Chee Hong Tat
Singapore
“The National Parks Board (NParks) resumed crow shooting operations in March 2026 across nine districts, including Yishun. These sites were prioritised based on several factors, including the volume and severity of public feedback on crow-related issues, as well as the technical feasibility of conducting shooting operations safely at each…”
“To drive sustainable construction and reduce reliance on conventional diesel generators, the Housing and Development Board (HDB) has required the use of battery energy storage systems (BESS) or synchronised generator set systems at Build-to-Order construction worksites for all building tenders called since February 2025.”
“The Housing and Development Board (HDB) tracks resident feedback on maintenance-related issues, including spalling concrete and structural cracks within HDB flats. Such issues are much less common in younger flats, compared to older flats above 30 years old.”
“The Building and Construction Authority (BCA) provides resources on its website to guide building owners and Management Corporations Strata Title (MCSTs) on lift modernisation.”
“Private retail developments sold through the Government Land Sales Programme are intended to complement the commercial offerings in public developments undertaken by agencies, such as the Housing and Development Board.”
“The National Parks Board (NParks) is reviewing both the Animals and Birds Act and the Code of Animal Welfare (COAW). The former will include pet sector businesses and the latter will include and start with pet groomers.”
The complete record
Every one of 1,840 lines we hold for Chee Hong Tat, in date order, each linked to its source. Free to read, in full, without an account. Page 15 of 37.
“Thank you, Mr Speaker. I would like to thank Ms Hany Soh for her three questions. Let me start with her first question on the feedback from commuters. I think certainly this is something that we do regularly, to gather feedback and identify areas for improvement after every incident, whether big or small. The response to this very serious disruption has incorporated some of the learning points from previous episodes in terms of communications, the announcements, the bridging bus services, the signages. As I mentioned in my statement earlier, because of the scale of the disruption, on the first day, I think there was some confusion on the ground. But to give credit to the response teams and to the ground officers and volunteers, they saw where these gaps are and then they adapted quickly to improve the arrangements. And on the first day, towards the later part, and the second day onwards, the processes and arrangements got better. So, they incorporated what they learnt from previous incidents and they also adapted to what is happening on the ground during this incident. And I am glad Ms Soh also acknowledged the hard work that our staff have put in and I thank Ms Soh for that. Ms Soh's second question about different groups of commuters, certainly, that is an area that we will continually finetune and improve. The operating principle that we will render more assistance to commuters who need more help, either because they are more vulnerable like seniors or people with disabilities, who need more help, or like in the case of what Ms Soh mentioned, mummies who are expecting or with young children, who may need more assistance. Certainly, we will look out for this group of commuters to see how we can extend a helping hand.”
“Mr Speaker, I would like to answer the second question that Ms Hazel Poa raised. I covered it briefly in my Statement earlier, that this was one of the bogies of one of the cars. There are six cars. Each car has two sets of these bogies. As to exactly why the falling of the axle box and then the bogie shifting off the rails did not result in the discovery earlier, I think that is a subject of the investigations and we will await the investigation findings to ascertain what happened. Ms Poa also asked about the difference between the different approaches. Sir, of course, there are differences in the way that different investigations are being conducted. For example, the one that is done by TSIB, which focuses on safety investigations, would be different from the one that LTA is doing, because LTA, as regulator, would also have to look at whether there are any lapses and to decide whether any penalties need to be mete out. So, there are differences in different types of investigations, but what is common across all the different approaches is that they will be thorough, they will be evidence-based and they will focus on finding out what happened, ascertaining what are the root causes and then identifying where are the areas for improvement.”
“Allow me to say that these can be rather misleading, because they selectively quoted certain comments rather than reflect the full context and the full story. In fact, Mr Seah had said, and this was reported by the mainstream media in 2023, that SMRT would, in his words, "never want to under-maintain" because he wanted to avoid the reliability issues of the past. So, Sir, this is an example to remind ourselves of the importance of understanding the full context, what happened, so that we do not get misled by certain social media posts or comments and then we arrive at the wrong conclusions.”
“Mr Speaker, I want to thank Mr Saktiandi for his words of encouragement to our operators, to our workers. I think they would appreciate it very much. Sir, after the remarks made by Mr Seah Moon Ming, SMRT Chairman, in June 2023, Mr Seah clarified with LTA that SMRT did not reduce spending on maintenance over the past few years. His main point was about striking a balance between achieving high reliability standards and incurring high maintenance costs, to achieve what he described as "optimal maintenance". LTA colleagues and I understand where Mr Seah is coming from and we agree with his sensible and balanced approach. There are indeed important trade-offs that we need to look at between achieving high reliability standards while keeping the overall maintenance costs sustainable. The MKBF for the MRT network was 67,000 train-kilometres in 2012 – I shared this earlier in my Statement. And we achieved our MKBF target of one million train-kilometres in 2019 and we have maintained that since for all the MRT lines. If we look at the East-West Line, its MKBF was 60,000 train-kilometres in 2012. It achieved the one million MKBF target in 2019 and it has maintained this even after accounting for the serious disruption in late September this year. Sir, with the one million MKBF target in place, SMRT's spending on maintenance for the North-South and East-West Lines has remained steady over the last few years. SMRT has also invested in building up its engineering and technical capabilities under Mr Seah's chairmanship and it has embarked on initiatives using its own resources to further improve rail reliability. Mr Speaker, I have seen some of these social media posts that Mr Saktiandi mentioned.”
“This incident was a setback, Sir, but it will not shake our determination to do better and to make our MRT a safe, reliable and resilient rail system that Singaporeans can be proud of. [Applause.]”
