Josephine Teo
Singapore
“The Government's risk-calibrated approach to data security in artificial intelligence (AI) systems was explained in a written reply, given on 9 January 2024, to related questions asked by Dr Tan Wu Meng and Mr Gerald Giam.”
“Access to frontier models is helpful for specific use cases, such as advanced research and cybersecurity. However, these form a small proportion of artificial intelligence (AI) demand. For most industry, Government and research uses, capable models are already available.”
“The Government tracks the development of technical standards for identifying artificial intelligence (AI)-generated content, including watermarking and digital provenance approaches, as part of broader efforts to manage AI-related risks.”
“Upon receiving a valid report of intimate image abuse, the Commissioner of Online Safety is empowered by law to direct Online Service Providers (OSPs) to disable access by Singapore users to the specified harmful online material. This direction may be extended to cover identical copies found on the platform.”
“The Government is committed to keeping children safe online. We have announced plans to extend age assurance requirements to designated social media services, including requiring platforms to keep users under 13 off their services.”
“Under the Online Safety (Relief and Accountability) Act 2025, the Commissioner of Online Safety is empowered to issue directions to platforms to remove specified harmful content, including intimate image abuse.”
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“Today, a relatively small proportion of infants, 8%, are enrolled in centre-based infant care, but the satisfaction levels of these parents are as high as those whose infants are cared for at home. The Early Childhood Development Agency (ECDA) will meet the growing demand for centre-based infant care by increasing capacity to over 8,000 places in the next few years. The increased capacity will provide for around one in five newborns. Minister Tan Chuan-Jin will share more. While we ramp up capacity, we will, at the same time, maintain quality. The new Early Childhood Development Centres Bill, which was passed earlier this week, will help ensure greater consistency and standards across the whole sector. Childcare service provision has expanded considerably. I wish to assure Dr Lim Wee Kiak that ECDA also recognises the importance of matching supply to demand and will seek improvements in this area. Dr Lim Wee Kiak and Ms Tin Pei Ling have pointed out that some families still prefer their infants to be cared for at home and asked how we might strengthen support for home-based care. It is a valid point. It is, therefore, heartening that NTUC's SEED Institute, which has trained many of our early childhood educators, will now look at sharing their expertise to help train domestic helpers. SEED has collaborated with healthcare professionals from KK Women's and Children's Hospital to pilot an infant care training course for domestic helpers employed by families with young infants. The course will equip these domestic helpers with the basic know-how to care for and interact with infants, with a focus on safety and hygiene, which are the key concerns of parents.”
“So far, it has benefited about 2,000 families, and 400 babies have been born to families living in PPHS flats. Later in the debate, Minister Lawrence Wong will outline plans to provide some BTO flats with shorter waiting times. We will also share plans to enhance the PPHS to help more couples who want to live on their own while waiting for their BTO flats, including improving their affordability, as Mr Darryl David had hoped. For couples who do not wish to wait or prefer to live near their parents, a good option is resale flats which about 20% of all first-timers have bought. At the Budget Speech last week, the Finance Minister announced enhancements to the CPF Housing Grant. Couples buying resale flats can, henceforth, enjoy up to $110,000 in grants. With shorter waiting times, more accessible PPHS flats and higher resale grants in place, more couples will be able to enjoy a place of their own faster. But I urge couples not to delay planning as a result. There are many worthy pursuits in life and, if marriage and parenthood are to feature at all, they have to be prioritised earlier rather than later. As I have said before, please do not wait till it is too late. Second, let me turn to pre-school. It is an area in which we will strengthen support for parents − childcare and, particularly, in the care of infants. Today, many infants up to 18 months old are cared for at home by family members. This is usually the mother or grandparent, sometimes with support from a domestic helper. However, as Dr Lim Wee Kiak noted, more women and grandparents are entering or remaining in the workforce. This is a positive development which adds to the vibrancy and depth of experience in our economy. But it also means a growing need for care of infants outside of homes.”
“These are: faster access to public housing; more affordable and quality pre-school services; and greater workplace and community support. 4.30 pm At this COS, we are announcing a package of enhancements that are a significant boost to family formation for Singaporean millennials. Together with the parental leave enhancements that will take effect this year, these measures will help young Singaporean couples get a place of their own earlier, have better peace of mind in caring for their babies and enjoy better workplace and community support in their parenthood journeys. We expect the enhancements to benefit about 25,000 families annually. Let me start with housing. Due in large part to the success of our public housing programme, many couples now aspire to own their own homes before they start a family. We support this aspiration through several policies. For example, the Parenthood Priority Scheme (PPS) gives priority allocation of new flats to first-timer married couples who are already parents but the PPS also offers the same benefit to couples who are not yet parents but are expecting a child. Last year, first-timer PPS applicants were twice as likely to be successful in their BTO and SBF flat applications as compared to first-timer non-PPS applicants. Over 80% of first-timers buy new rather than resale flats. Today, the average waiting time for BTO completion is three to four years which Ms Tin Pei Ling noted. If these couples need their own place urgently, the Parenthood Provisional Housing Scheme (PPHS) provides interim rental housing at below market rates. As pointed out by Mr Darryl David and Ms Tin, PPHS has, indeed, been a helpful scheme for parents.”
“In 2016, 22,102 Singapore Citizenships and 31,050 Permanent Residencies were granted. The vast majority of adult new citizens have lived in Singapore for five years or more prior to naturalisation, contributing to Singapore society in various ways. Members will note that with this pace of immigration, we are just maintaining and not growing the citizen population in the prime working ages. This is also why we place priority on making Singapore a Great Place for Families, where young Singaporeans feel confident that marriage and parenthood are achievable, enjoyable and celebrated. This will be the main focus of my response to Members' cuts. Last year, we had 23,873 citizen marriages, an increase from our Golden Jubilee Year. Citizen births fell slightly to 33,161, even though I know some Members of the House have done your part. Thank you very much. However, this slightly lower figure is still slightly higher than the average in the past 10 years of about 32,000 babies. Our Total Fertility Rate (TFR) fell to 1.2, from 1.24 a year ago, due in large part to a larger cohort of young Singaporeans who are now entering the peak childbearing ages of 25-39 years, but who have not yet started having children. Mr Vikram Nair asked about the attitudes of young Singaporeans who are approaching the peak marriage and parenthood ages. He will be pleased to know that Singaporean millennials − those in their mid-teens to early 30s − still have strong aspirations to marry and start families. According to our survey last year, 83% of single millennials want to get married. Among married respondents, 92% want to have at least two children. We have identified three key areas which will help Singaporean millennials turn these aspirations into reality.”
