclude that he preferred a more officious approach towards our relations. On the other hand, if he had suffered in silence, I would not have known that it was an issue and might have organised even more house parties.”
“More importantly, it recognises and reminds us that each of us has different strengths, even among various academic subjects. Promoting Use of Mother Tongue”
“Chairman, full Subject Based Banding (SBB) was implemented in 28 Secondary schools from 2020. Students are grouped in different classes for both STEM and Humanities subjects, according to the levels at which students take them. When MOE announced this new arrangement, it was to provide students with a more customised learning experience according to their subject-specific strengths and interests and to empower students to take greater ownership of their learning. May I ask the MOE what has the experience been in these 28 schools over the last two years? Have we been able to quantify and qualify the benefits enjoyed by the students? Although I hope that is not the main indicator of the performance of the programme, I would like to ask the Minister what is the proportion of students who have been able to move to a more demanding level? I would also like to ask about the experience of teachers, Allied Educators and executive and administrative staff of the schools in running SBB. Unfortunately, SBB started around the same time as the COVID-19 pandemic. With students being grouped in different classes for different subjects, this might prove challenging when we are trying to minimise interactions in a school. I am aware that providing a safe learning environment is already taking a toll on everyone in school. I hope that our school staff well-being is also taken into consideration when SBB is being piloted and rolled out. With these learnings, are we in good stead to progressively roll out SBB to more Secondary schools this year? The MOE has committed that from 2024, the Express, Normal (Academic) and Normal (Technical) courses will be removed. I welcome this move as it will do much to remove the stigmatisation of being in a less academically demanding stream.”
“How are our libraries being refreshed to meet the changing needs and interests of Singaporeans and continue to nurture a love of reading, learning and discovery? I see SG Digital Office ambassadors in the neighbourhood teaching our seniors how to use their smart phones and encouraging heartland shops to come on board and accept digital CDC Vouchers. The deployment of resources on the ground has been effective, but how sustainable is it? How can we tap on the diversity, insights and capabilities of the wider community and empower ground-up efforts? Sir, we need to do more to advance digital inclusion. Let us do more to welcome more immigrants to the digital world and integrate them well to be truly digital citizens. 1.30 pm Digitisation and Digital Economy”
“Mr Chairman, our society and lives are being transformed. We use digital technologies every day, whether in a lived, work or play environment. We spend so much more time in the online space. However, not everyone has digital access. When the online mandatory theory test for PMD and Power Assisted Bicycle riders was first launched, it was only available via a laptop. Ironically, more people nowadays have a smart phone but not a laptop. Hence, we recommended those without a laptop to use the facilities in our national libraries. In the past, people go to the libraries to borrow books or to read newspapers and magazines. In today's world, reading or acquiring knowledge and information is no longer restricted to the physical print version. Sadly, the falling rate of reading is a global trend. In this respect, the role of our libraries needs to evolve. They could play an indispensable role in supporting Singaporeans to navigate this digital world while cultivating a spirit of lifelong learning and bringing the community together. In the past, library users must first be able to read. Otherwise, the library collection is useless to them. Today, digital literacy is as important as knowing our ABCs. So, how will MCI ensure that the benefits of digitalisation extend to all segments of our society? What measures are in place to bridge skills and knowledge gaps and ensure that individuals have the know-how, confidence and motivation to use digital technology? In the late 1990s, our libraries were transformed from functional spaces with rows of bookshelves to vibrant community nodes, where the young and old explore wonders of the written word.”
“Mr Chairman, last year, MTI announced a 10-year plan to grow Singapore's manufacturing sector, maintaining its share of about 20% of GDP. This is an ambitious goal, given that it has to take place while the global economy continues to be impacted by COVD-19 and, now, the latest challenges from the crisis in Ukraine – and all within the context of a tightened labour market. Would the Ministry be able to provide an update on how we have progressed over the past year for the manufacturing sector? Mr Chairman, manufacturing is a diverse sector covering many industries. While we want to spread our eggs across different baskets and have sufficient variety in our industries, we are still a small country and would need to focus on our strengths. Would MTI be able to share what are some industries which Singapore has strengths in and what the Government is doing to develop these industries? To fully benefit from the growth of such Industries, we will need to ensure that Singaporeans are able to access good job opportunities in the manufacturing sector. This is not only desirable but also critical, given our tightening manpower constraints. How will we prepare Singaporeans for high-quality jobs in the manufacturing sector, both in terms of having the relevant capabilities to land these jobs and the desire to want to enter and stay in these industries? At the same time, how will we encourage the industry to hire Singaporeans for such jobs?”
“Mdm Chairman, some months ago, I was privileged to be part of the Yellow Ribbon songwriting competition. As I listened to the songs composed and sung by the talented inmates, the lyrics spoke of their strong will, the voices sang of their resolve to be a better person for their loved ones. And I can feel the desire to turn over a new leaf. These men are serving time for the offences committed, a necessary tenet of the law and order that keeps our nation safe. However, with the quickening pace of life and changes brought about by technology, a year behind bars today is different from the same 12 months one decade a week ago. The impact is much larger than before. Mdm Chairman, I read an interview with a man who was released after spending 20 years in prison. He shared that his biggest challenge getting back to normal life is learning to live with technology. We take for granted the conveniences the digital world bring us today but before this man was incarcerated, there was no WiFi, no mobile phone apps – it was a totally different world. We have seen prisons leverage technology to automate work processes and enhance operational effectiveness. I would like to ask how the Home Team is helping to facilitate rehabilitation efforts, including on the technology front. COVID-19 has also presented challenges to prison operations and the usual in-person physical engagements and programmes for inmates, for example, visits by loved ones, rehabilitation programmes. How did Prisons overcome this or ensuring that the inmates do not lose out on what they are used to in pre-COVID-19 times? Reducing New Youth Drug Abusers”
“Sir, as the Chinese saying goes, 顺得哥情失嫂意 – being good friends with both the US and China, there is, inevitably, pressure to choose sides when there are disagreements between the two, even more so when the strategic competition between these two countries has intensified and is happening in our neighbourhood. I would thus like to seek an update from MFA on how the continued rivalry between the world's two largest economies will affect Singapore.”
