Dennis Tan Lip Fong
Singapore
“Yes, Sir. By combining practical experience with advanced analytics, we can transform traditional operational careers in the highly productive technology-enabled professions, ensuring that more high-value decision-making and better paying jobs remain in Singapore.”
“When Singapore officers are deployed at Bukit Chagar in Johor Bahru, Malaysia, do they enjoy the same legal protections and operational autonomy as their Malaysian counterparts enjoy when stationed in Singapore?”
“Thank you, Mr Speaker. Relating to one issue of co-parenting, I would like to ask will the Ministry consider granting foster parents synchronised access to the child's Health Buddy app? Currently, foster parents have no access to the app and require the cooperation of biological parents.”
“Thank you, Speaker. I thank the Minister of State for his reply. Would the Ministry consider a tiered co-payment model for private providers similar to the EIPIC-P scheme where middle-income families can pay a regulated rate for a fixed number of additional private therapy hours to supplement their child's public intervention?”
“Thank you, Mr Speaker. Just one clarification for the Senior Minister of State. I thank the Government for acknowledging the gap regarding the software-driven energy degradation and for the commitment to monitor and test when necessary.”
“Yes, just a quick clarification. I thank the Minister of State for the answers and the details. The feedback I receive is pertaining, especially to making appointments, because there have been instances where foster parents experience appointments being cancelled without their knowledge, and then having to arrive at the hospital unnecessa…”
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“Yes, Sir. By combining practical experience with advanced analytics, we can transform traditional operational careers in the highly productive technology-enabled professions, ensuring that more high-value decision-making and better paying jobs remain in Singapore. In conclusion, Mr Speaker, Singapore has never won by competing on physical size or sheer volume. We win by moving ahead of the curve. Today, the challenge is to master the digital and algorithmic architecture that commands our physical assets, like our ports. We must move decisively from an efficient technological adopter to an aggressive platform creator, shifting from operational excellence to global technological leadership. By capturing sovereign intellectual property, breaking data silos and building a tech-augmented local workforce, we can reinforce Singapore's position as the indispensable heart for maritime logistics for generations to come.”
“We therefore need to ensure that Singapore continues to provide sufficient opportunities for our mariners to gain practical sea-going experience and develop into the future leaders of our maritime sector. Otherwise, we may one day find ourselves facing an uncomfortable prospect having to look overseas, even for some of the most critical leadership positions, such as our port master, marine superintendents, maritime regulators and industry leaders. Mr Speaker, our national strategy must follow a clear multi-tiered approach. First, the Government must aggressively support and build operational and seafaring careers among Singaporeans to feed our critical onshore management roles. I call on MOT and MPA to significantly enhance our existing frameworks, such as the Tripartite Maritime Training Award. We must boost retention incentives, enhance mid-career conversion pathways and work with Singapore firms to improve shipboard working conditions and mental health support, making these foundational tracks attract our youths. Simultaneously, deploying frontier technology must be our second strategy. Deep maritime technology is not about replacing our people. It should be about scaling them. By building advanced automated systems, remote fleet management system, predictive maintenance systems and operating firms in Singapore, we can better enable our workforce to leverage their irreplaceable operational expertise from onshore command centres in Singapore.”
“Singapore continues to face challenges in maintaining a sufficiently deep pipeline of local Singaporean maritime professionals, particularly in specialised seafaring, engineering and operational roles that underpin our status as a global maritime hub. For over two decades, the supply of local Singaporean mariners has faced structural pressures as fewer young Singaporeans choose seafaring careers. This creates a long-term challenge. It is difficult to design world-class ship management platforms, train advanced maritime AI systems or lead global maritime enterprises without professionals who possess deep practical experience at sea. Equally, following the sale of Neptune Orient Lines (NOL), Singapore no longer has a national shipping line of the scale and strategic significance that NOL once represented. NOL was more than a commercial carrier. For generations of Singaporean deck officers and marine engineers, it provided a structured pathway to sea experience, rise through the ranks and ultimately, assume command responsibilities. The impact was not only felt at sea. Many former NOL officers later transitioned to shore-based roles across ship management, maritime services, logistics, port operations, maritime law and ship finance. The company serves as an important pipeline for the wider maritime ecosystem, including public sector institutions and industry positions. My colleague, the hon MP Kenneth Tiong, will be speaking more on this. Maritime hubs are ultimately built on people and expertise. Ports, vessels and technology can be acquired, but deep operational knowledge and technology takes decades to cultivate.”
“The greatest barrier to developing world-class transport AI is extreme data fragmentation. Every operator guards operational data carefully, often for legitimate commercial reasons. But this limits the ability of researchers and innovators to train powerful predictive models. Singapore successfully demonstrated how trusted data-sharing can work through the Singapore Trade Data Exchange (SGTraDex). We should therefore explore establishing a national transport data trust, a secure state-backed framework that enables participating operators to share anonymised operational data through common standards while safeguarding commercial sensibilities. Such a clean repository will hopefully attract top global AI talent. Three, broaden global talent rotation to tech native tracks. I welcome the Maritime Cluster Fund Global Rotation scheme, which co-funds the overseas deployment of local media managers to build international leadership depth. This excellent initiative should expand across our logistics payloads. But we must ensure these rotation programmes include our tech native talent. We should intentionally allocate global rotation lines to local software engineers and data scientists from our transport agencies or companies, deploying them to global tech hubs, like Rotterdam or Silicon Valley. This will cultivate a specialised hybrid workforce that understands both deep code and ship operations. Next, jobs. This extensive focus on platform architecture is fundamentally about safeguarding and upgrading high quality jobs for Singaporeans.”
“While existing support schemes have played an important role in accelerating technology adoption and digitalisation across the sector, a significant proportion of industry expenditure continues to flow towards commercially available solutions developed overseas. Although these technologies can deliver immediate productive gains, they do not necessarily build Singapore-owned intellectual property or create global exportable platforms. In many cases, we have become successful users of technologies whose long-term economic value ultimately accrues elsewhere. To anchor true long-term competitiveness, our funding models can also make a bold shift from subsidising technology adoption to financing proprietary creation. Next, three proposals for technological leadership. To actively transform Singapore from a world-class transport operator into a global transport architect, I have three suggestions. One, shift innovation funding to deep tech software and intellectual property. We can consider allocating dedicated tranches within the MINT Fund, specifically towards the development of exportable Singapore-owned intellectual property alongside existing technology adoption initiatives. These programmes can provide deeper co-investment support to consortia comprising of local universities, startup research institutions and transport operators working to develop bigger, globally competitive platforms. We must try to fund homegrown AI-driven global fleet analytics and end-to-end multimodal routing architectures coded and owned here. When international retailers look for global supply chain software, they should buy Singapore-made platforms, ensuring licensing revenues flow back into our economy. Two, mandate share data standards via a national transport data trust.”