“A recent article in The Economist suggested that these countries may, in time to come, need millions of immigrants to bring about a better population balance. However, as Assoc Prof Fatimah Lateef alluded to, immigration is a sensitive matter that has to be carefully managed. It is not, and must not, be a numbers game. Besides achieving a better population balance, we must consider the ability of new citizens to assimilate into our Singaporean family, which is itself increasingly diverse in origin and outlook. Because of this, we conduct regular reviews of our immigration framework. All PR and citizenship applications are assessed carefully and holistically. For example, we take into account various markers of social integration, including the applicant's family ties to Singaporeans, their family profile and length of residency in Singapore. We also consider the applicant's economic contributions, qualifications, age and other relevant factors. We encourage all who wish to join the Singapore family to engage with and participate actively in their local communities, but this should not be done purely as a means to obtain citizenship. All new citizens participate in the Singapore Citizenship Journey (SCJ), which Mr Leon Perera talked about. Mr Perera knows, as well as I do, that there are no restrictions as to which constituency new citizens can live in and which political parties they can associate with. For all citizens, we leave the decision to individuals whether and which political parties they wish to learn more about. If this is how new citizens feel they can integrate into Singapore society, they are free to do so. In any case, keeping in mind the importance of integration, the Government kept the pace of immigration stable.”
“Mdm Chairman, I thank Members for their insightful suggestions and questions. Deputy Prime Minister Teo spoke about managing our strategic resources, and there are none more precious than our people. At Strategy Group in PMO, we work closely with agencies to bring the Government together on our national priorities, including to achieve a sustainable population and to strengthen our Singapore Family. Our key priority is to provide strong support for marriage and parenthood. At the same time, we welcome those who are committed to Singapore and are able to contribute to society as new residents. There are about 2.2 million citizens today in the prime working ages of 20 to 64 years. Without immigration, the size of this segment of our population will fall by close to 10%, or about 200,000 by 2030. With current immigration rates, we are able to maintain the size of the citizen population in the prime working ages at about 2.1-2.2 million. Members will agree that the composition of our population matters as much as size. One useful indicator is the Old-Age Support Ratio (OASR) which refers to the number of working-age citizens for every citizen aged 65 years and above. Our OASR will decline from five today to two in 2030. This is the decline with current immigration rate. Without immigration, the decline would be steeper. A diminishing OASR has serious implications, including on the economic vitality we hope future generations of Singaporeans can enjoy. But this is not a challenge unique to Singapore. Besides Japan and South Korea which are also ageing rapidly, China will see its OASR halved from 7.1 in 2015 to about 3.6 in 2030. Our closest neighbour Malaysia and Thailand will similarly see sharp declines in their OASRs.”
“Mdm Speaker, I beg to move the amendment* standing in my name, as indicated in the Order Paper Supplement. *The amendment reads as follows: "In page 64, line 30: to leave out 'of' where it secondly occurs, and insert 'or'". [(proc text) Amendment agreed to. (proc text)] [(proc text) Clause 61, as amended, ordered to stand part of the Bill. (proc text)] [(proc text) Clauses 62 to 72 inclusive ordered to stand part of the Bill. (proc text)] [(proc text) Bill reported with amendments; read a Third time and passed. (proc text)]”
“Mdm Speaker, I beg to move the amendments* standing in my name, as indicated in the Order Paper Supplement. *The amendments read as follows: "In page 57, line 31: to leave out '(2)', and insert '(3)'." "In page 58, line 6: to leave out '(2)', and insert '(3)'." [(proc text) Amendments agreed to. (proc text)] [(proc text) Clause 53, as amended, ordered to stand part of the Bill. (proc text)] [(proc text) Clauses 54 to 60 inclusive ordered to stand part of the Bill. (proc text)] Clause 61 −”
“I wish to thank him and the Panel members in advance and look forward to hearing their recommendations for improvement in good time. Over time, I believe we can build a stronger culture of safety and graciousness. It will not happen overnight but, with determination and a willingness to adjust the rules, the benefits of active mobility can become widely available for all Singaporeans to enjoy. Mdm Speaker, I beg to move. [(proc text) Question put, and agreed to. (proc text)] [(proc text) Bill accordingly read a Second time and committed to a Committee of the whole House. (proc text)] [(proc text) The House immediately resolved itself into a Committee on the Bill. – [Mrs Josephine Teo]. (proc text)] [(proc text) Bill considered in Committee. (proc text)] [Mdm Speaker in the Chair]”
“We should also step up on our plans to build more public infrastructure so that it will be more convenient for users to park, use and store their devices. In the next few years, LTA will build more bicycle parking lots island-wide. At present, we do not have storage facilities specifically designed for PMDs. However, PMDs tend to be small and light, and most users carry them around. With the number of PMD users increasing and more varieties of PMDs becoming available, we will consider adding appropriate storage facilities for them. Besides this, Mr Ang Hin Kee also stressed the importance of increasing safety awareness among the public. I fully agree with this and I urge all Members to help spread the message of our new rules and regulations and encourage more residents to join our team of active mobility volunteers. I thank all Members for supporting this Bill. In the next few years, MOT and LTA will closely monitor the increasing usage of active mobility devices and continuously refine our rules and regulations based on public feedback. (In English): This Bill seeks to ensure that safety on our public paths is not compromised, even as we encourage active mobility. I would like to thank Members for their constructive feedback and valuable suggestions. We will keep an open mind and continue to review our rules. As I noted earlier, this is unlikely to be the final set of regulations for active mobility. Parliamentary Secretary Assoc Prof Faishal Ibrahim has kindly agreed to continue to lead the Active Mobility Advisory Panel. He has told me that he is keen for the Panel to look further into the many thoughtful suggestions raised by Members today and other members of the public.”
“It has conducted engagement sessions with community leaders, retailers and interest groups, so that they can help spread the safe riding message. Following the passing of the Bill, the rules will be publicised widely through easy-to-understand infographics, which I distributed earlier, and disseminated through newspaper advertisements, social media, as well as pamphlets and posters. LTA is also working closely with major PMD retailers to educate consumers. Mr Henry Kwek helpfully suggested a number of mass media and social media platforms to publicise our messages. We will explore these options. We have also enlisted the help of volunteers under our Active Mobility Patrol scheme, who have been patrolling neighbourhoods to spread the message of safety. We already have the support of 37 constituencies and one non-government organisation which, together, have rallied some 600 volunteers. I hope to count on your support to expand these efforts. Before closing, I will briefly respond in Mandarin to comments made by Mr Ang Hin Kee. (In Mandarin): [Please refer to Vernacular Speech.] Mr Ang Hin Kee has raised several valuable suggestions. We should, indeed, regulate importers and retailers of PABs and PMDs strictly; and we should punish those retailers that sell non-compliant devices and workshops that illegally modify devices to ensure that motorised devices used in Singapore meet our safety standards. We treat all sellers equally; however, it is more challenging to enforce against overseas online retailers. Nevertheless, we will mete out stiff penalties to those who buy non-compliant devices and use them on public paths in Singapore, as deterrence.”