“We will thoroughly investigate the disruption that occurred on the East-West Line on 25 September, ascertain the root cause of the incident, review the incident handling procedures, examine the service recovery efforts and identify areas for improvement. We will work together with our tripartite partners to do our utmost to make our public transport system safer, more reliable and more resilient. (In English): Mr Speaker, the true resilience goes beyond the number of MRT lines or bus services that we operate; it rests in the strength and resolve of our people. In the midst of this difficult period, it was heartening to see many Singaporeans stepping forward to encourage our workers and to support one another. In my Mandarin speech earlier, I quoted from a letter published by Shin Min Daily News on 1 October. The unofficial translation reads: “This MRT disruption was a test for us. But it also gave us the opportunity to recognise the most valuable resource in our city – our people. It is our people, with their grit and dedication, who have made our city what it is today. The next time we are enjoying a convenient ride on the MRT, let us not forget the workers who are toiling silently in the background – it was through their hard work that we built up a strong and resilient nation.” Sir, this is a beautiful tribute to the dedication of our workers and the resilience of our nation. Just as Singaporeans rallied together during previous challenges, once again, as a community and a society, we came together to overcome this challenge. The public transport community has come a long way in our journey to developing a safe, reliable and resilient rail system. We will not stop here – improving safety, reliability and resilience is a key focus and an ongoing mission for us.”
“We greatly appreciate your commitment and professionalism and how many of you went beyond the call of duty and worked together as a cohesive team to overcome the challenges and help commuters with their journeys. Next, I wish to thank our commuters and the public for their patience and their understanding and for showing care and concern to our staff. It was heartening to know that some of our commuters penned words of encouragement for our workers and brought them food and drinks, which boosted their morale and lifted their spirits. Your acts of kindness were very much appreciated by our workers and our volunteers. Mr Speaker, please allow me to say a few words in Mandarin before I conclude. (In Mandarin): [Please refer to Vernacular Speech.] After the MRT disruption, Shin Min Daily News published a letter describing the spirit demonstrated by Singaporeans during this incident. The letter said: "This MRT disruption was a test for us. But it also gave us the opportunity to recognise the most valuable resource in our city – our people. It is our people, with their grit and dedication, who have made our city what it is today. The next time we are enjoying a convenient ride on the MRT, let us not forget the workers who are toiling silently in the background – it was through their hard work that we built up a strong and resilient nation.” Mr Speaker, through the close cooperation of the tripartite partners, our public transport system has seen significant improvements over the past decade. However, we know there is still room for improvement. Our team will continue to focus on ensuring that our MRT system remains safe, reliable and resilient.”
“The entire public transport sector and all stakeholders, including our unions, workers, operators and Government, then came together and worked very hard to significantly improve our MRT connectivity and reliability over the past decade. Sir, we are determined to maintain a high level of reliability, safety and service quality. While we do our best to avoid disruptions, incidents may still happen from time to time. What is important is how we respond to the incidents and how we learn from them to strengthen our resilience against future disruptions. Once the scale of the disruption on 25 September was assessed, response plans from LTA and public transport operators were activated quickly, including the deployment of 80 bridging buses and hundreds of additional staff. The safety of commuters was paramount, which was why we took the necessary time to complete the repairs and conduct rigorous testing before safely resuming services. LTA and the TSIB will conduct thorough investigations. They have the technical expertise to do so and LTA will be further supported by the experience of the EAP. The investigation findings will be shared publicly. We will learn from this episode, remain vigilant and work closely with our tripartite partners to continually improve our public transport system. Mr Speaker, I would like to take this opportunity to express my heartfelt appreciation to a few groups of stakeholders. First, I would like to say a big thank you to our public transport workers and caring commuter volunteers for their hard work and dedication to safely restore full train services, to provide bridging bus services to ferry commuters and to assist commuters on the ground.”
“That is why, even when we need to rationalise bus services, we retain at least one trunk route that runs parallel to MRT lines. We also have the Bus Connectivity Enhancement Programme, which will further improve bus services, especially to new estates and those located further away from major transport nodes and town centres. That said, buses cannot fully replace rail capacity in the event of a rail disruption, even with the injection of bridging buses. Rail is still the most efficient mode of public transport. A six-car train on the East-West Line can carry more than 1,000 commuters and runs at a two-to-three minute intervals during peak hours and at speeds of up to 80 kilometres per hour. In contrast, a double-deck bus carries up to 120 passengers and typically runs at much lower speeds, based on traffic conditions. Hence, even with up to 80 double-deck bridging buses deployed per day, these were unable to match the full capacity of the East-West Line. During the disruption from 25 to 30 September, alternative routes using other MRT lines and regular bus services were necessary too. Sir, I thank Ms Hazel Poa for her suggestion for the Government to issue advisories to companies during train disruptions, on allowing employees to work from home. Indeed, there was a recent Business Times commentary on how flexible work arrangements can be helpful during major transport disruptions. We will discuss the idea further with employers. Members would recall that a decade or so ago, we faced significant challenges in the quality and reliability of our MRT service.”
“This will increase our capacity to meet daily commuter travel demand, provide more transport options and further improve our rail resilience. In 2026, when we "close the circle" with Stage 6 of the Circle Line, commuters in parts of the West will have another route to travel to the downtown area. The Jurong Region Line, which will open in three stages from 2027 to 2029, will also improve connectivity in the West and offer more alternative interchanges with the North-South and East-West lines at Chua Chu Kang, Boon Lay and Jurong East stations. By the early 2030s, the Cross Island Line will significantly improve connectivity among the West, East and North-East regions in Singapore. With almost half of its stations as interchanges, commuters island-wide will have more alternative travel routes. This includes commuters in the West, who will be able to access the Cross Island Line via the Jurong Lake District, West Coast and Clementi stations and connect to every other radial line in our MRT network. In the mid-2030s, the new Sungai Kadut interchange station between the North-South Line and the Downtown Line will provide commuters in the North-West a more direct transfer to the Downtown Line. These additions to our network will enhance rail connectivity and resilience, especially in the West, and better connect the Western Region to other parts of Singapore. Members have suggested that buses could be used to improve resilience. Our public bus network plays a key role in complementing our rail network, providing first-mile and last-mile connectivity within towns and bringing commuters to key transport nodes. They provide some resilience and alternative routes during rail disruptions.”