“The grave frictions between the US and China over areas, such as trade, security and technology, pose risks to the fragile recovery in the global economy and to regional stability. The weakening of people-to-people linkages between the US and China amid the COVID-19 pandemic has not helped. Both superpowers are also trying to strengthen their engagement of our region through their multilateral initiatives, such as the US' Free and Open Indo-Pacific Strategy and China's Belt and Road Initiative. We have seen this new political tussle between the US and China played out on the global stage and closer to home, in the South China Sea and during ASEAN meetings. This tension was also felt at non-political events, such as the Summit for Democracy, by which countries were invited by the US, and the diplomatic boycotts of the Beijing 2022 Winter Olympics and Paralympic Games. 12.30 pm Singapore enjoys close ties with both the US and China. We welcomed US Vice-President Kamala Harris to Singapore in August 2021, while President Halimah Yacob visited Beijing just last month. China and the US were also among Singapore's top trading partners in 2021. Singapore's defence relationship with the US is underpinned by milestone bilateral agreements, such as the 1990 MOU regarding the US' use of facilities in Singapore, which was renewed during Prime Minister Lee's visit to the US in September 2019. Meanwhile, besides being China's largest foreign investor since 2013, Singapore also has three high level government-to-government projects with China, including the Chongqing Connectivity Initiative launched in 2015.”
“I would like to thank Member Denise Phua for her very useful feedback, and also from grassroots leaders about the inconveniences caused by the works of the North-South Corridor, along Thomson-Balestier area. Because of the works, a lot of the diversion has to take place and, therefore, the paths become a bit narrower than usual and, especially along bus stop areas, where there is a concentration of commuters, cyclists, it does pose a challenge. So, with feedback, LTA has been periodically deploying enforcement officers at these areas to look out for errant riders. We really seek the public's understanding during this period. When the NSC is completed, there will be dedicated active mobility paths where users can enjoy such conveniences. I also note Members' feedback about the works causing noise during certain hours. We will take note and we will work with the contractors to ensure that the works do not cause unnecessary disturbances or inconvenience to the Member's residents. We will deploy necessary resources to manage this, but as the Member knows, the NSC is a huge project, spanning from the northern part of Singapore to downtown. So, we will have to manage our resources properly. At this point, I would like to also take this opportunity to urge all path users, both pedestrians and active mobility riders, to really take note and, especially in crowded places, in narrow spaces, to look out for one another, slow down and play a part to ensure that our common spaces, our shared spaces, are being used safely by everybody.”
“Mr Speaker, Sir, for the safety of all path users, several teams of Active Mobility Enforcement Officers (AMEOs) are deployed daily, including at night, to deter and detect errant active mobility device riders. They also conduct frequent joint enforcement operations with NParks officers in parks and along park connectors. LTA has also been tapping on technology for enforcement, including a pilot deployment of mobile closed circuit televisions (CCTVs) to catch errant users and identification of hotspots based on public feedback from the MyTransport.SG mobile application. Offenders caught speeding or using the wrong path, for example, e-scooter or power-assisted bicycle (PAB) riders who use footpaths, are issued with an offence form on the spot. AMEOs also conduct checks on active mobility devices to ensure that the devices meet the requirements stipulated by LTA and have not been illegally modified. Non-compliant devices will be immediately seized. Where footpaths are affected by infrastructure works, LTA will ensure that alternative crossings or paths are available and signages are installed to guide path users. If necessary, LTA will deploy AMEOs to tackle egregious active mobility offences at these locations. With close to 6,000 kilometres of footpaths and cycling paths islandwide, enforcement alone will not prevent errant behaviour. Ultimately, path safety is a collective responsibility and we urge all users to play their part to use our shared spaces in a responsible manner.”