“In addition to on-road accidents, we will also keep track of off-road accidents, to better study trends and make adjustments to the rules and penalties as necessary. Mr Louis Ng asked how cyclists, PMD users and PAB users would know their speeds. They can purchase a speedometer for their devices or download free or low-cost mobile apps that function as speedometers. Some devices also come pre-installed with speedometers. But I should add that, if in the first place they did not buy a non-compliant device, the risk of violating the speed limits is low. Notwithstanding the speed limits, cyclists, PMD users and PAB users should always put safety first; they should make it a habit to be cautious, especially in crowded areas, and dismount whenever and wherever necessary. They will do well to remember what Mr Kok Heng Leun reminded us earlier − his comments about civility. Several Members asked whether we should require users of motorised devices to attend compulsory road safety courses and to educate active mobility users on basic road safety. This is a good suggestion. We will introduce the Safe Cycling Programme this year to educate cyclists and PMD users on safe practices, proper use of active mobility infrastructure, and the new rules and code of conduct. Offenders of compoundable offences, such as reckless riding, may also be required to attend the Safe Cycling Programme as one of the conditions of composition. Miss Cheryl Chan and Mr Dennis Tan suggested that the Government step up and sustain our education efforts. We agree and we have introduced many initiatives to educate the public about safety. For example, LTA launched the Safe Riders Campaign in April 2016 to raise awareness about safe and gracious sharing of paths.”
“To complement their efforts, LTA will examine how best to deploy technologies, such as speed guns and CCTV cameras. Our officers will also be supported by more than 600 volunteers from the grassroots, whose enforcement powers include documenting photo and video evidence and obtaining personal particulars from suspected offenders. These volunteers will be trained on the scope of their enforcement powers, how to record evidence, as well as key communication skills, which Assoc Prof Randolph Tan spoke about, such as how to engage errant cyclists and PMD users and educate the public about safe behaviour while riding on public paths. Mr Zainal Sapari suggested imposing harsh penalties for active mobility users riding under the influence of alcohol. Let me be absolutely clear that we have zero tolerance towards such irresponsible behaviour. Users found cycling or using PMDs and PABs under the influence of alcohol on public paths will be charged for reckless riding and are liable upon conviction to a fine not exceeding $5,000 or imprisonment of up to six months, or both. Mr Sitoh Yih Pin suggested imposing higher penalties for recalcitrant offenders for deterrence. We agree and the Bill stipulates significantly higher penalties for repeat offenders. For example, those caught repeatedly for speeding on public paths are liable to a fine not exceeding $2,000 or imprisonment of up to six months, or both. This is twice the penalty for first-time offenders. While Mr Henry Kwek commented that imprisonment may be a harsh punishment, in some cases, this may be justified, as the offences could lead to injury or even death. The Courts will decide on the sentencing based on the facts of the case.”
“Let me be very clear that online retailers are subject to the same rules, but also acknowledge that there are practical challenges in enforcing against them, especially those that are not based in Singapore. Nevertheless, we will enforce strictly against the users of non-compliant devices on public paths. Those found using non-compliant devices on public paths are liable, upon conviction, to a fine of up to $5,000, or three months of imprisonment, or both. Non-compliant devices are also liable to seizure and forfeiture. The harsh penalties serve as a deterrent against buying these devices, whether from online or brick-and-mortar shops. For consistency and protection of all path users, we cannot offer a one-off amnesty to existing non-compliant devices. I hope Mr Dennis Tan can support such a stand. Clauses 26 and 27, the intention is really not to impose cost but to share responsibility and ensure that private developers as well as building owners take ownership of the signages and the way-finding. In addition, they are quite similar to existing requirements that the Building and Construction Authority and the Urban Redevelopment Authority impose. So, there is nothing very new about it. Many Members, including Mr Dennis Tan, have called for strong enforcement, and asked how LTA plans to step it up. LTA's enforcement officers target hotspot areas, such as near crowded bus stops and traffic junctions, where there is high interaction pedestrians, cyclists and PMD users. LTA officers are also deployed in response to public feedback about problem areas. Currently, we have a team of 16 Active Mobility Enforcement Officers and this will be increased progressively.”
“I should first point out that clause 34 clearly bans the sale of non-compliant devices for use on public paths, and this provision applies to all commercial sales, which Mr Ang Hin Kee supports. As Mr Ang Hin Kee correctly points out, sellers have a duty to educate buyers. Clauses 33 and 34, therefore, require sellers to prove they have advised buyers accordingly. This is part of their duty to educate the public. The objective of clause 30, which makes it an offence to openly display non-compliant PMDs, is to target those who attempt to retail such devices directly to consumers. It does not apply to one-off sales, such as the sale of a second-hand device from one individual to another, or wholesale trade, as devices sold through these channels may not be intended for use on our public paths. Clause 20, which Mr Dennis Tan sought clarification on, gives the Government flexibility to, except certain devices from the roads if they merit exception as new models emerge. We have no plans to do so but the flexibility is there. There was a question: why do we not simply ban the importation of non-compliant devices? I can understand that our instinct is to say just ban it; make it easier, straightforward. But firstly, there is no reason to ban the use of such non-compliant devices on private property on private land. It is not likely that many people will do so but if, indeed, there are people who want to do that, there is no reason to ban it. Furthermore, it would impede international trade. It may be excessive, it may be hard to even pass muster with the trade agreements that we are a part of. Miss Cheryl Chan and Mr Melvin Yong asked whether our regulations apply to online sellers.”
“What I am distributing is an infographic that shows the regulations as well as the Code of Conduct when riding on paths as well as on roads. Mr Louis Ng and Mr Melvin Yong asked whether cyclists, PMD users and PAB users must be equipped with lights during hours of darkness. This is already a requirement under the law for bicycles and PABs and will be extended to PMDs. So, if I could refer Members to the second page where the title says "When riding on paths (proposed regulations)". If you look at the top right picture, it says "switch on front white lights and rear red lights in the dark". Now, when is it dark? We have to apply our judgement. Mr Ang Hin Kee suggested that we ban the use of bicycles and PABs on certain roads with high speed limits and heavy vehicular traffic. This is a sensible suggestion. We already prohibit cycling on expressways and on certain roads where there are safety concerns, such as the Fort Canning Road tunnel. Naturally, this rule should be extended to PABs as well. To address Assoc Prof Randolph Tan's concern, the existing regulations also require cyclists and PAB users riding on the roads to signal their intentions in time to give other road users enough time to react. This is already a requirement. Ms Joan Pereira and Dr Teo Ho Pin asked if we could extend mandatory registration to more types of devices, to facilitate investigations. We will be requiring all PABs to be registered and carry registration plates, as they are more prone to illegal modification to achieve high speeds on roads. We will monitor the situation and, if justified, consider extending registration to all motorised devices. Mr Henry Kwek and Miss Cheryl Chan as well as Mr Pritam Singh sought clarifications regarding the regulations for sellers of non-compliant devices.”
“We must start when they are young and just learning for the first time. Which is why students are one of our key target groups for LTA's Safe Cycling Programme. Mr Zainal Sapari and Mr Melvin Yong suggested that the Bill require active mobility users to wear protective gear. The law already requires PAB users to wear helmets when riding on roads, because of the speed at which these motorised devices can travel and the higher level of danger when interacting with cars and heavy transport. PMDs are not allowed on roads, and so the same consideration does not apply. When cycling or riding on paths where it is relatively safer, the use of helmets is not mandatory but certainly recommended in the code of conduct. Mdm Speaker, with your permission, I would like to get the Clerks to help distribute a set of infographics that we have prepared that show what the code of conduct looks like.”