“LTA has also upgraded signalling and power systems and invested in infrastructure, such as signalling simulation centres, to improve our operators' ability to diagnose and remedy different faults. The renewal of the six core systems of the North-South and East-West lines is another major project which has helped to improve our reliability standards. LTA's monitoring of MKBF and licensing conditions also continue to ensure that operators invest sufficiently in maintenance to minimise disruptions. LTA conducts regular training and information exchange sessions with overseas railway operators and technical experts to ensure that in-house engineering and technical capabilities are aligned with the latest standards and best practices. LTA and our operators take reliability seriously. While we have made significant progress over the last decade, it continues to be a work-in-progress and where we can do better, we will work together with our tripartite partners to implement the improvements. Third, on resilience. During service disruptions, we seek commuters' understanding that travel times will be longer. But we will do our best to keep disruptions to a minimum and offer alternative travel options, where possible. Today, our public transport network, with six MRT lines together with a sizeable fleet of buses, is more resilient and better able to cope with disruptions. On the whole, the mitigation measures across the six days enabled most commuters to continue with their journeys, albeit with additional travelling time. The system was also able to cope throughout the disruption, thanks to the strong efforts by our bus operators and staff on the ground supporting crowd and queue management. LTA will press on with the planned expansions in our rail network over the next decade.”
“Through the combined efforts of LTA and the operators and supported by our unions and workers, we achieved our MKBF target of at least one million train-kilometres in 2019 and have maintained that since for all MRT lines, including the East-West Line. This is comparable to the most reliable overseas metros. Mr Dennis Tan asked if we could publish the MKBF figures for our MRT network. Sir, MKBF statistics are tabulated regularly and publicly reported on LTA's website, on a per-line basis. The MKBF figures up to end-September 2024 have yet to be published, but the estimates show that all the MRT lines have achieved our target of at least one million train-kilometres: the East-West Line, 2.03 million; North-South Line, 1.42 million; North-East Line, 2.05 million; Circle Line, 1.04 million; and Downtown Line, 8.11 million. Mr Dennis Tan also asked if we utilise MKBF statistics to determine how we exercise oversight over individual lines. While all our MRT lines have met the one million MKBF target, each MRT line has its own characteristics, such as their age and whether they are under- or over-ground. Their systems would also have been commissioned or renewed at different times. Hence, different lines have different MKBF outcomes. But the key is that all the lines have met our target of at least one million MKBF and we are subjecting them to stringent maintenance and operational standards. These reliability standards are the result of the hard work by our operators and workers over more than a decade. Since 2011, LTA has been working with rail operators to enhance their maintenance regime.”
“On Mr Saktiandi's question of whether these systems could have detected risks leading up to this incident, these are part of the ongoing investigations and I will not comment further at this point. Third, redundancies are built into systems, where feasible, to ensure safety even during incidents. Mr Yip Hon Weng asked about redundancy in our power supply system. The trains are powered by the third rail. There are back-up power sources to supply power to the third rail. If the third rail is damaged and the train cannot move, the on-board battery system will maintain emergency lighting, ventilation fans and public address systems. Fourth, we have processes in place to respond to incidents. During a breakdown, if the fault cannot be immediately or easily resolved, the top priority is to detrain commuters to ensure their safety. As far as possible, the operator will try to let commuters safely alight at the platform. Where this is not possible, there are procedures in place for detrainment onto the tracks. Staff onboard the train will deploy the detrainment door and guide all passengers to proceed safely to the nearest station platform. These procedures are consistently applied across all our rail lines. Staff undergo regular hands-on training and exercises so that they are familiar with the procedures and well-prepared to handle emergencies. Mr Speaker, safety and reliability go hand in hand. In 2012, the mean kilometres between failure (MKBF) for the MRT network, which is a reliability benchmark used by cities globally, was 67,000 train-kilometres. This was in 2012. This increased steadily over the decade as LTA worked with rail operators to enhance their maintenance regimes.”
“Mr Speaker, the disruption brought about much inconvenience for many commuters and Singaporeans are understandably concerned about what this incident means for the safety, reliability and resilience of our MRT system. These are also our priorities. Safety is critical for our MRT systems. We will not compromise safety. There are multiple layers of safety controls. First, as regulator, LTA imposes stringent safety standards, aligned to international best practices that operators must comply with. Operators who do not meet these standards will be subject to penalties and, where necessary, they will face additional regulatory conditions and monitoring. Second, to ensure that equipment and systems remain safe and reliable over time, LTA imposes Maintenance Performance Standards (MPS) under the operator's licence, which set out the requirements that the operator must fulfil in relation to maintenance. There are maintenance audits by independent external assessors to ensure operators' compliance with their maintenance regime. Members, including Mr Ong Hua Han and Mr Dennis Tan, have asked about the maintenance regime for trains. In general, regular maintenance activities are both time-bound and dependent on mileage. These can range from regular visual inspections to more elaborate component replacement activities. Ad hoc maintenance activities are also carried out if there are abnormal indicators being picked up in between maintenance cycles. Mr Louis Chua and Mr Saktiandi asked about predictive maintenance capabilities. Where feasible, operators have installed condition-monitoring systems on the trackside and on trains to detect potential defects. Special vehicles are also used to scan the tracks to pick up issues. These defects are then prioritised for rectification.”
“The purpose of the annual Fare Review Exercise is to ensure that fares keep pace with changes in operating costs, so that the public transport system remains financially sustainable. PTC would consider changes in cost drivers over the previous year, based on the fare formula. Given the maximum allowable quantum of increase at 18.9% for this year's Exercise, due to the 15.6% balance carried over from last year, PTC decided to defer most of the maximum allowable fare quantum for this Exercise and raise fares by 6%, or less than one-third of the maximum quantum, to ensure that fares remain affordable for commuters. Fares are collected for the entire public transport system, including buses and trains, to ensure that the public transport system remains financially sustainable. If our fares are not adjusted to reflect rising operating costs, the persistent shortfall would have a chronic impact on service quality and reliability over time. Or if we want to continue topping-up the shortfall via Government subsidies, it means that taxpayers would have to foot a higher bill. Finally, Mr Leong Mun Wai, Ms Poh Li San and Mr Sharael Taha asked how the costs of the disruption will be covered. Sir, regardless of the investigation outcome, SMRT will bear the costs of providing the free bridging buses and regular bus services, the foregone fare revenue during the disruption and the repair works. This requirement applies to both rail operators should they encounter a disruption along their respective lines. As for Mr Edward Chia's question about compensation for workers, LTA and SMRT staff that worked overtime will be given overtime payment accordingly.”