“Our public agencies work closely with the industry stakeholders to ensure that the required safety and security standards are met. If the industry partner was found to be non-compliant with the relevant standards during the course of the investigation, they can be taken to task based on appropriate legislation, but not the provisions of the Act as amended by the Bill. Similarly, for our security forces executing high-risk rescue operations, with the intention to neutralise the threats posed by the perpetrators, the provisions of the Act, as amended by the Bill, are not relevant for assessing liabilities. Mr Speaker, Sir, Singapore's security agencies have, over time, worked on the implementation of security measures to both detect and deter terror-minded individuals. With the provisions of this Bill, the effectiveness of these measures would be enhanced further through international cooperation, including allowing Singapore to prosecute such individuals once they are apprehended. To safeguard our reputation as a safe and secure air hub, Singapore has to continue its role as an active and responsible global citizen through our participation in the international aviation safety and security initiatives. Mr Speaker, I beg to move. [(proc text) Question put, and agreed to. (proc text)] [(proc text) Bill accordingly read a Second time and committed to a Committee of the whole House. (proc text)] [(proc text) The House immediately resolved itself into a Committee on the Bill. – [Mr Baey Yam Keng]. (proc text)] [(proc text) Bill considered in Committee; reported without amendment; read a Third time and passed. (proc text)]”
“Mr Yip Hon Weng has queried how collaboration between the involved Ministries to enforce this Bill will be well-integrated and seamless. Indeed, working across multiple agencies, administrative boundaries and organisation priorities are challenges that public officers face daily. This is one of the key reasons why the Singapore Public Service adopted the whole-of-Government (WOG) approach to improve collaboration among officers when working on cross-agency projects. I would like to assure Mr Yip Hon Weng and the House that our public officers will work together closely with the WOG mindset to achieve the collaboration necessary to enforce this Bill. Mr Louis Ng had earlier queried how the International Civil Aviation Organization's (ICAO) Technical Instructions should be considered by the Courts in Singapore in the interpretation of this Bill and was concerned that airlines might inadvertently expose themselves to criminal liability under this Bill. Similarly, Ms Poh Li San also expressed concern that our security forces may be subject to legal actions should there be unintended injuries or deaths to innocent parties during their operations. Let me address both concerns. The Technical Instructions are published by ICAO to ensure that dangerous materials are subjected to the necessary acceptance, packaging, documentation and loading processes for safe transport by air. We have to keep in mind that the Act, as amended by the Bill, is intended to address the separate matter of unlawful acts which intentionally endanger aviation safety. Therefore, the Technical Instructions are not, in themselves, relevant for the purposes of assessing such criminal liability. Singapore also implements a rigorous cargo screening regime that is compliant with international standards.”
“Nonetheless, the Government stands ready to detect, handle and neutralise any safety and security threats to our civil aviation system, including in relation to any aircraft used in military, customs or Police services, in accordance with domestic and international law. I would like to share with Ms Poh Li San that, as of today, 42 countries have agreed to each of these treaties. However, it will be difficult to benchmark the response of the international community towards the Beijing Convention 2010 and Beijing Protocol 2010 against the earlier treaties as those had been concluded and came into force much earlier. I believe other States are also seriously considering the provisions of these treaties, just as we did, and, in due course, we should see more countries becoming party to both treaties. Ms Poh Li San has also noted that Singapore has robust existing security measures and procedures for transporting dangerous goods in place to ensure the safe and orderly operation of Singapore's aviation industry. However, these are separate matters and we have been working to ensure that we are ready to accede, including ensuring that under our domestic laws, Singapore can implement what is required when the Beijing Convention 2010 and Beijing Protocol 2010 come into force for Singapore after accession. The civil aviation industry plays a significant role in the global economy. Therefore, aviation safety and security continue to be the highest priorities for states and the global aviation community to ensure the undisrupted and reliable operations of the aviation industry. States that have ratified or acceded to the two treaties have already indicated their commitment to collaborate with like-minded states, as provided for in the treaties.”
“The Act can apply to certain types of unlawful and intentional acts involving unmanned aerial vehicles, such as drones. For example, depending on the circumstances, the flying of a drone to intentionally collide with a landing aircraft may potentially fall under the scope of section 5(1)(a) of the Act, which covers acts, regardless of the means used, which damage an aircraft so as to render it incapable of flight or as to be likely to endanger its safety in flight. MOT had consulted other agencies on the penalties mentioned in the new section 9. In relation to the penalties for the offences under new sections 5A to 5D, MOT is of the view that by benchmarking the penalties against the existing penalties in section 9 of the Act, it is commensurate with the severity of the newly introduced offences. Singapore stands ready against current and future safety and security threats to Singapore's civil aviation system. Should there be a need for a stronger deterrent effect in future, we can introduce new or amend existing legislation. I would now turn to the query regarding the applicability of the Bill to military, customs or Police aircraft. The offence creating provisions in the Bill apply to aircraft used in military, customs or Police service in certain circumstances. For example, under the amended section 3, the offence of hijacking can be applied to such aircraft if (a) the person seizing or exercising control of the aircraft is a citizen of Singapore; (b) his act is committed in or over Singapore; or (c) the aircraft is used in Singapore's military, customs or Police service. This approach balances the immunity enjoyed by the state aircraft of other countries under international law, with the need to protect Singapore and Singaporeans in certain situations.”
“Mr Speaker, I thank Mr Louis Ng, Ms Poh Li San and Mr Yip Hon Weng for their comments and support for this Bill. Let me address the points raised. The amended section 3(1) provides that "a person who unlawfully and intentionally seizes or exercises control of an aircraft in service by the use of force or by threats of any kind, or by any technological means, commits the offence of hijacking, whatever his nationality or citizenship, whatever the state in which the aircraft is registered and whether the aircraft is in Singapore or elsewhere." Depending on the facts and circumstances, this provision could potentially cover acts by malicious hackers to take control of an aircraft by hacking into the aircraft systems. The broad wording of this provision also helps to ensure that the Act continues to remain relevant and keeps pace with modern technological developments, including the use of new technological means, to endanger the safety and security of aviation. I would like to provide some clarifications on the provisions of the Bill. The Bill provides for Singapore to exercise criminal jurisdiction on broad grounds and allows Singapore to prosecute offenders for various offences regardless of where the offence was committed, in line with international law. The realignment of the Flight Information Region (FIR) boundaries relates to aviation safety and efficiency of air traffic and not sovereignty. It does not affect the provisions of this Bill and, in general, is not relevant to criminal prosecution matters. Mr Yip Hon Weng raised a pertinent point that the prevalence of drones and unmanned technology certainly brings about aviation safety and security concerns.”