“For many businesses, including our SMEs or other companies operating and managing ships for Singapore, as an example, when a critical machinery anomaly or cargo delays occur at sea, the current process is still highly manual. The crew logs the issue via email or the vessels' planned maintenance system portal and shore coordinators rely on disconnected spreadsheets or personal networks to solve spare parts and reroute assets. This manual approach persist in many SMEs, even though modern ships generate a vast sea of real-time telemetry sensor data every second. Our national research ecosystem, including agencies, such as the Agency for Science, Technology and Research, can support SMEs in developing and adopting AI-driven predictive maintenance capabilities that analyse real-time operational telemetry to identify abnormal equipment behaviour before failures occur. Such systems could support more efficient spare parts planning, minimise unplanned downtime and strengthen operational reliability. Over time, more intelligent inventory management may also reduce the need for vessels to carry excessive on-board spare part inventories while maintaining safety and resilience. Next, re-evaluating our innovation and funding frameworks. The Government has poured significant resources into these sectors through the Maritime Innovation and Technology Fund (MINT). Successive industry transformation maps have pushed for foundational digital standards, sustainable field test beds and basic automated systems. However, our funding philosophies remain too cautious, incremental and focus on short-term software adoption.”
“The stark reality is that many local ship managers, airlines, freight forwarders and logistics operators continue to rely heavily on foreign-developed software platforms for critical operational functions. In shipping, it includes emissions monitoring and regulatory compliance. Operators rely on European systems, like Norway's Kongsberg. The management layer is dominated by Western or North Asian tech conglomerates. For voyage planning and fleet optimisation, the industry defaults to platforms like America's Veson nautical, vessel and asset management and also supply chain visibility in cargo tracking, and in this, the management layer is dominated by Western or North Asian tech conglomerates. Across much of the global transport sector, the highest value software architects, data platforms and proprietary algorithms remain concentrated in major technology centres outside Singapore. In the modern digital economy, physical assets are increasingly becoming commoditised. High margin value flows to those who own the digital platforms, capture data pipelines and control proprietary algorithms. If Singapore remains content with being an exceptional adopter of foreign technology, we risk becoming a low margin highway. The intellectual property and high value decision-making will increasingly sit somewhere else, such as Silicon Valley, Oslo or Shanghai. Next, confronting legacy models and fragmented data. To bridge this gap, we must examine our underlying operations. Singapore holds over 200 international shipping groups and thousands of logistics firms, yet day-to-day workflows remain legacy- and relationship-driven.”
“While the Government's decision to postpone the implementation of the sustainable aviation fuel levy to January 2027 provides airlines with greater flexibility in navigating a volatile operating environment, Singapore must continue balancing sustainably objectives with the need to preserve Changi Airport's competitiveness as a global aviation hub. To strengthen our air hub during periods of crisis, the Changi Airport Group (CAG) or MOT can consider targeted support measures to help carriers manage exceptional operational disruptions, while SIA can continue maintaining the fleet flexibility necessary to redeploy capacity rapidly across regions as circumstances evolve. For the rest of my speech, I will be concentrating on certain issues affecting our maritime and logistics hubs. Next, the strategic vulnerability – the adopter versus creator gap. While handling geopolitical crises requires tactical agility, solving our core structural bottleneck requires a profound policy shift across our maritime and logistics sectors. We are world-class technology adopters. When overseas firms developed advanced cargo hardware or automated systems, Singapore is usually the first to integrate and run them efficiently. Our state-backed operators excel at deploying capital to operationalise foreign innovations. For example, while Tuas Port leads the world in automated fleet scale, its heavy autonomous vehicles and high-power charging architectures are built on large-scale procurements from foreign engineering giants, like Siasun and ABB. But let us ask an uncomfortable question: who owns the core software system?”
“The Maritime and Port Authority of Singapore (MPA) can accelerate strategies to anchor alternative multimodal trade corridors and aggressively diversify our bunkering and energy supply networks away from traditional geopolitical checkpoints. PSA can continually expand its dynamic yard capacity planning and utilise predictive AI tools to act as a reliable shock absorber when global schedules collapse. Next, the air hub space constraints and a rerouting penalty. Parallel to the maritime shocks, extensive air space restrictions across parts of the Middle East have fundamentally reconfigured international aviation. The disruption has affected airline scheduling, fleet deployment and the operational efficiency of several major aviation hubs, like Dubai and Doha. The episode has also demonstrated the value of maintaining a resilient and globally connected aviation hub. As airlines adjusted flight paths and network strategies to navigate operational uncertainties, Changi Airport and Singapore Airlines (SIA) were well positioned to capture the traffic opportunities arising from disruptions elsewhere. This reinforces the importance of operational flexibility and strong airline partnerships so that Singapore remains capable of responding rapidly when competing aviation corridors face disruptions. However, these traffic flows come with operational challenges. Longer routing patterns around affected airspaces increase flight times, fuel consumption, operating costs and carbon emissions.”
“The closure of Hormuz has sent severe shock waves through our maritime transshipment and bunkering operations. First, the immediate halts of outbound crude oil and liquefied natural gas (LNG) from the Persian Gulf triggered an unprecedented global energy price shock. This inflated fuel costs rapidly, introducing extreme price volatility that severely squeezed carrier margins. Second, although primary East-West container shipping routes do not depend directly on the Persian Gulf, the conflict has nevertheless created significant knock-on effects across global logistics networks. Thousands of containers become stranded within affected regional supply chains, reducing equipment availability and disrupting normal cargo flows. As carriers rapidly reshuffled schedules, redeployed vessels and adjusted service networks, major transshipment hubs faced the challenge of accommodating irregular arrival patterns and maintaining operational reliability amid heightened uncertainty. According to MOT, this capacity crunch led to severe vessel branching at the port of Singapore as container lines rapidly reshuffled schedules, omitted regional Middle Eastern port calls entirely and arrived at our berth in unpredictable, highly concentrated clusters. Finally, the crisis has proven that neutral flags are no longer safe. Commercial vessels navigating adjacent routes have faced direct kinetic threats from drone strikes alongside sophisticated cyber threats, like satellite spoofing and global navigation satellite system jamming, driving global maritime insurance premiums to punitive highs. This included a Singapore-registered ship, the Ever Lovely, on 25 June 2026. The lesson for Singapore is clear.”