“To address Assoc Prof Randolph Tan's query, these rules must be followed strictly and exceptions are only allowed when it is unsafe or impossible to do so, for example, if there are obstructions on the paths which riders are supposed to use but you have to "siam". Miss Cheryl Chan will be pleased to know that pedestrians, wheelchairs and mobility scooters will be allowed on all types of public paths, to ensure that they have the maximum freedom and connectivity. To avoid confusing the public, we do not expect to make significant changes to the way paths are classified, but we will closely monitor accident statistics and public feedback and adjust the classification of certain locations if necessary. Let me turn now to a clarification sought by Mr Pritam Singh. Skates are relatively small, unlike skate scooters which are larger. They have less potential to cause injury. Therefore, pedestrians wearing skates can use pedestrian-only paths. Members have also suggested how some of the regulations can be further tightened. Mr Sitoh Yih Pin asked if there could be a minimum age limit for users of PMDs or have varying age limits for different types of PMDs, while Mr Zainal Sapari suggested an age criterion for riding PABs on roads. During patrols conducted in the last few months, LTA has stopped several hundred errant cyclists and PMD users. The offenders come from all age groups and it is now clear that safety-consciousness is not a matter of age. It is, therefore, important to focus on education and enforcement, to ensure that all PMD users, regardless of age, are aware of the rules and use PMDs in a safe manner. In this regard, I agree that we should start teaching safe cycling and good riding habits from a young age.”
“We accept that this will be our responsibility. Dr Teo Ho Pin will appreciate that this is not an easy task; LTA will engage Town Councils to see how their by-laws can be aligned with this Bill, and also how Town Councils and LTA can work together to strengthen enforcement. In the same way, LTA cannot compel private land owners to allow paths of their land to become public paths, unless they agree to do so. This was a clarification sought by Mr Kok Heng Leun. If, however, the private land owners enter into an access agreement with LTA and allow part of their private land to be converted into public paths, they, like Town Councils, still retain the responsibility for maintenance and liability. It is dependent on whether they agree with this arrangement. They have a say in this matter. Mr Louis Ng, Mr Ang Hin Kee and Dr Teo Ho Pin commented on the classification of public paths. We have categorised the various types of paths based on their design. Cycling paths, park connectors and shared paths are wider. The use of bicycles, PMDs and PABs will, therefore, be allowed, and these will be marked clearly at regular intervals and at cross junctions. As Mr Melvin Yong noted, this will enhance safety for the riders. All other paths will be considered footpaths, where bicycles and PMDs are allowed but not PABs, and the speed limit is lower at 15 km/h, which I had mentioned earlier, is roughly how fast you can run. That is quite a useful gauge. There will also be certain locations where cycling and the use of PMDs and PABs are unsafe and banned, and riders must dismount, such as pedestrian overhead bridges and elevated bridges with low railing heights or steep ramps. These will be clearly marked by signs at the entrances and exits of the bridges.”
“It is a serious offence; that is why there is a possibility of a jail term. Let me turn now to infrastructure. Mr Melvin Yong asked whether we will stipulate guidelines on the minimum width of public paths. New footpaths will be at least 1.8 metres wide, an increase from today's 1.5 metres. The network of dedicated cycling paths, which we all acknowledge is really the ideal, will nearly double to 700 km. These will be around two metres wide for intra-town paths and 2.5 metres for inter-town paths. It will take time, but we will certainly look into expanding the network of cycling paths and widened footpaths, and also the options available in private or mature estates, which Mr Henry Kwek and Mr Kok Heng Leun recommended, together with "ride-calming" measures which Mr Ang Hin Kee suggested. The Bill will also give LTA the necessary powers to remove obstructions from our public paths to make sure that pedestrians, cyclists and users of PABs and PMDs are able to use the widened paths fully, an issue which Miss Cheryl Chan raised. Mr Kok Heng Leun had asked what is meant by "obstructions". Basically, things that are left there that would cause users of the paths to have to try and, in Hokkien, we say "siam" or "get out of the way". If you make people "siam", you are causing an obstruction; I think we can understand that. Dr Teo Ho Pin asked how the Bill will affect Town Councils, since public paths include common property managed by Town Councils. Town Councils will continue to maintain these paths; there is no change to this. As the lead agency for active mobility, LTA will enforce against offences on public paths, including those within Town Councils' common property, to ensure that the application of the rules is consistent and minimise confusion.”
“If a cyclist or PMD user is found to be at fault, he may be prosecuted and the Court will consider if compensation should be paid, in addition to all the other penalties that the perpetrator will be liable for. By laying down the rules and code of conduct for cyclists and PMD users, this Bill will facilitate the Court process. In addition, we encourage frequent cyclists and PMD users to buy third-party insurance which is already available in the market. For now, such insurance will not be mandatory. This recognises the fact that there is a broad range of cyclists and PMD users − from those who cycle long distances daily, to those who use it occasionally for short errands; from very young children and working people, to seniors; and from the more affluent, to the less well-off who see cycling as an affordable means of getting around. Insurance comes at some cost − not an insignificant amount − and it is not clear right now who should be targeted for mandatory insurance. Cities with a strong culture of active mobility, such as Amsterdam and Copenhagen, likewise do not mandate insurance, but instead focus on cultivating safe and responsible behaviours. Miss Cheryl Chan asked what pedestrians can do in hit-and-run accidents, if there are no witnesses present. Pedestrians should note down the description of the device and the user and make a Police report as soon as possible, so that the Police can investigate. To deter hit-and-run accidents, we have also made it an offence if a cyclist, PMD user or PAB user fails to stop and render assistance and report the accident to the Police. It is a serious offence. Convicted offenders are liable to a fine of up to $3,000, or imprisonment of up to 12 months, or both.”
“Mdm Speaker, I thank Members for their helpful suggestions and support of the Bill. There has been more than a dozen Members who have spoken and it will take me a bit of time to respond to as many of the questions that had been raised as possible. So, I hope that Members will bear with me. A common concern voiced by Members is the need to protect users of public paths against dangerous conduct by a minority of reckless users. At the same time, Members acknowledge the many benefits when bicycles and PMDs are used responsibly. We should, therefore, aim to strike a balance with rules which offer good protection and yet enable the vast majority of responsible cyclists and PMD users to continue riding on public paths. This Bill gives legal effect to an initial set of rules that aims to do just that. I stress that it is an initial set of rules. As they are implemented and with the benefit of experience, they can be refined in the future. In that spirit, I would like to share our present views on Members' suggestions. Mr Sitoh Yih Pin and other Members asked if we can do more to ensure that victims involved in accidents are assured of compensation. Mr Sitoh, together with Mr Zainal Sapari, Mr Melvin Yong and Ms Joan Pereira suggested mandating third-party insurance. I understand Members' concerns. Let me say that every accident is one too many and our hearts really go out to the victims when they meet with such unfortunate circumstances. Mr Zainal Sapari shared with us the heart-wrenching circumstances of his resident. In accidents involving serious injuries and damages, like Mdm Ang's case, the Police will investigate. That is a commitment.”