“The new section 8(2) makes it an offence for a person A to unlawfully and intentionally assist any other person B to evade investigation, prosecution or punishment, when A knows that B has committed certain acts, or is wanted for any criminal prosecution, or is sentenced for certain offences. Clause 11 repeals and re-enacts section 9 and inserts new section 9A and 9B. The new section 9 stipulates the penalties for the various offences under the Act. The new sections 9A and 9B deal with offences committed by corporations, unincorporated associations or partnerships and also attribute criminal liability to certain officers of such corporations, unincorporated associations or partnerships. Clause 12 repeals and re-enacts section 11 and inserts a new section 12. The new section 11 to extend the provisions relating to extradition under the Act and the Extradition Act to the new offences inserted by the Bill, and provides that the Beijing treaties and their predecessor treaties may be used as the legal basis for extradition in the absence of an extradition treaty. The new section 12 provides that in the provision of mutual legal assistance to any state which is a party to the Convention for a criminal matter involving an offence in that state corresponding to a relevant offence, that offence in the state will be deemed not to be an offence of a political character. Mr Speaker, I beg to move. [(proc text) Question proposed. (proc text)]”
“The new section 5C criminalises the use against or on board any aircraft in service any BCN weapon, or any explosive, radioactive or similar substances, in a manner that causes or is likely to cause death, serious bodily injury or serious damage to property or the environment. The new section 5D criminalises the transport of, causing to be transported, or facilitating the transport of, certain proscribed items on board an aircraft. Examples of these proscribed items include any explosive or radioactive material, any BCN weapon and any source material or special fissionable material. The new sections 5A to 5D apply regardless of whether any act constituting the offence under any of those sections is committed in Singapore or elsewhere, whatever the nationality or citizenship of the person committing the act or whatever the state in which the aircraft is registered. Similar to the new sections 5A to 5D, clause 8 amends section 6 on "Other acts endangering or likely to endanger safety of aircraft". The amended section will apply regardless of whether any act constituting the offence is committed in Singapore or elsewhere, whatever the nationality or citizenship of the persons committing the act or whatever the state in which the aircraft is registered. Clause 10 repeals section 8 and substitutes a new section 8. The new section 8(1) makes it an offence for any person who makes a threat to commit certain offences, or unlawfully and intentionally causes any person to receive such a threat, under circumstances which indicate the threat to be credible.”
“This will include the duration of the pre-flight preparation of the aircraft by ground personnel or by the crew for a specific flight until 24 hours after any landing, in addition to the period when the aircraft is in flight. The amendment further expands the scope of the offence of hijacking to include the unlawful seizure of an aircraft using any technological means. Clauses 6, 8(d) and 9 also amend the Act such that certain provisions of the Act do not apply to any act committed in relation to an aircraft used in military, customs or Police service unless: one, the act is committed in or over Singapore; two, where the act is committed outside Singapore, but the person committing the act is a citizen of Singapore; or three, the aircraft is used in the military, customs or Police service of the Republic of Singapore. Clause 7 inserts new offences sections 5A to 5D. These provisions address new categories of acts that have emerged over the past two decades as potential threats to the safe operation of, or the safety of persons in an aircraft, an aerodrome or an aerodrome facility. These include the events of 9/11, where aircraft were hijacked and used as weapons for terrorist attacks, and as mentioned earlier, just last month on 17 January where there was an attack near the Abu Dhabi International Airport. The new section 5A criminalises the use of an aircraft in service for the purpose of causing death, serious bodily injury, or serious damage to property or the environment. The new section 5B criminalises the release or discharge from an aircraft in service any BCN weapon, or any explosive, radioactive or similar substances, in a manner that causes or is likely to cause death, serious bodily injury or serious damage to property or the environment.”
“The Beijing Convention 2010 and Beijing Protocol 2010 additionally provide that a request for extradition or mutual legal assistance based on an offence under the treaties may not be refused on the sole ground that it concerns a political offence, or an offence connected with a political offence, or an offence inspired by political motives. By expanding the scope of offences and grounds of jurisdiction and removing a ground for refusal for extradition and mutual legal assistance, the Beijing treaties strengthen state parties' capacity to deter these offences under civil aviation, and to prosecute and punish those who commit them. Singapore is a party to and has ratified the earlier treaties, namely, the Montreal Convention 1971 on 12 April 1978, the Montreal Protocol 1988 on 22 December 1996 and the Hague Convention 1970 on 12 April 1978. The Beijing Convention 2010 and Beijing Protocol 2010 entered into force on 1 July 2018 and 1 January 2018 respectively, for those states that are party to it. Singapore intends to accede to the Beijing treaties, for the reasons I have explained earlier. The Hijacking of Aircraft and Protection of Aircraft and International Airports (Amendment) Bill will give effect to the Beijing treaties and facilitate Singapore's implementation of the obligations under these treaties when we accede to them. Mr Speaker, Sir, I will now highlight the key provisions of the Bill. Clause 4 amends section 3(1) which relates to the offence of hijacking. Before the amendment, the offence of hijacking can only be committed in relation to an aircraft in flight. With the amendment, the offence of hijacking can also be committed in relation to an aircraft in service.”