“The plan is to replace all KHI trains with the new R151 trains by end-2026, before they reach their 38-year service mark. Next, I want to address the questions from Mr Gan Thiam Poh and Ms Hazel Poa about compensation for affected commuters. Train commuters exiting at stations between Boon Lay and Queenstown stations were not charged for their rail journeys. Bridging bus services and regular bus services along this stretch were also provided at no cost to commuters. SimplyGo has been processing refunds in cases where commuters were charged for two journeys instead of one, due to them exceeding 45 minutes for transfers between train and bus services, or between different bus services. Commuters may approach SimplyGo for assistance if they have specific queries about their fares. Third, while I will separately reply to questions on the Fare Review Exercise filed by Mr Saktiandi Supaat, Mr Neil Parekh and Ms Poh Li San, I would like to address Mr Gerald Giam's question about whether this incident and service levels can be taken into consideration in the Fare Review Exercise by the Public Transport Council (PTC). Sir, I understand why Mr Giam and some members of the public have made this suggestion. Please allow me to explain why we should separate service levels and disruptions from how we set public transport fares. PTC had previously studied whether fare reviews should be linked to service levels and disruptions and decided not to adopt this approach, as there are other measures in place to ensure service standards are met. For service disruptions, LTA would establish the cause and accountability and mete out penalties where necessary. In addition, when operators do not meet reliability targets, they will also not receive payments under our incentive schemes.”
“We expect the investigations to be completed in the next few months and the findings will be released publicly. LTA will mete out penalties if the investigations reveal lapses. There are a few clarifications which I would like to make in response to Members' questions. Let me start with the first-generation KHI trains. Mr Gerald Giam and Mr Dennis Tan asked about their operations and maintenance. The structural integrity of the trains was assessed by an independent assessor in 2012, who concluded that the trains have a total service life of 38 years. The reliability of a train depends on several factors and not only on its age alone. Trains that remain reliable can continue to be used, if they have not exceeded their service life. Prior to 2016, all the trains were owned and operated by the rail operators. In 2016, LTA began taking ownership of rail operating assets as part of the transition to the New Rail Financing Framework (NRFF). Under the NRFF, LTA is responsible for procuring and building up assets, such as the train fleet, while rail operators are responsible for maintaining, deploying and operating the assets. In 2018 and 2020, after discussions with SMRT, LTA purchased a total of 106 new R151 trains to replace the North-South and East-West Lines' earliest generations of trains, including the KHI fleet. The delivery of these trains, however, was delayed by the COVID-19 pandemic. These trains have been arriving in batches, after rigorous testing. The first batch of three trains was handed over to SMRT and put into service in June 2023. Since then, LTA has been progressively handing over new R151 trains to SMRT, at a rate of about two trains per month. Thirty-four R151 trains have been handed over to SMRT so far.”
“There is also a regular inspection regime in place for other rail segments, including for other Mass Rapid Transit (MRT) lines operated by SMRT and SBS Transit. Sir, let me now turn to the topic of investigations. Several Members have asked about the root cause of the incident. We know what caused the lengthy disruption. The severity of this disruption was due to the extensive damage to the track and trackside equipment by the incident train. As to the root cause, including why the axle box dropped, as well as learning points to improve our responses and prevent future incidents, these are issues which the investigations will cover. Mr Leong Mun Wai asked if the Government would convene a Committee of Inquiry for this incident. Sir, I have stated at the outset of the disruption that LTA will do a thorough investigation to ascertain what happened and identify areas of improvement. As rail regulator, LTA has the necessary regulatory powers and technical knowledge to investigate serious rail incidents. LTA will conduct a thorough investigation to ascertain the root cause of the axle box failure. It will also examine the fault detection and incident handling procedures to determine if appropriate actions were taken. To supplement its investigations, LTA will be supported by an Expert Advisory Panel (EAP), chaired by Mr Malcolm Dobell, former Head of Train Systems for the London Underground, and comprising five other local and overseas experts. The Ministry of Transport's (MOT's) Transport Safety Investigation Bureau (TSIB) will also be conducting an independent safety investigation. I seek Members' understanding that more details will be shared when the investigations are completed.”
“If I may use a Chinese Kungfu analogy, it is like sustaining internal injuries that are not immediately visible from the outside and showing symptoms a while later. The 10 rail segments with these new cracks needed to be replaced before service could safely resume, which meant that an additional day of works was required, including for the thorough testing and inspection after repairs had been completed. The engineers and technicians from LTA and SMRT continued to work through Sunday, 29 September, to replace the affected rail segments. Comprehensive testing of the rail and track equipment then followed that same night and continued on Monday, 30 September, to ensure the integrity of the repaired systems. Throughout the entire recovery process, safety for our commuters and workers was the team's top priority and thorough testing and checks were conducted to ensure all safety requirements were met before resuming train services. Regular train services between Jurong East and Buona Vista stations resumed on the morning of Tuesday, 1 October. For the first few days of operations, SMRT imposed temporary speed restrictions and operated westbound trains at a slower speed of 40 kilometres per hour, rather than the usual speed of up to 80 kilometres per hour, along the stretch of replaced rail segments. This is part of the standard process following rail replacements, to ensure safety for commuters. Dr Syed Harun asked whether there are concerns about further rail fractures. We have done a comprehensive series of tests, including endurance tests, before resuming train services. After the resumption of service, SMRT stepped up its checks as a precautionary measure.”
“Overnight, SMRT, LTA and other bus operators had set up queue poles, signages and other equipment to better direct commuters to the bridging buses. SMRT and LTA also arranged for chartered taxis to provide free rides for students and teachers travelling to PSLE examination venues from Jurong East, Clementi, Dover and Buona Vista stations. This service was similarly provided for those travelling to their PSLE or GCE "N" level examination venues on 27 and 30 September. By the evening of Thursday, 26 September, given the extensive damage to the tracks and trackside equipment, LTA and SMRT determined that the repairs could be completed only over the weekend. We informed the public at around 10.00 pm that we aimed to restore services on Monday, 30 September. For the next two days, Friday and Saturday, the workers continued to carry out the repair works day and night. On Mr Edward Chia's question about safety for workers, the works were paused during inclement weather. All workers were also equipped with personal protection equipment, provided food and drinks, and followed a shift system to ensure that they received adequate rest. Repair works were completed on Saturday, 28 September. Stress and loading tests were then carried out in the evening of 28 September to ensure the tracks were functioning safely before resumption of train services. However, 12 new cracks, previously not visible to the naked eye, were detected on 10 unreplaced segments of running rail after these tests. These cracks could be due to the rail segments being weakened earlier by the incident train when it was being moved back to Ulu Pandan Depot.”