“While cultural norms take time to develop, we can support their formation through appropriate rules and enforcement. We will continue to monitor the situation on the ground and evolve these rules as necessary to promote active mobility in support of a car-lite Singapore. Mdm Speaker, I beg to move. [(proc text) Question proposed. (proc text)]”
“Education is equally important if we are to build up a culture of safety and graciousness. LTA has enlisted the help of Active Mobility Patrol Volunteers from the community and grassroots in this regard. The volunteers can also serve as useful "eyes" to detect errant behaviour. Hence, clause 41 grants limited powers to the volunteers, to allow them to obtain personal particulars from suspected offenders, to advise them to stop engaging in offending conduct, and to document evidence. The volunteers will, however, not be given more intrusive powers, such as to inspect, seize and forfeit devices, nor powers of arrest. Clause 55(2)(b) will empower LTA, with the approval of the Public Prosecutor, to require offenders of compoundable offences to attend LTA's Safe Cycling Programme before they are allowed to compound the offences. Offenders who fail to complete the Programme will be charged in Court. We will make a few amendments to related Acts. The Road Traffic Act will be amended to prohibit the use of PMDs on public roads, for the safety of the riders and other motorists. We will also be making amendments to the subsidiary legislation under the Road Traffic Act to mandate the registration of PABs, which are more prone to illegal modification and have a greater potential to cause serious injury. Every PAB used on public roads and public paths will, henceforth, be required to carry a registration plate and be registered to an owner. In summary, Mdm Speaker, this Bill empowers LTA to regulate the sale and use of bicycles, PMDs and PABs on public paths. It will allow us to safeguard the safety of pedestrians even as we encourage active mobility. Our aim is to shape a culture where there is gracious and considerate sharing of public paths.”
“These offences come with hefty penalties. Sellers found displaying or advertising a non-compliant PMD will be liable upon conviction to a fine not exceeding $1,000, or to imprisonment not exceeding three months, or both. Those found selling non-compliant devices or illegally modifying PMDs will be liable upon conviction to a fine not exceeding $5,000, or to imprisonment not exceeding three months, or both. The Bill will grant LTA stronger and more expansive enforcement powers, for better deterrence and enforcement against errant users and sellers of non-compliant devices. LTA has already been deploying Active Mobility Enforcement Officers to educate the public on the rules and norms in the Bill. When the Bill is passed, LTA officers will be able to also issue notices of offence to, and prosecute offenders. To improve the effectiveness of enforcement, clause 44 will allow LTA enforcement officers to enter and inspect businesses suspected of committing offences, such as illegally modifying devices and selling non-compliant devices. Clauses 50 and 51 empower LTA to seize and forfeit non-compliant devices. Clauses 45 to 49 will grant LTA enforcement officers other powers to allow them to carry out their duties effectively. These include but are not limited to powers to remove obstructions from public paths; to examine bicycles, PMDs and PABs; to demand information for identification of suspected offenders; and to arrest persons who refuse to cooperate. LTA's enforcement efforts will be supported by the National Parks Board (NParks) and Traffic Police. Clause 39 empowers LTA to appoint employees of other public authorities, such as NParks, as public path wardens, who will then have the same powers to carry out enforcement in parks and along park connectors.”
“In addition, the regulations will specify the criteria for bicycles and PMDs that are permitted for use on public paths. They must not weigh more than 20 kilogrammes (kg), be wider than 70 centimetres (cm), or have a maximum device speed exceeding 25 km/h, to be considered compliant. PABs are already required to satisfy a more detailed set of requirements under the Road Traffic Act. Clause 19 of the Bill prohibits the use of non-compliant devices on public paths. Those who contravene this rule will be liable upon conviction to a fine not exceeding $5,000, or to imprisonment not exceeding three months, or both. Next, the Active Mobility Bill will allow LTA to apply more stringent penalties for cyclists and users of PMDs and PABs who are caught riding in an unsafe or reckless manner. Clauses 21 and 22 impose steep penalties upon conviction, which include a fine not exceeding $5,000, or imprisonment not exceeding six months, or both. In addition, clause 23 makes it an offence if a cyclist, PMD user or PAB rider does not stop to render assistance in an accident. Those found contravening this rule will be liable upon conviction to a fine not exceeding $3,000 or to imprisonment not exceeding 12 months, or both. These penalties will be in addition to the existing penalty under the Penal Code for causing hurt to others by a rash act. We will also regulate the sale of devices and take stronger enforcement action against sellers of non-compliant devices. Clauses 30 and 32, together with related amendments to the Road Traffic Act, ban the display and advertisement of non-compliant devices. Clause 34 prohibits the sale of non-compliant devices for use on public paths, while clause 35 makes it an offence to modify devices in a manner that makes them non-compliant.”
“Clauses 6 to 8 empower LTA to define and declare what constitutes a public path where the provisions of this Bill will apply. In general, all paths in Singapore will be covered by the Bill, except private land, restricted areas, such as military camps and Jurong Island, and areas where access is ticketed, such as the Singapore Zoo and Sentosa. The use of bicycles, PMDs and PABs in these areas will continue to be regulated by their respective landowners or managers. Clauses 15 to 18 outline the types of devices that are permitted on public paths. The first category of public paths are "footpaths". The regulations will specify that bicycles and PMDs, which are allowed on footpaths, must travel below 15 kilometres per hour (km/h), similar to an average person's running speed. PABs will, however, not be allowed on footpaths, as they pose a greater danger to pedestrians. The second category of public paths includes today's dedicated and shared cycling paths, and park connectors. These are collectively defined as "shared paths" under the Bill. We will allow bicycles, PMDs and PABs on these shared paths. We will also permit a slightly higher speed limit of 25 km/h. These shared paths will be clearly demarcated by signs and markings. The third category of paths are "pedestrian-only paths". This refers to paths which are not suitable for cycling nor the use of PMDs and PABs. Examples include elevated bridges with low railing heights or steep ramps, such as pedestrian overhead bridges. This will be made clear through "No Riding" signs. These are the key rules to regulate the types of devices allowed on public paths. A person who flouts these rules will be liable upon conviction to a fine not exceeding $1,000, or to imprisonment not exceeding three months, or both.”