“The Beijing Protocol 2010 supplements the Convention for the Suppression of Unlawful Seizure of Aircraft, also known as the Hague Convention 1970. The Hague Convention 1970 criminalises acts relating to unlawful seizure of aircraft, while the Beijing Protocol 2010 expands the scope of the offences in that Convention to cover additional forms of unlawful seizure of aircraft, including through modern technological means. Both the Beijing treaties make it an offence to make a threat or unlawfully cause someone to receive a threat to commit offences under circumstances which indicate that the threat is credible. Both treaties also provide for the criminal liability of other persons, such as accomplices, the directors and organisers of an offence, persons who knowingly assist an offender to evade investigation, prosecution or punishment, and persons who contribute or agree to contribute to an offence. Both treaties further provide the option for Contracting States to provide under their domestic laws for the liability of legal entities where a person responsible for its management or control commits a relevant offence. Similar to its predecessor instruments, the Beijing Convention 2010 and Beijing Protocol 2010 facilitate the extradition of offenders and provision of mutual legal assistance. For example, the treaties provide that state parties shall, subject to the laws of the requested state, afford one another the greatest measure of assistance in connection with criminal proceedings brought in respect of the offences under the treaties.”
“They require state parties to criminalise a number of acts which have emerged as threats to the safety and security of civil aviation, including those manifested in the terrorist attacks of 11 September 2001 when civil aircraft were used as weapons of mass destruction. The Beijing Convention modernises and consolidates two earlier aviation security treaties, namely, the Convention for the Suppression of Unlawful Acts Against the Safety of Civil Aviation, also known as the Montreal Convention 1971, and the Protocol for the Suppression of Unlawful Acts of Violence at Airports Serving International Civil Aviation, Supplementary to the Convention for the Suppression of Unlawful Acts Against the Safety of Civil Aviation, also known as the Montreal Protocol 1988. The Montreal Convention 1971 criminalises certain acts of violence against aircraft, including persons therein, or air navigation facilities, while the Montreal Protocol 1988 supplemented the Montreal Convention 1971 to criminalise certain acts of violence against an international airport, including persons therein. In addition to those already criminalised under the two Montreal treaties, the Beijing Convention criminalises the following acts: one, using an aircraft for the purpose of causing death, serious bodily injury or serious damage; two, releasing or discharging from an aircraft, or using on board or against aircraft any biological, chemical or nuclear (BCN) weapons or explosive, radioactive or similar substances; three, transporting, causing to be transported, or facilitating the transport of BCN weapons or explosive, radioactive or similar substances, and so on, on board an aircraft; and four, cyber attacks on air navigation facilities.”
“In our ongoing efforts to further strengthen our defence against such terrorist attacks, especially against civil aviation corporations, we intend to accede to two international aviation security treaties: the Convention on the Suppression of Unlawful Acts Relating to International Civil Aviation, also known as the Beijing Convention 2010, and the Protocol Supplementary to the Convention for the Suppression of Unlawful Seizure of Aircraft, also known as the Beijing Protocol 2010. The reasons are as follows: one, the threat of terrorism to Singapore remains high. Due to the cross-border nature of the threat, international cooperation is necessary to combat such threats; two, the Beijing Convention 2010 and Beijing Protocol 2010 will strengthen Singapore's ability to deal with terrorism-related threats to the safety and security of civil aviation; three, the two Beijing treaties will enable us to better protect Singaporeans, by providing a clear basis for us to exercise our criminal jurisdiction as provided for under the two treaties; and four, the Beijing Convention 2010 and Beijing Protocol 2010 will also facilitate the extradition of offenders and provision of mutual legal assistance. This would enhance Singapore's capabilities to carry out enforcement actions against offenders who have committed acts that threaten Singapore and Singaporeans locally and abroad. The two Beijing treaties modernise the legal framework for aviation security, targeting unlawful seizure of aircraft and unlawful interference against civil aviation.”
“Mr Speaker, on behalf of the Minister for Transport, I beg to move, "That the Bill be now read a Second time." The threat of terrorism to Singapore remains high. According to MHA, global terrorist groups such as the Islamic State in Iraq and Syria (ISIS) and Al-Qaeda, remain resilient and adaptable, despite losing key leaders and strongholds in recent years. The complete withdrawal of US troops from Afghanistan in August 2021 may also facilitate the resurgence of Al-Qaeda and ISIS-Khorasan using it as a safe haven. Terrorists continue to pose a real threat to civil aviation. In December 2020, a Kenyan member of Al-Shabaab, Al-Qaeda's East African affiliate, was charged in the US for plotting to conduct a 9/11-style attack in an unnamed US city. More recently, the Islamic State in Khorasan Province, an entity affiliated with Islamic State in Iraq and the Levant (ISIL/Da'esh) claimed responsibility for the attacks near the Hamid Karzai International Airport in Kabul on 27 August 2021, which resulted in the death and injuries of dozens of civilians, including children. Just less than a month ago, on 17 January 2022, terrorist attacks left three dead and others injured near Abu Dhabi International Airport. On 1 February 2022, the Council of the International Civil Aviation Organization deplored the targeting of civil aviation infrastructure, in flagrant violation of international law and the ongoing threat to international peace and security caused by these terrorist acts.”
