Lam Pin Min
Singapore
“Mr Speaker, on behalf of the Minister for Transport, I beg to move, "That the Bill be now read a Second Time". This Bill, together with the Active Mobility (Amendment No.”
“It is timely for us to put in place a regulatory framework to ensure that active mobility devices being brought into and used in Singapore are safe. This is a key step in helping us put in place a safe and sustainable active mobility landscape in Singapore. Mr Speaker, I beg to move. [(proc text) Question proposed. (proc text)] 1.55 pm”
“Clause 6 facilitates the transfer to and vesting in the financial security provider of a seafarer's rights against a shipowner as a result of any liability arising from the shipowner's obligation to repatriate the seafarer. For example, the liability to pay the seafarer's wages and entitlements.”
“Mr Speaker, to ensure a safe and high-quality blood supply for our patients in Singapore, pre-donation interviews are conducted to screen blood donors for risk factors and blood donations are also tested for blood-borne infections. However, infections can only be detected some time after the blood donors have been infected.”
“I thank the Member for that clarification. As far as I know, not all mental conditions will be excluded from blood donation. In fact, we have checked with HSA. There is a wide spectrum of mental illnesses – from very mild mental conditions to very severe conditions.”
“I think we must be cognisant that the reason why they are inmates is because of certain things that have happened, prior to that. That actually pre-disposes them to some high-risk behaviours.”
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“The blueprint will chart out strategies to achieve a sustainable maritime Singapore and establish Singapore as a responsible hub port and international maritime centre. Second, the Singapore Maritime Foundation will set up an International Advisory Panel to garner inputs from local and international leaders from the industry and academia for this effort. The panel will convene for the first time in April this year. And third, MPA and its partners will set aside $40 million under the Maritime GreenFuture Fund to be used for the research, test-bedding and adoption of low-carbon technologies. Mr Chairman, this is what we do to help our aviation and maritime sectors compete, always looking beyond the horizon, planning for the long term, working in close partnership with workers and companies, and this will distinguish Singapore from other competing cities. Our land transport system also plays an important role in securing a sustainable future for Singaporeans. 11.30 am We will continue to work towards our car-lite vision and promote public, shared and active modes of transport as they are the most environmentally sustainable. I will touch on our efforts to promote active mobility, which has a low environmental footprint and complements our public transport system in moving towards a car-lite Singapore. In cultivating a sustainable active mobility landscape, we have enhanced our regulatory and enforcement regimes. With the recent ban on e-scooters on footpaths and enhanced regulatory regime on active mobility devices, path safety has improved. As Mr Dennis Tan said, businesses have a role to play, which is why LTA has introduced regulations on companies and continues to work closely with companies to encourage responsible behaviour by their riders.”
“Changi Airport Group will continue to invest in environmental sustainability initiatives, such as energy-efficient cooling systems, infrastructure for charging electric vehicles and renewable energy options. Third, we will study the use of sustainable aviation fuels (SAFs) in Singapore. SAFs can reduce emissions by up to 80% over their life cycle compared to conventional jet fuel, but they are two to five times more expensive today. Singapore houses key global aerospace companies and fuel producers, such as Rolls Royce, Shell and Neste. The Government and the industry players are studying different business and technological models to enable economically viable and sustainable SAF supply chains in Singapore. On the maritime front, Singapore is committed to environmentally sustainable international shipping under the leadership of the International Maritime Organization (IMO). On 1 January 2020, Singapore, together with the rest of the world, implemented the IMO 2020 regulation that reduces the permitted sulphur content in the fuels used by vessels from 3.5% to 0.5% outside designated Emission Control Areas. Beyond this, the IMO has set a longer term target to reduce the total annual greenhouse gas (GHG) emissions caused by international shipping by at least 50% by 2050, from 2008 levels. Singapore will play our part under IMO2050. While IMO2050 is still 30 years away, we will start making plans now so that our companies and workers are equipped to seize new opportunities that arise from the shift. I am happy to announce today three new initiatives to position Singapore for the long-term maritime sustainability. First, MPA will launch the Maritime Singapore Decarbonisation Blueprint 2050 next year.”