“For example, value is rapidly shifting to the owners of global vessel tracking networks and automated AI logistic platforms rather than the physical ports they connect. As we debate this Motion on preserving our long-term competitiveness, we must continue to evaluate the structural vulnerabilities underlying our transport hub status. We must actively fight to defend our share of the high value supply chain, ensuring that these digital and analytical segments remain anchored in Singapore rather than losing ground to rival digital hubs. If we focus solely on physical asset efficiency, we risk watching the true values of the global supply chain migrate to digital capitals elsewhere. Next, the geopolitical crucible – regional disputes and hub resilience. Our long-term economic competitiveness cannot be divorced from our immediate geopolitical resilience. The past half a year has thrown our trade dependencies into sharp relief. The severe escalation in the Middle East following the outbreak of hostilities between the US and Iran in late February 2026 has severely disrupted shipping and energy flows through the Strait of Hormuz and shattered hopes of global supply chain normalisation. The crisis has once again demonstrated how quickly geopolitical shocks can reverberate through international trade networks and affect interconnected economies, like Singapore. For the first time in recent memory, global maritime and aviation corridors have faced simultaneous closures. We must look closely at how these multimodal disruptions have impacted Singapore over the past six months to extract vital lessons for our future survival. Next, the maritime hub – energy shocks and equipment contagion.”
“Mr Speaker, I declare that I am a consultant in a law firm which services maritime and logistics businesses. The Motion today calls on this House to affirm the critical importance of strengthening Singapore's long-term economic competitiveness by leveraging international cooperation, frontier technologies and world-class infrastructure to reinforce our position as a globally connected aviation, maritime and logistics hub and to anchor good jobs in Singapore. I start with the standard of competitiveness and the changing horizon. We are not blessed with natural resources, a massive domestic hinterland nor an expansive geographical footprint. Capitalising on our geographical position, continuous investments and sustained developmental efforts since Independence have allowed us to establish Singapore as both a maritime and aviation hub. In 2025, the Singapore Port handled 44.66 million twenty-foot equivalent units (TEUs) of container throughput while the bunkering sectors supplied over 56 million tonnes of marine fuel. Concurrently, Changi Airport has steadily recovered from the severe travel freezes of the COVID-19 pandemic, returning to high volumes of passenger traffic and air freight processing. We are now working on mega projects, such as the Tuas Port and Changi T5. But Mr Speaker, past operational success does not guarantee resilience against future structural changes. The rules of global commerce are shifting. Competition in logistics, aviation and maritime operations is moving away from purely physical throughput towards ownership of the software, data systems and digital platforms that orchestrate these global movements.”
“Thank you, Mr Speaker. I have raised issues relating to the preservation and use of dialects in this House several times in the past, including requests to lift the broadcast ban. Indeed, I am heartened to hear the Ministers speaking on this. In my view, the main competitor to Mandarin today is not dialect, but English. I would like to ask the Government: given that the media is the primary vehicle for youth cultural engagement, whether either Ministry agrees to review the lifting of the 1981 dialect broadcast restrictions to allow meaningful dialect-rich content that connects young Singaporeans to their grandparents, to their family and importantly, to their cultural heritage? And I say this, as I said before, we are reaching a tipping point with an ageing population, younger generation with limited exposure to dialects. And once this culture and heritage die off, there is no way of rebuilding. I would therefore like to ask the Government to really consider putting more effort to work with the clans and other civic groups to promote our dialect heritage. And a question for Senior Minister of State Tan. I do not think you have addressed my Parliamentary Question directly. I would like to ask relating to my Parliamentary Question, a supplementary question: will the Ministry consider establishing a standing institutional arrangement between IMDA and the National Heritage Board (NHB), with regard to a consultation on the heritage aspects for dialect films?”
“Thank you, Speaker, just a quick supplementary question for the Minister of State. Can I seek the Minister of State's confirmation whether there is actually a plan to green roof all the new bus stops from now on?”
“When Singapore officers are deployed at Bukit Chagar in Johor Bahru, Malaysia, do they enjoy the same legal protections and operational autonomy as their Malaysian counterparts enjoy when stationed in Singapore? Furthermore, will the immigration data collected onsite be transmitted back to Singapore via an independent encrypted network to guard against data breaches? Mr Deputy Speaker, notwithstanding the clarifications I have sought, I remain supportive of this Bill. (In English): Mr Deputy Speaker, the success of the RTS Link will be measured not just by the speed of the commute, but by the robustness of the legal and operational safeguards that protect it. We must ensure that this milestone project remains a safe and reliable link for generations to come. Notwithstanding my clarifications, I support the Bill.”
“When Malaysian officers detain individuals within the designated zone on Singapore soil, the Bill stipulates that the handover to Singapore Police must occur "as soon as practicable." During periods of extremely high passenger volume, what constitutes "as soon as practicable" may be difficult to define. I would like to ask the Government whether Woodlands North Station will have sufficient facilities to ensure there is no gap in accountability during the handover process. Second, criminal jurisdiction. The Bill generally gives priority to the destination country in investigating cases. However, if the victim is a Singaporean and the incident occurs on a train bound for Johor, under what circumstances would the Singapore Government cede jurisdiction? We must ensure that the families of victims receive transparent and timely updates. Third, emergency response on the marine viaduct. The rail track spans the Johor Strait. Should an emergency such as a fire occur in the middle of the track, how would the Singapore Civil Defence Force and Malaysia's Bomba delineate their respective responsibilities? Will there be a unified incident commander to prevent confusion during critical moments of a rescue operation? Fourth, immigration clearance for vulnerable groups. While automated clearance gates and QR codes are now widely used, many elderly persons and individuals with disabilities may encounter difficulties with these systems. I hope the Government can assure this House that sufficient manned counters will be retained within the Malaysian clearance zone at Woodlands North Station. Fifth, legal protections for officers and data security.”