“And the launch of the online training course for the certification and training of Caring Commuter Champions will help us to reach out to more commuters. We hope that more members of public will come on board this Caring Commuter Champion initiative.”
“Mr Speaker, Sir, for all wheelchair users on buses, the bus captains will be trained to activate the ramp to enable the wheelchair to go on board. In the case of a stroller, it might be less evident that the child or the caregiver has needs that the BC should offer assistance. But, in general, when commuters have mobility needs or are with children in strollers, they definitely should and could approach the BCs for help if they need to. That is why, in this journey of us providing a more inclusive commuting experience, it is a continuous effort to equip the BCs to be mindful of the different needs of different commuters and some needs are invisible. A child or person with special needs may, sometimes, not be apparent to others that that person needs help. That is why we also introduced a lanyard, where people with such needs can wear so that they are more identifiable by PT workers. I would suggest to the Member that his resident or commuter with such experience should give the direct feedback to the PTOs, so that the PTOs could incorporate such anecdotes into their training programme and the BCs are better equipped with knowledge to look out for such cases. I would just want to add also that for a successful inclusive commuting culture, it is not just the work of PTOs, BCs or PT workers. It is where every commuter can play a part as well. So, in that case, the caregiver, the mother could have also asked a fellow commuter whether the person could help her to bring the stroller up to the bus. That is why the Caring SG Commuters Committee is promoting a caring and gracious commuting culture within our public transport services.”
“Mr Speaker, Sir, all public transport operators (PTOs) have training programmes to equip bus captains (BCs) with the skills to communicate with and assist commuters with special needs. PTOs also often share information on commuter inclusiveness to all BCs through their mobile applications to reiterate the importance of inclusivity. In addition, since November 2016, all new BCs are trained to identify and assist commuters with special needs as part of the Enhanced Vocational Licence Training Programme. This programme is conducted by the Singapore Bus Academy and all prospective BCs are required to attend it before obtaining their Omnibus Drivers' Vocational Licence. To date, over 6,300 BCs have graduated from this programme. Training materials are regularly reviewed based on feedback from commuters with special needs, as well as their caregivers, other members of public and various social service agencies. The Caring SG Commuters Committee, which was set up in 2020, also conducts regular engagements with commuters, including those with special needs, to gather feedback on their public transport experience. The Committee also works with the community to co-create solutions to improve their commuting experience and build a gracious and caring commuting culture. For example, through the Caring Commuter Champion initiative, we are growing a group of volunteers trained to offer assistance to commuters with mobility needs during their daily commute.”
“Motorcycles pay significantly lower ARF with a base rate of 15% of the vehicle's OMV, compared to 100% for car. We do not have plans to extend the PARF scheme to other vehicle types. We have already kept related costs for motorcycles lower. The six-monthly road tax amount is $31 for Class 2B motorcycles as compared to $156 for cars of engine capacity less than 600 cc. ERP rates for motorcycles are also generally half that of cars. Last but not least, on the issue of parking. The parking provisions depend on the nature of the development and the geographical zone, including whether it is near public transport. We acknowledge that the food delivery sector has grown rapidly in recent years and that commercial developments have their own circumstances and needs as well. Commercial building owners are strongly encouraged to set aside motorcycle parking lots for food delivery riders and to provide a reasonable parking grace period for them. Mr Deputy Speaker, we understand the concerns on the impact of COE prices on motorcycle owners who ride for a living and are mindful of the needs of motorcycle owners. I would like to assure the House that we are monitoring this situation closely and will take action if warranted. [(proc text) Question put, and agreed to. (proc text)] [(proc text) Resolved, "That Parliament do now adjourn." (proc text)] Adjourned accordingly at 7.38 pm.”
“I understand that the intent is to make COEs affordable for those who need a motorcycle for livelihoods but this is not necessarily better. Such a two-tiered COE system is not equitable since other types of vehicles, such as cars and commercial vehicles, can also be used for livelihoods. More importantly, such a system requires us to arbitrarily set a price. This is different from BTO flat prices. If the price is too low, it will increase demand and crowd out those who truly need the motorcycle for a living and are prepared to pay a bit more for the value it brings. Third, on allowing motorcycle buyers to bid for COE under their own name, this is already allowed as individuals can bid for COEs through the ATMs. However, many motorcycle buyers still choose to go through dealers as this will allow them to get their motorcycles immediately, using the TCOEs that the dealer has already secured. The removal of this option could have unintended consequences for buyers and will have to be studied carefully. Fourth, the five-year COE renewal option is something we created for vehicle owners who need their vehicles for only five years instead of 10 years. If we were to allow COEs to be renewed for five years repeatedly, there will be fewer COEs recycled for bidding. This would tilt the current balance between existing and prospective vehicle owners. Fifth, on establishing a Preferential Additional Registration Fee (PARF) rebate for motorcycles, such suggestions to extend the PARF scheme for cars to other vehicles have been raised in this House before. The PARF system is intended to encourage early turnover of older vehicles and to keep our car population relatively young. PARF needs to be taken in totality with the significantly higher ARF on cars.”