“Given the scale of the disruption, there was some initial confusion on the ground when the incident first occurred, and shuttle train services and bridging buses had to be activated. Operators and workers quickly adapted and stepped up to respond to the situation to mitigate the impact on commuters. As the Primary School Leaving Examination (PSLE) was due to commence the next day, LTA and the Singapore Examinations and Assessment Board (SEAB) discussed and put in place contingency arrangements. There are existing arrangements which students have been briefed on. In addition, SEAB publicly reassured students that they would not be penalised if they were late due to the disruption and would be given the full allotted time to complete their exams. Meanwhile, LTA and SMRT engineers were assessing the damage and conducting repair works on the track. The engineers determined that some pieces of trackside signalling and power equipment had to be replaced. In addition, 33 severely damaged rail segments, each weighing more than one tonne, had to be replaced. Given the extent of the damage and with heavy rain preventing works at times, LTA and SMRT assessed that more time would be needed to safely complete the repair works. We informed the public at around 9.50 pm on 25 September that train services between Jurong East and Buona Vista would not resume the next day. As a safety precaution, LTA and SMRT checked all the axle boxes of the first-generation KHI trains overnight and ensured that they passed the inspection checks before they were put into service the next day. On the second day of the disruption, 26 September, free regular buses and bridging buses resumed at the start of revenue services at 5.00 am, with 80 bridging buses deployed during the morning peak.”
“The shuttle service continued to be supported by bridging bus services that connected commuters between Queenstown and Boon Lay. Later in the day, when heavier crowds were observed at Buona Vista station, SMRT adjusted bridging bus operations to focus on the critical stretch between Buona Vista and Jurong East stations that was without train or shuttle services. By the evening peak, the number of bridging buses had also progressively increased from 39 before the peak period to 70, with an average interval of three to eight minutes, quicker than the stipulated service standards of 12 to 15 minutes for bridging bus services. To support these services, additional spare buses were deployed and some bus captains on rest days were recalled. Mr Don Wee and Mr Leong Mun Wai asked whether other bus services were affected. Due to the scale of bridging bus operations, some buses and bus captains had to be redeployed from other lower-demand services. Bus operators determined these redeployments based on ridership and frequencies of their other services, in order to maintain service standards and minimise inconvenience to commuters. In total, about 620 ground staff were deployed at the affected stations on the first day of service disruption, to assist commuters. These included SMRT and LTA staff who provided directions and assisted commuters, traffic marshals who facilitated traffic flow, and Police Officers who helped with crowd management. Caring Commuter Champions – these are commuters who volunteer to help fellow commuters – also assisted by providing directions at some of the bus stops. Priority was given to seniors, people with difficulty walking and students who were sitting for examinations to board the buses and shuttle trains.”
“One of the trains stalled about 40 metres before the platform at Clementi station. Passengers on this train had to be detrained onto the tracks, guided by SMRT staff, who ensured that all commuters reached the platform safely. At this point, LTA's crisis management group was activated. To ensure that commuters could continue their journey, SMRT activated free regular buses within five minutes at around 9.30 am, and bridging buses between Boon Lay and Queenstown stations by 9.50 am. The bridging buses arrived from 9.58 am onwards. When SMRT staff attempted to restore train service, they realised that extensive damage had been caused to the track and trackside equipment between Dover station and the reception track leading to Ulu Pandan Depot, and it would take time to remove the incident train from the tracks and to carry out the repairs. It would not be possible for trains to pass through this section of the East-West Line before the repairs were completed. To continue service on the rest of the line, westbound trains coming from the city had to be turned around at Queenstown, where a turnaround track is located. Similarly, eastbound trains coming from Tuas Link had to be turned around at Boon Lay, where there is a turnaround track. To preserve service along as much of the East-West Line as possible, SMRT decided to run shuttle services, which are trains that travel back and forth along the same track. After confirming that the tracks between these segments were safe, SMRT commenced shuttle services between Queenstown and Buona Vista stations, and between Boon Lay and Jurong East stations, at 3.56 pm and 4.11 pm respectively, ahead of the evening peak on 25 September.”
“SMRT stopped the train at Clementi station, alighted the passengers there for their safety and proceeded to withdraw the train to Ulu Pandan Depot so that train services would not be affected. To return to the nearest depot at Ulu Pandan from Clementi station, the train had to travel further east to the nearest turnaround track located at Queenstown station, so that it could change onto the westbound track and head back towards the depot. As the train was travelling west between Dover and Clementi stations, an axle box dislodged from the bogie of one of its cars. A bogie is the wheel assembly of a train. The KHI train is a six-car train and each train car has two bogies. Each bogie has four wheels on two axles and each axle has an axle box on each end. When one of the axle boxes dislodged from the incident train, it caused the wheels of one bogie to shift to the side of the rail. As the other 11 bogies of the incident train remained on the rails, the train was able to continue travelling for a few minutes on the rails westbound past Clementi. Based on our preliminary assessments, the incident train caused damage to 2.55 kilometres of the track, as well as trackside equipment, including point machines, power cables, running rail fasteners and third rails. At around 9.25 am, when the train reached the reception track leading to the Ulu Pandan Depot, the significant damage to the trackside equipment caused a power trip along parts of the East-West Line. As a result, the incident train stalled between the reception track and the main line. Four other trains between Clementi and Buona Vista stations also stalled due to the power trip. Three of these were at stations, where commuters could alight at the platforms.”