“Given that MHA has explicitly looked to the Channel Tunnel model for the RTS Link framework, I wonder whether the Ministry has studied the relevance of their operational experience to our RTS Link, and if it is relevant, whether expected similar operational gaps have been or will be addressed. Six, safeguarding data in inviolable equipment. MHA has noted that Singapore-issued equipment at Bukit Chagar will be inviolable. While the hardware is protected, I seek clarity on the digital data. Will the data collected by our officers in Johor be transmitted via a dedicated air-gapped network back to Singapore to prevent any potential interception vulnerabilities, while operating on foreign soil? Seven, transparency in revoking recognition. The Minister reserves the power to revoke the recognition of Malaysian officer without giving a reason. While I understand the security necessity, may I ask if there is a predefined framework of red flags agreed upon with our counterparts? Maintaining a stable professional relationship between both border forces is critical to preventing operational friction. Mr Deputy Speaker, in Mandarin, please, (In Mandarin): Mr Deputy Speaker, the Johor-Singapore RTS is of vital importance to connectivity between Singapore and Malaysia. The Cross-Border Railways (Border Control Co-location) Bill currently before this House is intended to provide the legal framework for this significant project. The Government has drawn reference from the Channel Tunnel model between the UK and France, where co-location arrangements have improved immigration clearance efficiency. That said, I wish to seek clarification on several legal and operational details. First, detention and handover procedures.”
“Five, substantive reciprocity for Singaporean personnel. According to the Ministry of Home Affair's (MHA's) media release on 7 April 2026, for cross-border incidents, such as an incident that occurs on board a train in transit, the Bill provides that Singapore and Malaysia incident management officers may respond to cross-border incidents on or near trains and railway tracks in Malaysia and Singapore respectively, and that both countries' incident management officers will be accorded powers, rights and immunities for this purpose, subject to limitations; no Singapore officer in Malaysia may make an arrest and no Malaysian officer in Singapore may make an arrest in Singapore. Indeed, for this arrangement to be truly reciprocal, our officers at Bukit Chagar must have the same operational autonomy and protection as the Malaysian officers have in Singapore. For good order, I seek the Minister's confirmation that both the powers accorded and the functional immunity provided to Singaporean officers under Malaysia's RTS Link Act 2026 are substantively identical in scope to the protections we are granting under this Bill. In its media release, MHA also referred to the Channel Fixed Link. A point of friction in the Channel Tunnel model was the disparity in the powers granted to officers operating in the other's territory. I understand that under the Sangatte Protocol, British officers on French soil lacked equivalent powers to domestic law enforcement and could not execute independent arrest, which led to persistent ambiguity regarding the use of force, such as applying restraints, pending French police's intervention.”
“The Channel Tunnel model uses a primary jurisdiction rule to avoid confusion, yet it leaves room for the home country to step in for their own citizens. While my colleague, Aljunied group representation constituency (GRC) Member of Parliament Sylvia Lim will have a more specific query relating to this issue in her speech on this Bill later, I would like to ask the Minister whether he can clarify the specific public interest criteria used to determine when Singapore would waive the jurisdiction, especially if a crime is committed against a Singaporean on a Johor-bound train. We must also ensure a transparent mechanism exists to update victims' families if a case is handed over to foreign authorities. Three, emergency coordination on the marine viaduct. The RTS Link involves a 25-metre-high marine viaduct across the Straits of Johor. Learning from the 1996 Euro Tunnel fire, we know that seconds are lost if emergency responders face jurisdictional paralysis. Under Part 5 of this Bill, how will the division of labour between the SCDF and the Jabatan Bomba dan Penyelamat Malaysia be managed and permitted under the bill during a mid-track emergency? Will there be a single unified incident commander to prevent confusion on the viaduct, and how frequently will joint tabletop exercises be mandated by law? Four, accessibility and inclusion within designated areas. With a heavy reliance on automated e-gates and QR code clearance. We must not overlook vulnerable commuters within the Malaysian designated area at Woodlands North. Will there be a guaranteed minimum quota of manual counters staffed by Singapore officers? This is essential for our seniors and persons with disabilities who may struggle with automated systems in a high-pressure environment.”
“Mr Deputy Speaker, the co-location of CIQ facilities for the RTS Link represents a significant step in the long history of Singapore-Malaysia connectivity. In developing this framework, I believe that the Ministry has looked towards international models like the Channel Tunnel between the UK and France. The 1986 Treaty of Canterbury taught us that for a cross-border rail to succeed, sovereignty must be expressed through clear control zones rather than rigid physical borders. While the Workers' Party supports the principles of efficiency and bilateral cooperation underpinning this Bill, I have several clarifications regarding legal jurisdiction, officer protection and commuter rights. One, the mechanics of custody transfer. The Ministry has stated that Malaysian officers who detain an individual must hand them over to Singapore officers as soon as is practicable. In the Channel Tunnel context, delays in these handovers occasionally led to legal challenges regarding the lawfulness of detention. In a facility designed for 10,000 passengers per hour, practicable is a subjective term. So, what is the physical and operational infrastructure in place at Woodlands North to ensure this transfer happens immediately or as soon as practicable? Will there be a permanent co-located Singapore Police force presence within the Malaysian designated area to ensure there is zero dead time between detention and handover? Two, jurisdiction and the rights of investigation. The Bill establishes concurrent criminal jurisdiction for incidents on trains in transit and along the tracks, with the country where the journey concludes having the primary right to exercise jurisdiction.”
“Thank you, Mr Speaker. Just one clarification for the Senior Minister of State. I thank the Government for acknowledging the gap regarding the software-driven energy degradation and for the commitment to monitor and test when necessary. However, if a software update is found to significantly degrade the energy performance of hardware already in use, what specific enforcement action will NEA take? Specifically, would the registration of those regulated goods be retrospectively revoked and would this result in a mandate for the user to cease usage or for the manufacturer to force a software roll-back?”
“Thank you, Speaker. I thank the Minister of State for his reply. Would the Ministry consider a tiered co-payment model for private providers similar to the EIPIC-P scheme where middle-income families can pay a regulated rate for a fixed number of additional private therapy hours to supplement their child's public intervention? Two, given that EIPIC typically offers only two to four hours intervention weekly, many children may require additional private sessions. Would the Ministry consider allowing the use of the CDA funds for a wider range of accredited private therapies without depleting the basic EIPIC subsidy?”
“Yes, just a quick clarification. I thank the Minister of State for the answers and the details. The feedback I receive is pertaining, especially to making appointments, because there have been instances where foster parents experience appointments being cancelled without their knowledge, and then having to arrive at the hospital unnecessarily wasting their time.”