“Hence, it is important to assess whether the market-based COE system is working as intended or if there is some market failure. Let me address Mr Faisal's suggestions in turn. First, Mr Faisal suggested splitting the motorcycle COEs into sub-categories according to vehicle classes in the same manner as riding or driving licences, as well as allocate the COE supply for each category according to the percentage of these vehicles on our roads. This is not new. Former Member of Parliament, Mr Zainal Sapari had in 2015 suggested this as well as Mr Abdul Samad who just filed a Parliamentary Question for this Sitting. Ms Joan Pereira had also spoken about separate quotas for motorcycles based on the different categorisation. Mr Chong Kee Hiong also asked to create a new category of COEs for motorcycles used for delivery work. We have explained the considerations in the past and these considerations remain relevant today. Let me reiterate. Unlike cars, the quota for motorcycle COEs is relatively small. For example, for August to October 2021, about 440 Cat D COEs were available in each bidding exercise. If we were to divide this further, there will be even smaller quotas for each sub-category. This will likely result in greater volatility and potential increases in COE prices. Of note, allocating sub-category quotas based on the prevailing split in motorcycle population has its challenges. The percentage of Class 2B motorcycles registered fluctuates across the years and even from month to month. It would, therefore, be very difficult for us to arbitrarily select an allocation basis. Second, Mr Faisal also suggested abolishing COEs for all Class 2B motorcycles and to replace it with a balloting system.”
“Successful bidders of Category D COEs are issued temporary COEs or TCOEs, which need to be used to register motorcycles. These TCOEs will expire if they are not used by the bidders to purchase and register motorcycles within the six-month validity period and their bid deposits will be forfeited. Since COE bidding resumed in July 2020, the proportion of utilised TCOEs has been high at approximately 99% as compared to the historical average of about 91%. This remains the case even for the TCOEs that just expired at the end of September 2021 where the utilisation rate was 99.7%. These were the COEs that were secured in March 2021. We will continue to closely monitor the utilisation rate of TCOEs issued in recent months over the respective six-month validity period. Mr Deputy Speaker, the COE supply from July 2020 to July 2021 was also about 30% higher. This was because we returned the additional COE quota accumulated when bidding was suspended during circuit breaker from April to June 2020, together with the closure of vehicle showrooms. This return of the additional quota was completed with the second bidding exercise in July 2021. So, for the current August to October 2021 period, the COE supply is 28% lower than the preceding quarter, May to July 2021 period, with the supply being predominantly determined by deregistration. So, this combination of increased demand and the lower COE supply would likely have contributed to the higher premiums in the bidding exercises since August but has receded somewhat in the most recent bidding exercise. Sir, any adjustment to the COE system will have knock-on effects and potentially unintended consequences on the consumer.”
“Mr Deputy Speaker, Sir, the high motorcycle Certificate of Entitlement, or COE, prices since bidding resumed in July 2020, have considerably led to concerns of several Members of this House. Besides Mr Muhamad Faisal Bin Abdul Manap, various Members, including Mr Chong Kee Hiong, Mr Sitoh Yih Pin, Ms Joan Pereira and Mr Abdul Samad have raised similar concerns and offered various suggestions. We have also heard similar feedback from members of the public and the industry and have responded both in this House and through the media. In land-scarce Singapore, unfortunately, we do not have the luxury of letting everyone own private vehicles, be it cars or motorcycles. The COE system is a market-based mechanism that allows us to allocate limited resources efficiently. While it is not a perfect solution, the system has generally worked and COE prices fluctuate based on supply and demand, as should be the case. That said, we are mindful that motorcycle owners could have different needs from owners of other vehicle types. This is why there is a separate Category D for motorcycle buyers so that they need not compete with commercial vehicle and private car owners. So, unlike the other categories, Category D COEs do not contribute to Category E COEs, or the open category, which means that the quota of COEs is determined largely by the number of deregistered COEs in the preceding quarter. The high prices observed for motorcycle COEs of late indicate strong demand. It would indeed be a cause for concern if the COE prices are propped up because dealers are bidding for more COEs than they need and are not using them. However, we have observed very high utilisation rates over the past year, which suggests that the higher premiums are a result of higher demand. Let me explain.”
“Mr Deputy Speaker, maintaining safe distancing is not a particular measure on public transport because, as mentioned, it may not be practical. But it is important to adhere to the safe management measures, such as wearing a mask and not talking. So, for such cases when commuters observe errant fellow commuters, a sensible first step would be to gently remind them to adhere to these measures. There are cases of genuine mistakes, such as when a commuter forgets to bring his mask when he leaves his home. So, I would like to commend the many commuters who have taken the initiative to remind their fellow commuters and, in some instances, even offering masks to those who may have forgotten one. If that fails or if the commuters feel uncomfortable in engaging these errant commuters directly, they can inform the nearest public transport staff, such as our bus captains or our customer service officers at the train stations. These staff have been trained to handle such situations. For cases of non-compliance, our public transport operators will work through LTA to take the necessary enforcement actions, such as issuance of fines or the activation of the Police. Keeping our public transport safe is a joint effort. I seek commuters' understanding and cooperation again to adhere to the prevailing safe management measures so that we can all enjoy a safe commute.”
“Mr Deputy Speaker, while there are practical challenges in enforcing safe distancing on public transport, our public transport operators have put in place a comprehensive suite of measures to ensure that public transport remains safe for commuters. Since the start of the circuit breaker period last year, our operators have stepped up regular cleaning of buses, trains and public transport nodes, and have applied a long-lasting microbial disinfectant coating on high contact surfaces. Commuters are also required to wear masks on public transport and to refrain from talking during their commute. An A*STAR study in 2020 concluded that these measures, together with the ventilation systems and natural fresh air intake on public transport, are effective in keeping the risk of COVID-19 transmission low. Our public transport operators and the Land Transport Authority (LTA) also issue regular public reminders and deploy staff and Auxiliary Police to ensure adherence to these safe management measures. I seek commuters’ understanding and support to adhere to the prevailing safe management measures and urge all employers to adopt flexible working arrangements and stagger start and end times for their onsite employees. It is only with our combined efforts that we can ensure that the public transport experience remains a safe and pleasant one for all.”