“The panel made it clear that active mobility must be supported by a culture of graciousness and consideration for the safety of others. The experience of many cities, such as Copenhagen, Amsterdam and Tokyo, attests to this; and our aspiration must be to develop a similar culture of graciousness and consideration for everyone who shares the use of public paths. We are still some distance away from attaining the desirable level of graciousness and consideration. More regularly than we would like, we hear feedback about recklessness by cyclists and PMD users. As it stands today, I am afraid the burden lies more with cyclists and PMD users to demonstrate that the vast majority of them can be relied upon to be safety-conscious and responsible users of public paths. I am glad that there is a growing fraternity within this group that is determined to do so. However, as with all cultural norms, I am realistic that it may take several years before we get to a new balance, where the different users of public paths can happily co-exist with one another. Our approach must, therefore, take this into account. We should not ban bicycles and PMDs on footpaths because of the benefits they bring, but we must also act to reduce friction among the different users. Therefore, we will continue to build more dedicated cycling paths where possible and, at the same time, establish a set of rules and norms for cyclists and PMD users when sharing footpaths with pedestrians. At the same time, to shape a new culture of graciousness, we will need to educate and enforce actively. With this context, let me elaborate on the key provisions in the Bill. First, the Bill will set out clearly where bicycles, PMDs and power-assisted bicycles (PABs) can be used.”
“Mdm Speaker, I beg to move, "That the Bill be now read a Second time." I would, first, like to thank Parliamentary Secretary Assoc Prof Muhammad Faishal Ibrahim for chairing the Active Mobility Advisory Panel, and all panel members for their persistent contributions. The panel spent many months last year consulting the public on ways in which pedestrians, cyclists and users of personal mobility devices (PMDs) can safely share public paths. They proposed a set of rules and code of conduct that strike a good balance between the diverse needs. The Government had accepted the panel's recommendations in full, and the Active Mobility Bill now seeks to grant the Land Transport Authority (LTA) the powers to implement them. Cycling and PMDs have become more popular, not just with the young and active, but even among older Singaporeans as it improves their ability to get around. This is a positive development, as active mobility is a key pillar of our vision for transport in Singapore. Cycling and the use of PMDs are convenient and efficient ways of covering short distances, including first- and last- mile connections to bus interchanges or mass rapid transit (MRT) stations. They are essential to Singapore's transition to car-lite mobility, centred on public transport. Cycling is also emissions-free and contributes to a cleaner and healthier living environment. But with the increasing popularity of bicycles and PMDs, some members of the public have understandably expressed concerns about the safety of pedestrians. Over the past year, several Members of the House have also asked thoughtful questions and raised helpful suggestions on this issue. There is not a shadow of doubt that pedestrian safety is paramount.”
“Mdm Speaker, in response to Mr Saktiandi's question, I think our working assumption is that the shipping companies are always driven, firstly, by commercial considerations. They are not going to call at our port because of altruism or because they like us. So, the first thing we must do is to ensure that the product that we offer to them, the services that we offer to them, meet their requirements and, in fact, allow them to make a better go of their commercial considerations than if they were to call at other ports. That is the primary consideration. So, all of the activities and the significant investments that we are making are geared towards ensuring that, commercially, the considerations will tilt the calculations of the shipping companies in favour of Singapore. Therefore, efficiency is of very high priority and also the ability to deliver high quality service in a very consistent and reliable manner. That is also what counts. Furthermore, I think the shipping companies will also consider if, for example, there are instances where the services have to be curtailed or if they are not up to expectations, what is the recovery plan that the port operator is able to offer. Those are the primary considerations and it is in these areas that we must continue to put our emphasis on, in order to secure our position as a competitive hub port.”
“We will closely monitor KLIP and other regional developments and their potential impact on Singapore and take further measures as necessary to retain our competitive edge.”
“Singapore is also the first port in the world to require bunkers to be delivered via a mass flow metering system. This not only enhances operational efficiency, but also strengthens the integrity of our bunkering services. Second, we listen assiduously to feedback from the shipping companies. The Maritime and Port Authority (MPA) regularly surveys shipping companies on how they view supporting port services in Singapore, such as towage and pilotage services, compared to those at other ports. This enables MPA to systematically identify and address any shortcomings and keep standards high. Third, we have been investing significantly in manpower. MPA actively partners the industry and institutes of higher learning to grow the pool of skilled maritime professionals. These efforts include the enhancement of training programmes, such as the Certificate of Competency programmes, to develop local seafarers. Recently, there is the introduction of a SkillsFuture Earn and Learn programme for port operations officers. Finally, we are developing a next-generation port at Tuas. With an annual capacity of up to 65 million twenty-foot equivalent units (TEUs), the Tuas terminal is expected to be the largest container terminal in the world, allowing us to achieve greater economies of scale and more efficiently handle the mega ships of the future. The port will also incorporate new automation and technologies to further boost efficiency and productivity. Mdm Speaker, Singapore's position as a leading and competitive hub port is due in large part to our efforts to aggressively and continually improve port productivity and service levels and to build up a comprehensive port and maritime sector ecosystem.”
“Mdm Speaker, the expansion of Malacca's Kuala Linggi International Port (KLIP) will reportedly add oil storage and bunkering facilities. The expansion is expected to be completed only within the next decade, so it is still too early to determine the exact impact on Singapore's economy. Our preliminary assessment, however, is that KLIP's planned oil storage capacity of 1.5 million cubic metres is not big, relative to Singapore's current capacity of 20.5 million cubic metres. In addition, our position as a regional bunkering and oil storage hub is anchored by a strong ecosystem of oil refineries and oil traders and the high volume of ships calling at Singapore for various services. As for the container handling business, KLIP's expansion does not appear to include any such facilities. The expansion should, therefore, have minimal impact on Singapore's container transhipment port. Overall, Singapore's attractiveness as a port of call extends beyond the provision of any one service, whether it be bunkering or oil storage, and stems from our ability to offer efficient end-to-end services to shipping companies. Having said that, Mr Saktiandi's question is a timely reminder that we must not be complacent and must ensure that our port remains competitive. How do we do so? First, we have been and will continue to invest in technology at the port to better meet the needs of the shipping industry. For example, the new berths at Pasir Panjang Terminal Phases 3 and 4 feature a fully-automated yard crane system, which raises port productivity. In time, the Port of Singapore Authority will integrate this with an automated guided vehicle system, which is currently under trial, to move the containers around the port.”
“Furthermore, in its capacity as the port state authority, MPA can inspect all ships calling at Singapore. And a ship may be detained when it is found to be non-compliant with international conventions, including the MLC. And to the point that the Member made, consistent enforcement is absolutely right. I fully agree with the Member. And MPA carries out regular spot-checks to make sure that the MLC certificates are, in fact, being procured properly. And if MPA has reason to suspect that any vessel, whether they are flagged in Singapore or elsewhere, is not in compliance with any of these international conventions, then MPA will do whatever it can to make sure that Page: 82 these shipowners are taken to task. Mdm Speaker, this Bill will fulfil Singapore's obligation as a state party to the MLC. As pointed out by Members, the MLC provides better protection to seafarers but, of course, it is not without its limitations. So, from the Government's perspective, we expect to continue to work together with the unions and to look for more avenues to improve the welfare and working conditions for the seafarers onboard Singapore-registered ships.”