“Mr Speaker, Members have filed a total of 31 Parliamentary Questions (PQs) on the East-West Line disruption that occurred from 25 to 30 September. My Ministerial Statement will address Question Nos 1 to 19 for Oral Answer and Question Nos 45 to 48 for Written Answer at yesterday's Sitting, Question Nos 40 to 42 for Oral Answer and Question No 28 for Written Answer in today's Order Paper, as well as related questions that have been filed for subsequent Sittings. Sir, I would like to begin by extending my sincere apologies once again to all affected commuters. The severe disruption to the East-West Line on 25 September affected about 500,000 passenger journeys each day, out of 2.8 million daily train-based journeys, causing significant inconvenience to commuters. It also resulted in severe damage to rail infrastructure which required extensive repairs over more than five days. I will cover the sequence of events that took place on 25 September and the responses from the Land Transport Authority (LTA) and the public transport operators in the subsequent days. I will do my best to address the questions from Members. However, I seek Members' understanding that as investigations into the incident are still ongoing, some of the details can be determined only after investigations have been completed. Let me first recap the events leading up to the disruption, including how the incident happened and our responses, based on the information we have gathered. On the morning of 25 September 2024, at around 9.00 am, SMRT reported a possible fault on train T33, a first-generation KHI train that was travelling eastbound on the East-West Line near Clementi station. There was smoke detected from the train.”
“The Land Transport Authority (LTA) is committed to ensuring Workplace Safety and Health (WSH) in all its construction projects. LTA adopts a multi-pronged approach and has progressively introduced additional safety measures and requirements over the years. For example, LTA provides mandatory safety training to its contractors and has fully adopted the Multi-Agency Workplace Safety Taskforce recommendations on improving WSH. LTA has also intensified surprise inspections to ensure compliance with WSH standards. In July 2024, LTA launched the Zero-accident Action Plan 2.0, a commitment by LTA and its contractors to strengthen safety fundamentals at worksites through strengthened supervision. LTA will continue to work closely with its contractors to ensure the safety of all workers.”
“A priority carriage is one where commuters are encouraged to give way to more vulnerable commuters by moving to alternative train carriages. With increasing ridership across all our train lines, there might not be sufficient capacity in alternative train carriages for commuters to move into, particularly during peak hours. This may lead to greater crowding in other carriages and create additional friction among commuters. Therefore, it is more important and effective that everyone looks out for more vulnerable commuters using any carriage and not just at one particular carriage. In addition to designated priority seats across all train carriages, priority queues have also been introduced since 2019, and service staff are also deployed to assist commuters who need help to board the carriages. The Land Transport Authority (LTA) will step up efforts to improve the commuting experience for those with additional needs, including those with less visible conditions like chronic pain or arthritis. For instance, the Helping Hand scheme allows commuters who require assistance to alert fellow commuters and public transport staff through a card that explains their needs. LTA has also been increasing its outreach through the Caring Commuter Champion programme, which includes an online training course for those who wish to learn how to assist commuters with various mobility needs. As of September 2024, 16,000 volunteers have completed the training under this initiative.”
“The Land Transport Authority (LTA) has conducted a study to estimate noise levels and assess the impact on residents when the Jurong Region Line (JRL) is operational. The study identified areas along the JRL corridor where noise mitigation measures, such as noise barriers, need to be installed to ensure noise levels remain within the National Environment Agency's (NEA's) limits. The new JRL trains will also be equipped with noise-dampening wheels to mitigate noise levels. For Choa Chu Kang Central, LTA’s study took into account existing ambient noise levels, including from the North-South Line and Bukit Panjang Light Rail Transit. With the installation of noise barriers along the JRL, the projected noise levels at residential blocks in Choa Chu Kang Central near the JRL tracks are expected to be within NEA’s noise limits.”
“The Land Transport Authority and National Parks Board generally do not design grade-separated cycling paths that are adjacent to footpaths, and have no plans to do so moving forward. A grade-separated path, such as a raised cycling path, can be a tripping hazard for path users and make it difficult for wheelchair and personal mobility aid users to navigate the level differences between cycling paths and footpaths.”
“These questions will be answered in the Ministerial Statement at the Sitting on 15 October 2024. [Please refer to "A Safe, Reliable, and Resilient Rail System", Official Report, 15 October 2024, Vol 95, Issue 143, Ministerial Statements section.]”
“5 million in GST was wrongly charged to individuals and non-GST registered businesses per year. Across five years, this amounts to around $7.5 million. Since then, we found that a larger proportion of fees were found to be charged to GST-registered businesses, which would have already claimed the GST charged as input tax. As such, the revised figure on wrongly charged GST is around $1 million per year, or $5 million over five years. The agencies have notified all taxpayers, where records are available, and are also reaching out to affected taxpayers to process the refunds. Of the $5 million, we have refunded around 45%. Eligible taxpayers who have yet to provide their relevant details to the agencies may wish to do so in order to receive their refunds. The Government is committed to upholding high standards of governance and integrity. Following the discovery of the wrongful charging of GST on Government fees, we moved swiftly to rectify it by working closely with agencies to assess the GST treatment of their fees and making clear the list of non-taxable fees via legislation. This is a better system moving forward, which will provide greater clarity on the GST treatment of Government fees.”
“The Ministry of Finance (MOF) has been working closely with Government agencies since the Goods and Services Tax (GST) (Amendment) Bill 2024 was passed in April this year to review the fees charged by Government agencies, in order to ensure the correct GST treatment. The review has been completed. Fees that are non-taxable, such as those which grant approval for the conduct of a regulated activity, have been prescribed into the Non-Taxable Public Agency Supplies (NTPAS) Order since end-September. We will periodically update the NTPAS, when new non-taxable fees are introduced or existing fees abolished. All fees not prescribed in NTPAS are taxable. These comprise the vast majority of Government fees that are already taxable, like the rental of public sports facilities and parking fees, and around 250 fees which are newly taxable. Examples of the newly taxable fees are administrative processing fees for the application of a company name, examinations for plumbing or fumigation licences and other inspection fees related to the conduct of business operations, as well as replacement fees for a lost National Registration Identity Card or work pass. Most of these fees are typically borne by businesses which can claim the input GST from the Inland Revenue Authority of Singapore (IRAS), if they are GST-registered. The Government will absorb the GST on these 250 newly taxable fees in the first instance, as well as impose a fee freeze until end-2025. Agencies are also reviewing their fees and charges and considering ways to streamline processes or manage underlying costs to stave off the need for fee increases after end-2025. Unavoidable fee increases will be phased in gradually after end-2025. On refunds, MOF earlier estimated that around $1.”