“Mr Deputy Speaker, drivers can access public mental health resources, such as Mindline.sg and other community-based hotlines for support and assistance. For public transport workers, they will also be referred to medical professionals for psychological support and counselling as necessary, particularly those who may have experienced trauma, such as serious accidents, during the course of their work.”
“Mr Deputy Speaker, road safety is a core part of learner driver training and has been integrated into both practical and theory lessons and tests conducted at the driving schools. This applies for all motorists, including drivers of heavy vehicles and buses, as part of the process of obtaining their Class 4/4A or 5 driving licence. In addition, the driving schools and the Automobile Association of Singapore offer courses that drivers can sign up for, such as courses on defensive driving and crash prevention. Drivers who have accumulated a certain number of demerit points are also encouraged to undertake corrective education through the Safe Driving Course or Driver Improvement Points System retraining courses. Safety is also a key part of the vocational licence curriculum for bus drivers. The mandatory Bus Driver’s Vocational Licence course for private bus drivers will reinforce key road safety aspects covered under the driving licence syllabus. Public bus captains are required to pass a module on Safe Driving Techniques in order to obtain their Omnibus Driver’s Vocational Licence. Bus captains continue their training even after they are deployed, through avenues such as operator-run refresher courses or regular safety briefings. Bus operators, such as SBST, are trialling new technologies to help monitor and improve driving behaviours. Bus captains who exhibit high-risk driving behaviour are identified and promptly sent for corrective training.”
“These are new ideas which we will share with the relevant agencies and stakeholders. However, looking at the SMRT trial, the issue is not just about the provision of child restraints and booster seats but also how to raise awareness and ensure that parents use the child restraints and booster seats when they are provided. This is the Member's second recommendation, which we fully support. Mdm Deputy Speaker, safety is a shared responsibility. On the issue of child seats, parents, drivers and operators all need to be on board. So, raising awareness and reaching a common understanding is key. Today, we have a workable equilibrium where parents who require child restraints and booster seats can book a ride-hail trip while those that need a street-hail taxi urgently can do so without breaching the law. We will look into viable business and operational models that can provide options for those who need child restraints and booster seats while balancing diverse needs by different families. We will be happy to work with the Member to engage the relevant agencies and stakeholders. [(proc text) Question put, and agreed to. (proc text)] [(proc text) Resolved, "That Parliament do now adjourn." (proc text)] Adjourned accordingly at 10.00 pm.”
“I note that the Member has not shown us his trick in his video of how he managed to squeeze in between his two kids on their booster seats. Operators also provided feedback that taxis are expected to meet the needs of diverse groups of passengers. It is not feasible to expect taxis to be equipped with the full range and number of child restraints and booster seats to cater to the different age groups and number of child passengers that they may pick up. While models proposed by the Member are portable, they are for children who are about nine months or older. Child seats for young infants still tend to be bulkier and more expensive. So, we will work with the operators to review how the Member's suggestion will affect the remaining boot space for other passengers, such as those with foldable wheelchairs or luggage. In the meantime, we have observed a significant increase in the number of bookings for family-friendly ride-hail services where parents can indicate their requirement in advance for child restraints and booster seats. Our point-to-point transport operators are sensitive to the market and greater demand for child restraints and booster seats from parents will spur operators to increase the provision. In fact, SMRT has already conducted a booster seat trial, which the Member is familiar with. For the trial, about 1,750 SMRT taxis were equipped with a booster seat each. Although SMRT's booster seats were provided at no extra cost to the passengers, the take-up rate was still low. We acknowledge the Member's proposals to provide one child seat and one booster seat in each taxi – his first proposal; and to work with hospitals to increase access and use of infant car seats – his third proposal.”
“Even if taxis and PHCs are equipped with child restraints and booster seats, some parents also voiced concerns regarding their hygiene and may prefer not to use them. I expect the concerns to be greater now during the current pandemic. Larger families will also have to divide themselves into multiple vehicles as the carrying capacity of taxis will be reduced with child restraints and booster seats. For example, a family with two adults and three children can commute in one taxi now. If we impose a child seat requirement, the carrying capacity will be reduced to four and this family will need to take two taxis. I believe this applies to the Member's family as well. Taxi drivers also raised concerns about mandating child seats. Because of the "flag and go" nature of street-hail trips, it is not possible for commuters to indicate their requirements for child restraints and booster seats in advance. Drivers expressed concerns about their own safety and causing traffic tailbacks and unhappiness from other road users as they set up the child restraints and booster seats by the side of the road. The Member mentioned that setting up child restraints and booster seats takes less time than helping a passenger in a wheelchair to board a taxi. There is a difference. Passengers in foldable wheelchairs typically board on the side of the street. They are helped on board, the wheelchair is folded and stowed in the boot. Child restraints and booster seats are quite different. If there are more than one child restraint and/or booster seats, one of them would have to be set up on the side of the road. The parent would also have to squeeze in between the two children.”