“Thank you, Mr Speaker. Relating to one issue of co-parenting, I would like to ask will the Ministry consider granting foster parents synchronised access to the child's Health Buddy app? Currently, foster parents have no access to the app and require the cooperation of biological parents. Sometimes, the cooperation may not be given for various different reasons. I believe the Ministry can help to bridge this gap to ensure better healthcare continuity for our foster children, and also better coordination between the foster and biological parents. If it is not possible to grant access across all fostering cases due to the temporary nature of some of the fostering arrangements, then, given that many foster placements last for several years, will MSF at least consider enabling Health Buddy access to at least the longer-term foster parents, for example, those who are at least two to three years or upwards?”
“The Government should provide a "fast track" or simplified procedures and not let cumbersome paperwork hinder businesses from adopting energy-efficient technology. Secondly, the grey areas in the second-hand market. Many residents sell unused appliances or gifts on websites like Carousell. If the legal definitions are unclear, might ordinary citizens become "illegal suppliers" for selling a "non-compliant" gift? We must protect the legitimate second-hand economy. Thirdly, energy wastage caused by software. Many appliances today have their efficiency controlled by software. If manufacturers reduce energy-saving effectiveness through remote updates after selling products or revert devices to high-energy consumption mode because users have not paid software subscription fees, then the original energy-saving registration becomes meaningless. The Government must regulate this "hidden" energy wastage. Fourthly, caring for low-income families. Restricting online purchases of cheap electrical appliances may increase living costs. The Government should increase subsidies under the Climate Friendly Households Programme (CFHP) to ensure vulnerable groups are not excluded because they cannot afford expensive energy-efficient appliances. Deputy Speaker, whilst I have the above concerns, I still support this Bill. (In English): Mr Deputy Speaker, in conclusion, the Workers' Party believes in a green transition defined by transparency and accountability. We must implement changes in this Bill with operational integrity and adjust transition protections that our people and our SMEs deserve. Notwithstanding the clarifications that I have sought, I support the Bill.”
“At the debate for the second reading of the 2017 amendments for the Energy Conservation Act, the then-Minister for the Environment and Water Resources, Mr Masagos Zulkifli, noted that while Energy Conservation Act companies saw efficiency gains of 0.4% and 0.6% in 2014 and 2015 respectively, meeting our climate pledge requires doubling or tripling these rates to 1% to 2% annually, in order to match then-leaders like Belgium and the Netherlands. While the 2017 amendments introduced mandatory management systems and audits, they seem to have stopped short of requiring companies to actually implement these energy saving opportunities they identified, provided they met the MEPS for their equipment. The 2024 amendments mandated the MEPS, which are more prescriptive regarding actual performance levels. So, can I ask the Senior Minister of State to provide an update, for facilities under this regime for over the last decade, what is the actual aggregate energy reduction achieved to date? And is the Ministry confident that the incremental system-by-system mandates will hit our 2030 targets in time? Mr Deputy Speaker, in Mandarin, please. (In Mandarin): [Please refer to Vernacular Speech.] Deputy Speaker, the Workers' Party supports the intent of this Bill. Climate change is an existential threat to Singapore, but in pursuing net-zero goals, we must also balance policy fairness and transparency. Firstly, I am concerned about the burden on small and medium enterprises. I worry that the new "digital deletion" requirements and complex registration procedures will be a "compliance tax" for small businesses with limited resources.”
“In the spirit of Singapore-Australia Green Economy Agreement, and our Asia-Pacific Economic Cooperation (APEC) and Association of Southeast Asian Nations (ASEAN) commitments, will the Minister consider a fast track or deemed compliant registration pathway for own use imports? Such a move would ensure that compliance costs do not inevitably discourage our local enterprises from adopting the latest energy-saving technologies. Next, addressing the exclusion of high frequency goods like lighting. While the Ministry has prioritised larger appliances like refrigerators and chillers for the own-use import regime, it has specifically excluded lighting for the time being. However, the cumulative energy footprint of inefficient lighting imported via direct e-commerce remains significant. A phased approach that leaves out these high frequency items may allow a continued influx of sub-standard bulbs and tubes, which may undermine our overarching goal of reducing aggregate household demand. What is the specific data driven justification for excluding lighting from own-use import regulations at this stage? Furthermore, can the Senior Minister of State provide a definitive timeline or road map for when these and other low consumption but high frequency goods will be included to prevent a prolonged regulatory vacuum? Next, Mr Deputy Speaker, while this Bill closes necessary retail loopholes, we must not lose sight of the bigger picture. Since 2013, our most energy-intensive facilities have been tracking data under this Act, yet for a number of years, the needle on actual efficiency may not have moved much.”
“I am also concerned that the Bill's restrictions on own use e-commerce imports may inadvertently raise the entry price for essential appliances. While high efficiency models offer long-term savings, the upfront green premium may potentially create a financial barrier for lower-income households. We must ensure that these regulations do not unfairly burden those who are currently relying on budget-friendly direct imports. Will the Ministry consider top-ups to the Climate Friendly Households Programme or other social equity measures to ensure lower-income families are not priced out of the appliance market by these stricter import controls? Next, technical and financial barriers of SME compliance. Mr Deputy Speaker, for an SME importing a single piece of specialised industrial equipment for own use, the administrative process of mapping foreign laboratory data to NEA specific registrations can be a significant hurdle. Unlike large retailers who spread these costs over thousands of units, small enterprises face a "compliance tax" that creates a literal barrier to modernisation as such. Without a simplified registration pathway, the potentially high cost and complexity of compliance may pervert the Bill's intent. Local firms may find it cheaper to keep older, less efficient machinery in operation longer, rather than navigating the new regulatory hurdles to import updated high efficiency technology. While the NEA recognises test report for Mutual Recognition Arrangement (MRA)-accredited labs, the actual data submission for single unit imports remains administratively heavy for SMEs.”
“This silent degradation means a building's energy audit may look good on paper, but the software is secretly wasting power. I would like to ask the Senior Minister of State: one, does the definition of regulated goods under the act extend to the firmware and software that control energy consumption? Two, how does the NEA intend to monitor and regulate software driven energy degradation once an item has been registered and cleared for use? Three, will the Government consider a software integrity requirement where manufacturers must declare if their hardware requires a paid subscription to maintain its registered MEPS rating? Next, quantitative, transparency and impact accountability. The proposed amendment in this Bill seeks to encompass own use, imports and digital advertising within the regulatory framework. However, the absence of specific projections regarding expected energy savings or carbon abatement from these suggested additions prevent Parliament and Singaporeans from being able to value the efficacy of these measures or account for their performance. Furthermore, there is a lack of clarity regarding whether the administrative burdens and cost placed upon the public and SMEs are truly proportionate to the actual carbon reductions achieved. While the Bill closes existing regulatory gaps, could the Senior Minister of State provide the specific annual energy conservation targets the Government expects to meet through these new own-use and advertising measures? Specifically, how will these regulations contribute to our national target of peaking emissions at 60,000 kilotonnes of CO2 equivalent by 2030? And what methodology will the NEA employ to track and report these savings to the public? Next, impact on lower-income families. Mr Deputy Speaker.”