“After the Bill comes into force, MPA will require a ship to carry documentary evidence, or MLC certificates, as Mr Dennis Tan refers to. These MLC certificates must be carried in order to show that necessary insurance or the financial security has been procured. And the shipowners must also let the seafarers have the contact details of the financial security provider ‒ the Member has already mentioned that. In the unfortunate event that a shipowner fails to comply with his repatriation obligations, the affected seafarers may contact the provider directly, or through the MPA, to request assistance. Aside from the provisions in the Bill, I would like to assure Ms Thanaletchimi and Mr Louis Ng that MPA has measures in place to deal with irresponsible shipowners or employers. Seafarers can use the satellite phone or the Internet onboard the ship to get in touch with MPA to raise any matter of concern. I know that Mr Dennis Tan highlighted that, sometimes, the shipowners or the ship managers may make things very difficult for the seafarers. That is a very valid point, which is why I think it is very important to work with our unions. Work with our unions to educate the seafarers and also to provide to them alternative avenues of feedback, alternative avenues where they can raise their grievances. So, that is something that we take very seriously. Work in partnership with the unions to make sure that the seafarers' rights are not only protected on paper, but that they are, in effect, properly protected. Should any owner of a Singapore-registered ship fall short of fulfilling its obligations, MPA can take Court action to impose financial penalties or even de-register the ship from the Singapore Registry.”
“The financial security provider will also cover up to four months of outstanding wages and other entitlements under the seafarer's employment agreement. So, it depends on what is in the employment agreement. The same arrangement also applies to ships under arrest or shipowners in receivership. Should a shipowner face difficulties in tending to his seafarers' needs onboard an arrested ship, the local Court sheriff may arrange for a port agent to tend to the maintenance of the seafarers. In other words, seafarers can have better peace of mind that their well-being is not left to the mercy of the shipowners. The local Court Sherriff can appoint a port agent. On a related note, I am glad to inform Mr Patrick Tay and also Mr Dennis Tan that the seafarers onboard Hanjin Rome, which was the vessel that was arrested in Singapore by its creditors, are in good health and their salaries have been paid on time. There is adequate food, water and medical supplies onboard the vessel. We know this because the unions, together with the Maritime Port Authority (MPA), made an inspection. And those who have requested for repatriation were repatriated by the shipowner. Should the owner of an arrested ship like Hanjin Rome renege on their repatriation obligations in future, then the provisions in the Bill will kick in to provide relief to the seafarers. In response to the clarification sought by Ms Thanaletchimi, the insurance or financial security required must provide the same extent of coverage of employers' liabilities as under the Work Injury Compensation Act (WICA). In other words, seafarers are no worse off being covered under the MLC Act instead of under WICA.”
“Mdm Speaker, I thank the Members for their comments and their support for the Bill. Mr Patrick Tay and Ms Thanaletchimi have spoken from the Labour Movement's perspective; Mr Louis Ng from a humanitarian perspective; and I have found particularly useful from Mr Dennis Tan, speaking from his insights as a very experienced shipping lawyer. I shall attempt to address some of the points that were raised. Mr Louis Ng rightly pointed out that "seafarers are fully dependent on the ratification of international conventions to protect their fundamental rights." And this is why Singapore was the first Asian country to ratify the MLC and why we are moving this Bill to bring the provisions of the Act up to date with the latest enhancements to the MLC. After all, it is a Convention designed specifically to address the needs of seafarers working onboard ships. The Act today already includes a comprehensive range of employment rights and non-workmen injury compensation for seafarers, which makes it unnecessary to also extend coverage of the Employment Act and Employment of Foreign Manpower Act to seafarers. For instance, the Act provides a seafarer with the right to return home when he decides not to renew his employment agreement. His trip home will be paid for by his employer. There is no such provision for most other types of employees. This Bill will expand the seafarer's right to return home when the shipowner fails to provide for his necessary maintenance, or owes his salary for more than two months. Mr Patrick Tay will be glad to know that the provisions in the Bill will allow seafarers to tap the insurance or financial security to pay for such items in case shipowners refuse to or are unable to do so. This is the added Page: 81 protection that is currently not available.”
“Such obligations include the repatriation of a seafarer and the payment of compensation in the event of a seafarer's death or long-term disability due to occupational injury, illness or hazard. Clause 4 empowers the Maritime and Port Authority (MPA)'s Director of Marine to grant and revoke the approvals of financial security providers. Clause 7 makes a related amendment to the Work Injury Compensation Act. It removes the requirement for shipowners to procure separate insurance if they have already done so under the Merchant Shipping (Maritime Labour Convention) Act. Once the amendments come into force, Singapore-registered ships will be required to carry on board documentary evidence of the necessary financial security for inspection by foreign port authorities. Similarly, foreign-registered ships calling at our port will have to produce the necessary documentary evidence for MPA's inspection. The seafarer unions and the industry have been consulted, and they are supportive of the Bill. Mdm Speaker, Singapore is committed to protect the interests and welfare of seafarers. The proposed Bill ensures that we have the domestic legislation in place to give effect to the amendments to the MLC. Mdm Speaker, I beg to move. Page: 74 [(proc text) Question proposed. (proc text)] 4.07 pm”
“Mdm Speaker, I beg to move, "That the Bill be now read a Second time." With more than 90% of world trade being carried by sea, seafarers play a vital role in enabling the world's economy. As one of the world's busiest ports, Singapore welcomes some 12,000 seafarers daily to our shores. We also have one of the largest ship registries in the world. Some 58,000 seafarers work on board Singapore-flagged ships. Singapore is committed to enhancing the well-being of seafarers. In 2011, Singapore became the first Asian country to accede to the Maritime Labour Convention (MLC), an instrument adopted by the International Labour Organization (ILO) to establish minimum working and living standards for seafarers. Recently, the ILO amended the MLC to protect seafarers abandoned by their shipowners. These amendments to the MLC will come into force on 18 January 2017. As a state party to the MLC, Singapore is obliged to give effect to the amendments. The amendments will require shipowners to procure insurance or other financial security to provide necessary support for abandoned seafarers, as well as to meet compensation claims for the death or disability of seafarers. The proposed Merchant Shipping (Maritime Labour Convention) (Amendment) Bill 2016 seeks to amend the Merchant Shipping (Maritime Labour Convention) Act 2014 and to make a related amendment to the Work Injury Compensation Act. Let me highlight the key provisions of the Bill. Clause 2 expands the scope of a ship-owner's obligation to repatriate a seafarer to include scenarios of abandonment. Clause 3 requires shipowners to have in force the necessary insurance or financial security from approved providers to cover shipowners' obligations.”
“Madam, I go back to my earlier answer, which is that there is a set of conditions that may lead to a taxi driver's licence being revoked. An important consideration that the LTA has is the safety of the passengers and the potential risks. I think we have established from the earlier clarification made by the Member that she is not asking about specific instances. So, if she would like to discuss a specific instance, I suggest we take it offline. But as a general policy, we will have to look at the facts of the case, and the conditions under which a taxi driver's vocational licence may be revoked is made quite clear, including accumulation of demerit points, offences being committed and physical unfitness. So, I think those were already in the earlier reply on the general policy.”