“In addition, we raised the Local Qualifying Salary from $1,400 to $1,600 from July 2024 and enhanced the Workfare Income Supplement Scheme to provide lower-wage workers aged 30 and above with additional cash and CPF support. Further, we recently introduced the ITE Progression Award to encourage young ITE graduates to upskill to a diploma earlier, with $5,000 in their Post-Secondary Education Accounts to support their upskilling efforts, and a $10,000 CPF top-up upon completion of the diploma to boost their savings for home purchases or retirement. This will help ITE graduates secure a better starting pay and lifetime earning trajectory through their improved skills and competencies and provide support for their home ownership or retirement, thereby supporting wealth accumulation. The Government will continue to explore ways to tackle wealth inequality, including by keeping our social support measures progressive and targeted at lower- and middle-income households.”
“We have implemented a progressive system of taxes and transfers, with wealth taxes in the form of stamp duties, property tax and the Additional Registration Fee for motor vehicles. We have made these taxes more progressive over the years. In recent Budgets, we introduced higher marginal Buyer’s Stamp Duty rates for higher-value properties and raised property tax rates for all non-owner-occupied residential properties and higher-value owner-occupied residential properties. Our transfers are means-tested, with some of these schemes based on criteria, including multiple property ownership and/or the annual value of the home, as a proxy for wealth. Our highly subsidised and high-quality education system provides every Singaporean, regardless of starting point, a strong foundation in life and multiple pathways to success. We invest an average of more than $250,000 in every Singaporean child from the preschool level to the Institute of Technical Education (ITE), polytechnic or university pathways to prepare them for their first career. For lower-wage Singaporeans, we have put in place measures to support wage growth, which supports wealth accumulation in turn. With the Progressive Wage Model (PWM) that provides a wage-skills ladder where annual wage increases are tied to improvements in skills and productivity, real wages of lower-wage workers at the 20th percentile rose cumulatively by 30% from 2013 to 2023, faster than that of the median worker at 22%. Over the past two years, the tripartite partners have enhanced existing PWMs and introduced new PWMs for food services, waste management, administrators and drivers.”
“The following reply will also cover the matters raised in Parliamentary Question by Mr Zhulkarnain Abdul Rahim, which is scheduled for a subsequent Sitting. Wealth inequality is difficult to measure accurately, given the challenges in obtaining comprehensive wealth data. This is because wealth takes many different forms, some of which are difficult to value. Furthermore, financial wealth is highly mobile across borders, and bank deposit data in Singapore is protected by the Banking Act. Many countries and international organisations face similar data challenges in measuring wealth inequality accurately. Studies, such as UBS' Global Wealth Report which the Member may be referring to, would have made several assumptions to overcome these data challenges. Such a methodology would affect the comparability of wealth inequality estimates across countries and over time. The UBS estimates should be read in this light. Nevertheless, we are working to improve our own data collection on income and wealth. More importantly, we have been proactively putting measures in place to tackle wealth inequality. Our Central Provident Fund (CPF) and Housing and Development Board home ownership allow the vast majority of Singaporeans to own and build up significant net assets during their lifetimes. These provide them with a strong sense of security in owning their own homes and peace of mind in their old age. We provide significant housing grants of up to $120,000 to help the less well-off own a home, with the latest enhancement to our housing grants announced at the National Day Rally 2024. These grants are on top of the significant market discounts applied when new flats are priced, to ensure they are affordable to Singaporeans.”
“Rail operators set the temperature for Mass Rapid Transit (MRT) trains and underground station platforms at around 25°C, to provide comfort for commuters while reducing the environmental impact of air-conditioning. I think Members would agree that both objectives are important. Train cars and underground stations are equipped with temperature sensors and thermostats that continuously monitor and maintain the temperature in our trains and stations. Commuters may experience temperature fluctuations during their journeys, such as when warm air enters the trains when the train doors are opened at station platforms, or due to direct sunlight when the trains are running above ground. In the first six months of 2024, feedback on the temperatures in trains or station platforms made up about 10% of the total feedback received by the operators. Most of the feedback pertain to the North-South and East-West Lines, because the other MRT lines are fully underground. We are progressively replacing the trains from the North-South and East-West Lines with new trains, which will be completed by 2026. The new trains will come with better air-conditioning and air circulation within the train cabins. The air-conditioning systems for underground train stations along the North-South and East-West Lines are also being upgraded and the upgrading will be completed by end 2025. The Land Transport Authority will also improve air circulation at the train stations by installing more large ceiling fans and floor mounted fans at both new and existing stations. These fans are an environmentally-friendly way to improve air circulation and enhance comfort for commuters.”
“The Land Transport Authority (LTA) is studying the standards for lithium-ion batteries in personal mobility aids (PMAs), as part of regularly reviewing safety standards for PMAs, as well as other measures to enhance safety for both device users and the public. LTA and the Singapore Civil Defence Force will continue to educate the public on the safe usage of active mobility devices through campaigns, such as the "Be Device-Safe Programme". Active mobility device users are reminded to use only original batteries and maintain their devices according to manufacturer guidelines and not to modify their devices.”
“As we enhance the bus network under the Bus Connectivity Enhancement Programme (BCEP), we will continue to rationalise bus services which have experienced significant drops in ridership, such as long trunk routes that run parallel to new Mass Rapid Transit lines, so that the resources that are freed up can be reallocated to serve other commuter needs. When reviewing proposed changes to bus services, the Land Transport Authority (LTA) takes into account changes in travel patterns among different commuter groups as well as the overall connectivity and resilience of our public transport network. LTA also takes in public feedback about connectivity to key transport nodes and amenities. LTA will continue to engage grassroots advisers, Members of Parliament and other relevant stakeholders when planning bus services, including for initiatives under BCEP.”
“Commuter safety is the top priority in the event of a train disruption. During a disruption, the operator would first attempt to resolve the fault so that normal train service can resume. If the fault cannot be immediately or easily resolved, the operator would seek to let commuters alight at the platform of the nearest station. This ensures the safety of commuters while allowing the operator to withdraw the train. Where this is not possible, there are procedures in place for detrainment onto the tracks. After the necessary protections, including switching off the traction power to ensure safe detrainment to track, are established, staff onboard the train will deploy the detrainment door and guide all passengers to proceed safely to the nearest station platform. All our trains are equipped with back-up battery systems to maintain emergency lighting, ventilation fans and the public address system, in the event of a disruption to the power supply. The Land Transport Authority's (LTA's) investigations into the Circle Line disruptions on 17 and 18 September 2024 are ongoing. As part of investigations, LTA will identify areas of improvement to help prevent the recurrence of similar disruptions.”