“We are certifying the physical engine but ignoring the digital driver. I am concerned that the Bill remains silent on software-driven energy degradation. There is a growing risk that a product's registered efficiency, the very basis of its NEA approval, can be remotely altered post-purchase. This may happen in three ways. First, firmware throttling. Manufacturers can push over-the-air updates that cap performance to protect hardware longevity at the expense of efficiency. In a Tesla battery litigation in the United States, linked to the 2019 Hong Kong incident, Rasmussen against Tesla 2021 and the 2024 Norwegian Court of Appeal case, we saw disputes over allegations that over-the-air updates throttled capacity and charging speeds to manage hardware longevity post-sale. If an industrial battery or EV charger is registered at a certain efficiency, but a firmware update throttles it six months later, the original registration becomes a moot point. Second, the SaaS trap-enforced dilemmitry. Companies, like ABB, now offer an energy optimisation as a service. These AI-driven systems predict load demands for industrial motors. However, how do we prevent the possible scenario that the hardware may revert to a high consumption baseline mode if a local SME stop paying the subscription, even though the physical hardware is perfectly capable of running efficiently? We must ensure that energy efficiency is not held hostage by software subscriptions. Third software bloatware. The US Department of Energy found that heating ventilation and air conditioning systems often prioritise warranty protection over energy savings. If a chiller software detects a minor sensor error, it may default to a mechanical safety mode that consumes 30% to 40% more energy without alerting the owner.”
“This Bill expends the act to cover goods imported for own use. While this certainly closes a loophole for traders, it creates a grey area for individual consumers. Many Singaporeans often sell items on online platforms, like Carousell, that are almost brand new, perhaps a gift they cannot use, or a high-end appliance bought for a renovation that was later aborted. Under this Bill, if a resident imports a non-compliant appliance for own use, but later decides to sell it because they have a change of mind, will they suddenly become an unregistered supplier subject to prosecution? I have three specific clarifications for the Senior Minister of State. First, the scope of marketplaces. Are all listings on peer-to-peer sites, like Carousell, now subject to these digital removal laws? If so, how will the NEA distinguish between a genuine second-hand sale by a resident and a commercial trader masquerading as individual to offload non-compliant stock? Second, the evidentiary threshold. What criteria will NEA officers use to prove deliberate evasion versus a genuine change of mind? Without clear guidelines, we risk a situation where an innocent individual selling a gift is caught under the same heavy penalty framework as a rogue trader. Third, protecting the gift economy. How does the Bill apply to those who receive an imported appliance as a gift and wish to sell it? We must ensure that our drive for energy efficiency does not inevitably criminalise the legitimate second-hand gift economy. Addressing the software defined energy gap. Mr Deputy Speaker, while this Bill focuses heavily on regulated goods as physical hardware, we must acknowledge that in 2026, energy efficiency is increasingly governed by software.”
“Mr Deputy Speaker, the Workers' Party supports the intents of this Bill. Climate change is an existential threat to our island nation. As I argued during the Budget debate in February, our transition to net zero must be backed by rigorous effective action that is both technically sound and socially just. We must ensure that our green ambitions do not inevitably place an unfair burden on our small and medium enterprises (SMEs) and lower-income citizens. Addressing the digital removal of SME listings. Mr Deputy Speaker, I would first like to turn to the new provisions regarding the digital removal of non-compliant products from online platforms. While we must prevent the entry of energy-guzzling appliances into our market, we must consider the SME squeeze in the e-commerce space. Unlike large multinational corporations with dedicated compliance departments, our local SME retailers often lack the resources to navigate complex technical test reports for every niche product they list. If a listing is flagged and digitally removed due to a documentation error or a delay in NEA registration, the loss of sales momentum and search algorithm ranking can be devastating for a small business. How will the Ministry ensure that these digital enforcement powers do not unfairly penalise local SMEs, who may inevitably fall victim to automated take-down algorithms? Will there be a grace period or a simplified verification pathway for local micro-enterprises to ensure they are not crowded out of the digital marketplace by larger players with deeper pockets for compliance? Next, ambiguity in the circumvention threshold for consumers. Mr Deputy Speaker, I would also like to raise a concern regarding the new section 78, which targets the circumvention of registration requirements.”
“Thank you, Speaker. I would like to ask a Ministry of Transport (MOT) officeholder to answer my Question No 60. Essentially, my question relates to what is the impact of the Middle East conflict on Singapore's air and sea freight, and our transport hubs; we being key maritime and air hubs. I am grateful that Minister of State Murali has given some answers on the air hub. I wish to declare my interest as a consultant in a shipping law firm. I have one supplementary question relating to the air hub and this refers to the deferral of the sustainable aviation fuel levy. While the pragmatic pause responds to current geopolitical volatility, how is the Ministry working with our SAFCo to secure a long-term fixed-price sustainable aviation fuel supply contracts that might insulate our aviation hub's decarbonisation timeline from fossil fuel price spikes and regional instabilities?”
“Thank you, Speaker. Just a clarification. Will the Government be represented at the upcoming hearing, bearing in mind the submission deadlines?”
“Thank you, Mr Speaker. In light of the Minister of State's reply just now, can I ask whether the Government is able to reply to my written Question No 67, and update on whether the Government will be represented at the upcoming public hearings for the US Trade Representative's investigations into overcapacity and forced labour under Section 301?”