“MPA advises commercial vessels to stay vigilant, keep a lookout for pirates and take anti-piracy measures, such as holding training drills. Singapore is also part of a region-wide initiative called ReCAAP (Regional Cooperation Agreement on Combating Piracy & Armed Robbery against ships in Asia), which facilitates timely and accurate information sharing so that the respective littoral States and the shipping community can take prompt remedial actions. While we position ourselves to seize the growth opportunities in aviation and maritime, we will do so sustainably. Singapore will not just be a competitive international transport hub but also a sustainable one. Let me lay out some of our strategies. On the aviation front, we will play our part to contribute towards the International Civil Aviation Organization’s (ICAO)'s aspirational goals of 2% annual fuel efficiency improvement and carbon neutral growth from 2020 onwards. First, Singapore is ready to participate in the voluntary phase of the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) that starts next year. Under the scheme, our airlines will freeze their carbon footprint at current levels by reducing emissions and purchasing carbon credits. Second, Singapore's aviation community will work together towards greener aviation. Singapore Airlines has invested in the latest aircraft models that are more fuel efficient and has an average fleet age that is nearly half that of the industry. CAAS, our Air Navigation Service Provider, will continue to invest in new technologies and air traffic management processes to improve flow and cut delays. In 2019, these processes reduced about 130,000 tonnes of carbon emissions.”
“We will continue to push for air services liberalisation, to strengthen existing connections to cities and to build new ones. We will also go beyond physical connectivity to build digital connectivity. MPA's digitalPORT@SG™ will streamline digital port clearance processes for ships calling at Singapore and improve the efficiency of vessel calls. Likewise, digitalOCEANS™ will link us up to other maritime-related digital platforms globally to improve efficiency in the global supply chain. The safety and security of our sea-lanes is fundamental to maritime connectivity. Mr Dennis Tan asked what more we can do to address piracy and armed robbery incidents in the Strait of Singapore. I would like to reassure the House that our maritime security agencies, the RSN and PCG, will deal with any suspicious vessel entering Singapore waters robustly and take actions against perpetrators of crimes conducted. However, as the Strait of Singapore does not only include Singapore territorial waters, the fight against piracy and armed robbery requires strong collaboration among all regional partners and Singapore cannot tackle it alone. This is why there is the Malacca Straits Patrol (MSP) involving our military and the militaries of Malaysia, Indonesia and Thailand. The MSP includes air and sea patrols in the Straits of Malacca and Singapore. And as the Minister for Defence had shared with the House during MINDEF's COS debates on Monday, MINDEF has reached out to its counterparts in Malaysia and Indonesia to propose that MSP be extended to other areas in our surrounding waters. Discussions are on-going. The RSN's Maritime Security Task Force will also be enhancing their capabilities to deal with maritime threats. Other actions are also taken to combat piracy and armed-robbery.”
“We are not done building our air and sea hubs. Our efforts will not be hampered by COVID-19. Second, on capability. We cannot meet the new demand just by growing manpower; we need to leverage technology and raise productivity. We will help companies transform and capture new opportunities. Take, for example, CAAS will extend the $280 million Aviation Development Fund for another five years, from 2020 to 2025. Since 2015, the Fund has already helped nearly 80 organisations raise productivity through over 200 initiatives. Real value-add per worker has increased by over 7% between 2015 and 2018. One such initiative is SATS' smart glasses. It uses augmented reality technology to track the real-time location of baggage and cargo units and helps workers cut loading time. The Maritime Port Authority of Singapore (MPA) and IMDA have also launched the Digital Acceleration Index to help maritime companies self-evaluate their digital maturity. MPA and the Singapore Shipping Association will take this a step further to launch the Maritime Innovation Playbook to help companies develop their digitalisation plans. Companies can also tap on MPA's Maritime Cluster Fund and the Sea Transport Industry Digitalisation Plan to support their digitalisation efforts. We will also equip workers with new skills to take on new and better jobs. We will train up a younger generation of Singaporeans so that they can benefit and grow with the air and sea industries. Come April, together with ITE, we will launch two new Work-Study Diploma courses in Airport Operations and Maritime Business Management respectively. Third, on connectivity. While demand may be down now, we will continue to maintain connectivity so that we can bounce back quickly when recovery returns.”