“I thank the Member for her question. We have received related questions for the subsequent Sitting. I will address them together in my reply at the 16 October 2024 Parliament Sitting. [Please refer to "Impact on Public Transport Operators' Viability and on Commuters when Recommended Fare Increases are Deferred", Official Report, 16 October 2024, Vol 95, Issue 144, Oral Answers to Questions section.]”
“At the Committee of Supply debate on 28 February 2024, I explained to Mr Pritam Singh the considerations for the Goods and Services Tax registration threshold and why the current threshold remains relevant. The Member may wish to refer to the Hansard for my reply. [Please refer to "Committee of Supply – Head M (Ministry of Finance)", Official Report, 28 February 2024, Vol 95, Issue 126, Budget section.]”
“Between August 2023 and August 2024, Singapore-registered taxis completed around 4,000 cross-border trips between Singapore and Larkin Sentral Terminal in Johor Bahru. Licensed cross-border taxis are available for hire at Singapore’s Ban San Street Terminal. Alternatively, passengers who wish to make advance bookings for Singapore cross-border taxis may contact local taxi operators via their hotlines to arrange pick-up from their desired locations. Given that the pick-up arrangements depend on commuters’ preference, the Land Transport Authority does not track passenger waiting times for cross-border taxis. We currently have no plans to expand the number of designated pick-up and drop-off points for cross-border taxis in Singapore. Any such discussion will have to be based on the demand for cross-border taxi services and take into consideration the impact of expanding such services on traffic congestion and demand for other modes of cross-border transport, as well as the livelihoods of local taxi and private hire car drivers. It will also be subject to bilateral agreement with Malaysia.”
“Currently, motorised personal mobility aids and other motorised active mobility devices (AMDs), such as power-assisted bicycles and motorised personal mobility devices, do not require special charging infrastructure and can be charged using standard wall sockets found at home. We urge AMD users to practise safe charging practices, such as maintaining their devices based on the manufacturer’s guidelines and not to modify their devices. I thank the Member for her suggestion of having public charging points in Housing and Development Board carparks. We will assess if this could help to enhance safety for device users and the public.”
“At the next available Sitting on Wednesday, 16 October 2024, Sir.”
“Mr Deputy Speaker, copies of the Bill have been provided to the Clerk. With your permission, may the Bill be distributed to Members now.”
“Mr Deputy Speaker, I beg to introduce a Bill intituled "An Act to amend the Insurance Act 1966". [(proc text) Bill read the First time. (proc text)]”
“Mr Deputy Speaker, I understand where Mr Liang is coming from. I have explained earlier why there is urgency in tabling this Bill – because the deal is under consideration by the shareholders. Currently, there is no explicit provision in the Insurance Act for MAS to consider non-prudential-related factors in assessing such applications. This is why we need to come to Parliament with the proposed Bill to give the Minister-in-charge of MAS the powers to be able to consider the views and the concerns of the Minister for MCCY on public interest grounds. 2.55 pm”
“Thank you, Mr Deputy Speaker. We will have a further discussion on Wednesday when we do the Second Reading and the Third Reading. The considerations for why the Government has concerns for this deal, Minister Tong has already explained. I just wanted to reiterate one point, an important point, that Minister Tong said earlier, which is that from NE and NTUC's point of view, their objective, their intent of entering into this deal with Allianz is to strengthen Income, so that Income is in a better position to do well and to be able to meet its social obligations. So, that was the intent. The Government has a different view because of the concerns that we had, as Minister Tong explained, and that is why we are coming to Parliament. But I want to say this – because I think it is important that we do not leave with the wrong impression – that for NTUC and NE, their objective of wanting to go into this deal was, indeed, to do what is right; and it is, indeed, to allow Income to be strong and to be able to do well so that it can continue to do good.”
“In Minister Tong's speech, he has explained clearly and in an open manner our key considerations, what are our concerns, including the proposal to reduce the capital in Income and why that is a concern to MCCY, bearing in mind the section 88 exemption that was earlier given and the undertaking and commitments that were given to MCCY. So, I hope Mr Leong understands that this is not about withholding information. This is about coming to Parliament after we have put together the full picture, working across the whole-of-Government, between MAS, MCCY and also other agencies, to see what is the overall assessment of how we want to move forward on this important issue and then coming back to Parliament to present the information in an open manner and to propose that we amend the Insurance Act to give the Minister-in-charge of MAS the powers to consider the concerns and the views of the Minister for MCCY on public interest grounds. It is important for us to recognise that this deal is not yet approved and this deal is something that is ongoing, under consideration by shareholders, and that is why we have some urgency. That is why we are coming to Parliament to seek approval urgently.”
“Thank you, Mr Deputy Speaker. Sir, I had actually addressed the first question that Mr Leong raised, in my response to various Members. But in case Mr Leong may have missed it earlier, let me say that again. So, first, I think we have to understand that the proposed capital reduction is a proposal from Allianz. It is not something that MAS has approved because, as I mentioned repeatedly, the deal is still subject to MAS' regulatory approval. So, would MAS consider this proposed capital reduction in its overall assessment? The answer must be yes, because this is part of the proposal. Mr Leong always remind us that he has more than 30 years of experience in the financial sector. So, I am sure Mr Leong would agree with me that as a regulator, it is only right that we assess the full proposal, including this element within the proposal. Whether we agree with it or not, we have not yet come to a decision because this deal is still not yet approved by MAS. Earlier, when we were discussing this matter of capital adequacy ratio, I think Minister Tong and I were explaining that because of the way the capital was being optimised in the proposal, the capital adequacy ratios, even after the extraction, could still be met. But that is what the proposal put forth. MAS will of course have to assess this independently as regulator to see if we agree with that view. I hope that clarifies the first question that Mr Leong raised. The second question – and I think my colleague Minister Tong may add on later – let me just say in response to Mr Leong that that is why we are coming to Parliament.”