“I suggest that the authorities should establish progress indicators or consider implementing a performance bond system to ensure that coastal defence works can be completed on schedule. Third, regarding natural heritage and public spaces. I am concerned with the upcoming Coastal Protection Code of Practice – how it will balance the hard engineering standards with ecological protection. I hope that the Code will adopt nature-based solutions, such as mangroves and adopt designs for transient floodable areas, ensuring that while strengthening coastal defences, the public can still continue to enjoy precious waterfront spaces. Fourth, as we strengthen our coastal defences, we must never sacrifice kampung heritage or cultural landmarks for the sake of engineering efficiency. I suggest incorporating cultural heritage assessment into the engineering process, so that while protecting our land, we can also safeguard the collective memory of Singaporeans. Although I have the above concerns, I support this Bill. I hope that through strict supervision, we can protect our coastline and also the long-term interests of all Singaporeans. (In English): In conclusion, Mr Deputy Speaker, climate adaptation is a marathon that requires every stakeholder to stay the course. We must ensure our framework can withstand economic fluctuations and business exits over time. By implementing tighter supervision and clearer financial safeguards now, we protect not just our coastlines but the long-term interest of all Singaporeans. Notwithstanding my clarifications, I support this Bill.”
“Finally, while this Bill interacts with the Coastal and Flood Protection Fund, it lacks a mandate for detailed Parliamentary reports on how the $5 billion is prioritised or expended. For greater transparency on fund usage and decision-making, I hope the Government will consider tabling an annual coastal resilience report detailing Coastal and Flood Protection Fund disbursements and progress across both public and private sectors. May I also ask how much of this Fund is being tagged for the initiatives under this Bill once passed? What is the public-private split in the expenditure? Mr Deputy Speaker, in Mandarin, please. (In Mandarin): [Please refer to Vernacular Speech.] Mr Deputy Speaker, I support the principles of this Bill. However, I do have some concerns regarding the implementation. First, industrial lesses with shorter lease terms. I understand that the Government will provide financial and technical assistance to landowners, but the specific details have not yet been announced. So, I would like to ask the Minister whether there are many affected private lessees who currently have remaining lease terms of less than 10 years. Given that the sea wall construction is expensive, I am concerned about whether these businesses can obtain sufficient support to ensure that their operations are not negatively affected. At the same time, I am also concerned about how to avoid businesses pulling out early due to unviable investments, thereby leaving gaps in our line of defence. Second, project supervision and insolvency risk. While the 10-year timeline is long enough, I am concerned about how we can prevent project delays due to businesses having insufficient financial resources or going bandkrupt.”
“May I also ask the Government to consider appointing one or a few specialised contractors to carry out the defence projects on behalf of all the owners and lessees at a reduced price based on bulk contracts, possibly grouped in different geographical zones, where the ground conditions may be different. This will also ensure that the contractor or contractors appointed will have the right expertise, experience, common understanding of each area and also economies of scale for the lessees, for the landowners. Mr Deputy Speaker, the Bill mandates that landowners comply with the standard set out in the upcoming Coastal Protection Code of Practice. While this code will provide the technical blueprint for our defences, we must ensure that these structures can complement and even enhance our natural environment and heritage. I would like to ask the Minister to clarify how the code will formalise the integration of nature-based solutions such as mangroves and hybrid revetments, and how the designation of transiently floodable areas will be utilised to preserve uninterrupted public access to our waterfronts. Will the Government consider requiring the Code of Practice to mandate a nature-first visibility assessment before landowners are permitted to resort to traditional concrete seawalls? Mr Deputy Speaker, our coastal protection efforts must be more than just an engineering success against rising waters. Even as I expect many of the current sites affected by the Bill may already be in use for industrial and commercial purposes, if there are segments containing any significant heritage value, the Government should have appropriate heritage assessment mechanisms to decide how any such historical markers can be suitably preserved and protected.”
“We must ensure that a continuous line does not suffer from fragmented tenures. Mr Deputy Speaker, the 10-year lead-time provided is not necessarily a short runway, but it also creates a regulatory blind spot. What happens if a lessee fails to complete construction before giving up the lease? If a waterfront company runs into financial problems or go into liquidation and is not able to build or to complete the construction, we may also be left with a public safety risk that neighbours cannot fix alone. How will the Government intervene in such a situation? Separately, will the Government require performance bonds from private lessees to ensure funds are available to complete the project if the state or another state-appointed entity is required to complete the works required? Further, how will liability be transferred if a plot is returned to the state midway through the 10-year notice period? Next, under the Bill, the landowner or lessee has 10 years to complete the coastal defences requirement. How would the Government supervise and ensure timely construction commence and completion within the 10-year period? Is the Government considering implementing mandatory construction milestones? Does the PUB have step-in rights to take over any lagging project and charge the cost back to the owner before the 10-year window expires? Would there be onsite supervision by PUB to ensure project milestone completion? How do we ensure that lessees account for their lack of action or delay?”
“I would also like to ask the Minister to give us an indication of, among the non-state entities-related owners or lessees, the number or ratio of the non-Government entities or non-Government-linked corporations who are owners and lessees, be they individuals, Management Corporations Strata Title (MCSTs), clubs or other non-business or non-state entities. I also like to ask whether there are any industrial lessees who may have shorter remaining tenures from now, for example, less than 10 years. If so, how many of such companies are we looking at? It would be a significant financial burden to ask a company with only or less than 10 or even 15 years left on their lease to invest in multimillion-dollar seawalls. We also told that the Government will provide financial and technical support. The Minister mentioned grants. Can the Government elaborate with some detail the financial support, that is, the grant details as well as the technical support it is giving under the new law, including the level of support? How would the packages work for multinational companies (MNCs) as well as small and medium sized companies (SMEs)? Equally, how do we ensure that the non-commercial entities are adequately supported under this Bill? Can the Minister provide a definitive timeline for the announcement of the financial support grant framework? Will there be tiered subsidies, specifically for local SMEs who may lack the cash reserve for major Government-linked Corporations and MNCs? Will the financial support mentioned be a one-off grant at the onset or will it help SMEs and MCSTs cover the recurring costs of specialised maintenance? Further, will the Minister also consider a framework where lease extensions are tied to coastal protection investments?”
“Mr Deputy Speaker, the Coastal Protection Bill represents a landmark shift in how we defend our island nation against the slow onset threat of rising sea levels. As a low-lying nation, we cannot afford to wait. However, as we move from planning to legislation, we must ensure that the continuous line of defence we build is not merely an engineering success, but one that is socially and fiscally responsible. Our legislative framework must also be robust enough to manage the complexities of land tenure, private sector compliance and the preservation of our national identity. Sir, Deputy Speaker, we are told that the Government will implement most of the coastal defence measures, given its ownership of 70% of the shoreline. Private owners and lessees who hold the remaining sections will need to implement their own coastal protection measures. Under the proposed legislation, private landowners and lessees are responsible for installing and upholding coastal protection structures. Authorities have clarified that owners will receive a minimum of 10 years' notice to carry out these works, with specific deadlines tailored to the findings and progress of individual site studies. It appears that landowners have the autonomy to choose protection strategies that align with their specific requirements and conditions, enabling them to integrate coastal defence works into their existing and future development schedules, ensuring both flexibility and efficiency in implementation. Mr Deputy Speaker, I support this flexibility.”