“May I seek clarification from the Member? Is she asking about revocation in general, or she would like to talk about the case that she has encountered?”
“Madam, I thought I made that quite clear in my earlier replies. The taxi driver —”
“So, Madam, with your permission, I would just like to share a little bit more about how taxi drivers' licences could be revoked. I mentioned in my reply that there were several conditions that needed to be met. They are not frivolous; in fact, they are also very transparent. In the case of a licence being revoked, if demerit points had been accumulated, in many of the cases, the taxi driver could well have experienced periods of suspension. So, before the licence is revoked, quite a number of these taxi drivers would already know that their demerit points are accumulating, so it would not come as a surprise to a lot of them. And what are the reasons where they might accumulate demerit points? This is also made known to every taxi driver. It is a transparent list of items – what sorts of conduct will lead to what sorts of demerit points, so there are facts which have led to the accumulation of the demerit points. So, it would not be a case of total surprise. That is one example.”
“Madam, I shall attempt to address the Member's supplementary questions. LTA does not revoke a taxi driver's vocational licence without basis. An important consideration, which LTA must bear in mind in taking its decision, is the risk of the case to potential passenger safety. So, that is an important consideration. Ms Sylvia Lim, in her supplementary question alluded to an outstanding case by a particular appellant. I would say that if LTA has revoked the licence holder's licence, even after the licence holder has put in an appeal, the holder may then put in an appeal to the Minister for Transport. And I believe in this case, Ms Lim has done so on behalf of the taxi driver licence holder, whose licence was revoked. LTA is still establishing the facts of this case, and we can review the appropriate course of action, including whether to reinstate his licence when we have greater clarity on the details of the case.”
“Madam, I would like to seek a clarification from the Member. When she talked about direct communication between LTA and the taxi drivers whose licences could be revoked, what sort of direct communication does she have in mind?”
“Mdm Speaker, to qualify for a Taxi Driver's Vocational Licence (TDVL), applicants must meet driving, conduct and medical requirements. The licence can be revoked if the driver is disqualified from driving by the Singapore Traffic Police or by a Court of law, if he is convicted for committing serious crimes, if he has been given more than 20 demerit points for misconduct, or if he is assessed to be physically unfit to be a taxi driver. Upon notification, the taxi driver has 14 days to appeal, during which, mitigating circumstances or any new information would be considered.”
“In many cases, safety is also about practising common sense, for example, by using paths in single file when the path is narrow, slowing down in crowded areas and not switching between footpaths and roads suddenly. Many densely populated cities, like Tokyo and Amsterdam, have demonstrated that cyclists and pedestrians can co-exist harmoniously in the same space. Clearly, we are not there yet and it is still very much "work in progress", but with the co-operation and patience of all Singaporeans, let us try to build a culture of safety and civic mindedness, so that everyone can enjoy the benefits of active mobility, whether it is walking, cycling or using PMDs.”
“Fourth, we have also stepped up education efforts. LTA launched the Safe Riders Campaign in April this year. The Safe Cycling Programme, which will start by February next year, will strengthen previous campaigns by also educating cyclists and PMD users about the new rules and code of conduct. We are also partnering the community to roll out the Active Mobility Patrol scheme in more than 20 constituencies, where we will mobilise volunteers to join in the education outreach. LTA has also engaged retailers of PMDs to educate them about the new rules and, migh It add, the penalties. This is so that they are aware of the criteria for devices that can be used on public paths and the consequences of selling illegal devices. Some Members have asked if we should register bicycles and PMDs and mandate third party insurance. These were suggestions that the Panel considered. In the end, they assessed that registration and compulsory insurance would be too onerous and costly for the vast majority of cyclists and PMD users who behave responsibly and safely. However, power-assisted bicycles, which travel on roads and are typically prone to modification, should be registered. The Government concurred with the panel's assessment. Cities with a strong culture of active mobility, like Amsterdam and Copenhagen, likewise, do not mandate registration or insurance. Like in those cities, pedestrians in Singapore who are injured in accidents can obtain compensation by initiating civil lawsuits or through private settlements. If the offender is prosecuted and convicted in a criminal Court, the Court will consider Page: 46 if compensation to the victim should be paid. The new rules and enforcement and education efforts will help to build a culture of responsible and safe sharing of space.”
“Earlier this year, the Active Mobility Advisory Panel, which comprises representatives from a broad spectrum of society, issued a list of recommendations on how this can be achieved. The recommendations were wholly accepted by the Government and will be tabled for debate in Parliament soon. Let me briefly recount the key measures. First, we will not allow any device heavier than 20 kg or wider than 70 cm, or have a maximum speed that can exceed 25 km/h to be used on any public paths, because these devices have high propensity for serious accidents. Power-assisted bicycles, even if they meet these criteria, will not be allowed on footpaths. Second, we will regulate the behaviour of cyclists and PMD users on public paths. All must observe a speed limit of 15 km/h on footpaths and 25 km/h on cycling paths. They must also abide by a code of conduct. For example, cyclists and PMD users must always give way to pedestrians, and slow down and be prepared to dismount when approaching crowded areas, such as bus stops. Third, we have already stepped up our enforcement efforts. The Land Transport Authority had set up a dedicated team of Active Mobility Enforcement Officers, and since May this year, the team has been patrolling hotspots where many cyclists and PMD users share paths with pedestrians. These enforcement officers have issued advisories to over 700 cyclists and PMD users for unsafe behaviours. This is about 5% of those that they engaged. In other words, what that means is that the vast majority of cyclists and PMD users have been observed to be riding safely and responsibly. In addition, LTA has conducted close to 20 joint operations with the Traffic Police to clamp down on reckless riding behaviour, and will continue with such enforcement operations.”
“There are altogether eight questions which reflect the valid concerns of the public, particularly in light of a recent accident that occurred in Pasir Ris. Like Members, I was most upset and saddened by the accident, and I hope that the injured person, Mdm Ang, will make a full recovery soon. In the meantime, Police investigations are ongoing and, when they are completed, we hope to have a better understanding of the accident. In response to Dr Tan Wu Meng's question, there were 12 reported on-road accidents involving pedestrians and cyclists in the 12 months to June this year. For off-road cases, Police records currently do not distinguish between accidents caused by PMDs or bicycles and other offences causing hurt. Going forward, LTA, which is now the lead agency for active mobility, will be tracking these. As Members know, when used safely and responsibly, bicycles and PMDs offer great convenience and benefits. They are environmentally friendly, promote a healthy lifestyle and are affordable. In many cities around the world, there is growing interest to use bicycles and PMDs to Page: 45 get around. City planners and administrators also see benefits in promoting their use. However, the careless behaviour of a small minority of users has caused accidents and led some members of the public to oppose their proliferation. It would be unfortunate if we allowed the careless behaviour of this small minority to prevent the larger majority of responsible and considerate cyclists and PMD users from enjoying the benefits of such travel modes. The sensible approach is to adopt measures that will help prevent accidents.”