“Thank you, Mr Speaker. I thank the Minister of State for his answers. I have different supplementary questions for Question Nos 5 and 6 respectively. For Question No 5, I would like to ask the Minister of State, will the Government consider a circular economy export office to specifically bundle our water recycling and waste to energy technologies, like Tuas Nexus, as a single high value export for the growing cities in ASEAN and beyond in Asia? Second supplementary question, for Question No 5. Is MTI actively marketing Singapore's integrated cooling plus water recycling solutions to regional digital hubs like Johor and Batam, to ensure our firms capture the spillover infrastructure demand from Singapore's own land constraint? Finally, for the third supplementary question, given that water is often a sovereign municipal issue overseas, will the Government use more government-to-government platforms to pre-qualify or support Singapore water technologies in emerging markets? For Question No 6, Mr Speaker, my supplementary questions are as follows. One, will MTI introduce a sovereign project bond or risk sharing mechanism that allows Singapore water firms to bid for larger scale overseas desalination projects with the financial backing of a, so called, Team Singapore guarantee? Second supplementary question, will the Government allow for more export oriented test bedding within PUB facilities where the primary goal is not just local water security, but providing the firms with a globally recognised reference track to win overseas tenders?”
“I thank the Minister for his reply. I just have one supplementary question. Would the Government be seeking clarification with the Israeli counterparts to verify the allegations as reported in the press?”
“Thank you, Chairman. I am not sure that my cut on covered linkways for condominiums has been adequately addressed. Could I just ask for Minister of State to address the questions specifically regarding those situations where the condominium needs assistance for a covered linkway, including in a no man's land situation to connect them to the nearest bus stop? And also my suggestion that URA and LTA mandate at the planning permission stage that developers provide shelter connectivity to the nearest public transport node?”
“If the goal is to encourage public transport usage and climate-proof our infrastructure, the last mile should be treated as a single continuous journey. To resolve such situations, I have three specific proposals. First, can we institutionalise connectivity at the design stage? When the Riverfront Residences condominium at Hougang was built, the authorities allowed the developer to build covered linkways to the nearest bus stops. This can be made a standard requirement where covered links are planned upfront and not added later as fixes. Can URA and LTA mandate at the planning permission stage that developers provide sheltered connectivity to the nearest public transport nodes, including such covered access from each condominium side gates, or include this in the development control handbooks to guide developers on ensuring upfront connectivity by design? Second, for existing condominiums like Parc Vera, can we start working on a bridge-the-gap framework, with coordinated co-funding or facilitation scheme? Third, can the Government assign a lead agency for connectivity? If a Management Corporation Strata Title is willing to pursue a walkway that serves a clear public connectivity purpose, the Government should provide a streamlined one-stop shop approach by an appointed agency for funding and approvals. This could be under URA, Building and Construction Authority or LTA. Inclusive Public Transport for Families”
“Mr Chairman, I have filed this cut originally for the Ministry of National Development, but it was directed to MOT. The vision of a car-light Singapore must require a seamless and sheltered first and last-mile experience for every Singaporean. The Government has made meaningful progress, but more can be done. In July 2025, 176 residents at Parc Vera Condominium at Hougang Street 32, submitted a petition for 80 metres covered walkway linking its rear side gate to an existing HDB covered linkway. The rear side gate links to an open footpath, which doubles as a covered drain and is heavily used by its residents, as it connects to the HDB covered linkway en-route to the nearest bus stop at Block 1, Hougang Avenue 3 – a few minutes walkaway. 4.15 pm For the elderly and families with young children, this path is the most efficient way, yet poses challenges to them during heavy rains. I wrote an appeal on the condominium's behalf to LTA. Attempts to request to construct the covered walkway have been challenging. While the land is under PUB, they do not build covered walkways. The LTA does not entertain requests for its last-mile connectivity plans if they fall outside 800 metres of a MRT station or 400 metres of a bus interchange and not along a MRT managed road. Lastly, the Town Council has no jurisdiction to spend funds on projects that do not primarily benefit HDB residents. The request has been assessed primarily through agency boundaries rather than commuter experience. This is a systemic no man's land problem. Why should a resident's ability to reach public transport under cover depend on whether the ground or the drain beneath their feet is managed by HDB, LTA or PUB?”
“In previous years, MOT pointed to chargers being available in the vast majority of HDB carparks. We are now in February 2026 and while the "coverage" is higher, the "quality of access" remains unequal across our estates. The Ministry's primary defence for the current pace of scaling is that the average utilisation rate remains low. However, "average" utilisation is a misleading metric that may mask peak-hour reality. For the HDB resident returning home at 9.00 pm, a low "average" rate is cold comfort when all three charging lots in their multi-storey car park are occupied. More crucially, we must scale up now for the eventuality that most vehicles in our carparks will be EVs – a goal we should strive to see earlier, in line with our 2030 and 2040 goals. If registrations continue to rise, when will "scaling up" reach all our heartland carparks? Furthermore, there is a "two-speed" transition occurring. Residents in newer BTOs often have more access to higher-power chargers, but many mature estates remain stuck with slow 7.4 kW chargers. I would like to ask the Minister: What is the specific peak-hour utilisation threshold that triggers the installation of additional chargers in HDB car park? When will MOT commit to a "mature estate fast-charge" mandate to ensure residents in older estates including in some parts of Hougang, are not left behind? And finally, how will MOT intend to mandate "idling fees" across all public charging operators to prevent lot-hogging? Preparing for More EVs Roll-out”
“I am sorry about that Chairman. Chairman, so in my cut, I have asked, instead, for MND to require a mandatory baseline and functional assessment and institutionalise mandating an EIA. So, go directly to having a baseline study for all forested plots, regardless of whether it is primary forest or brownfield sites and have EIA for these sites, rather than to have what the procedure that was carried out in the case of the Lorong Halus bus depot.”
“Sir, I am going to explain now, exactly what you have suggested.”
“Yes, I am going to put this as a point for Minister of State Alvin.”