“The Government is supporting this, through rebates on landing and parking charges, waivers of regulatory fees and the Jobs Support Scheme. These measures will help ease the financial pressure and support the retention of local employees. Early this week, SkillsFuture Singapore (SSG), Workforce Singapore (WSG), the Civil Aviation Authority of Singapore (CAAS) and NTUC announced an enhanced training funding and support package for air transport companies; we will work with airlines to facilitate their staff, including cabin crew, to attend training courses and will monitor the take-up rate. We are watching the situation very closely and stand ready to do more if the situation worsens. Our commitment to our aviation and maritime sectors is this: we will get through this together. Working together as SGUnited, we can overcome COVID-19. Second, we will work with industry to position for recovery so that we emerge from this even stronger. Mr Yee Chia Hsing asked how we can keep our air and sea hubs competitive. To stay competitive, we will invest in the three Cs – Capacity, Capability and Connectivity – and at the same time, develop sustainability as our new priority. Current challenges notwithstanding, air passenger numbers are expected to double from four billion to eight billion globally in the next 20 years; one in two of this growth, or 50% of this growth will be in Asia. For the maritime sector, the growth outlook is likewise positive. These translate to huge demand for capacity, capability and connectivity and offer tremendous opportunities for Singapore. But how do we respond to this? First, on capacity, we will press on with the development of Changi Terminal 5 and Tuas Port so that we are in time with new infrastructural capacity to meet future demand.”
“Mr Chairman, Minister Khaw spoke about the impact of COVID-19 on our transport network and our strategies for eventual recovery. He also laid down the vision of a clean and green transport system in Singapore. I will now elaborate on our efforts in the aviation and maritime sectors, and share how we can develop our cycling infrastructure to complement our vision for a clean and green transport network. COVID-19 has hurt the aviation and maritime sectors. Passenger traffic at Changi Airport and cruise and ferry passenger numbers have declined significantly. Our priority for the coming months is clear: first, help industry tide over this difficult time; and second, position for recovery so that we emerge from this even stronger. First, we will help the aviation and maritime sectors tide over this difficult time. On top of economy-wide measures, we have rolled out a $112 million assistance package to help the aviation sector defray cost and ease cashflow pressures. For the maritime sector, we have provided a 50% port dues concession to passenger vessels, on top of all existing concessions. We will also provide targeted assistance to affected ferry operators and other enterprises located at Marina South Pier and West Coast Pier. We are also helping companies reduce their costs so that they can help Singaporeans keep their jobs and use this time to go for training. Take, for example, airline crew, which Mr Ang Hin Kee asked about. Due to the adverse impact of COVID-19, the SIA Group has temporarily suspended more than 9,000 flights, or nearly 15% of all its scheduled flights from February to end of May. Notwithstanding this, SIA is committed to helping its crew keep their jobs.”
“I thank Mr Ang Wei Neng for those supplementary questions. For the first one, out of those who have applied for the eTG – which is about 3,600 applicants – about 74% of them opted for e-bikes, about 25% opted for bicycles, and less than 1% for personal mobility aids. As to the exact number of kilometres of cycling path that we are going to develop by the end of this year, like I have mentioned, we will share more of these details during the Committee of Supply debate.”
“We are discussing with the Housing and Development Board (HDB), National Parks Board (NParks) and the local Town Councils on a practical timeline. We are also discussing with our Ministry of Finance (MOF) colleagues to secure additional funding for this purpose. Our preliminary estimate is that we may have to spend more than $1 billion to complete the island-wide cycling path network. We will provide more details at the Committee of Supply. Finally, Mr Deputy Speaker, let me take this opportunity to thank Members of this House for their advice and many suggestions. I look forward to their continued support.”
“These LTA-approved models are pedal-assisted PABs and without throttles, where gradual motor assistance is provided as the user pedals, but is gradually reduced and cut off as the PAB reaches a speed of 25 kilometres per hour (km/h). In addition, they have to comply with the EN15194 device safety standard for electrical and fire safety. Since November 2019, we have caught 70 non-compliant PABs. Non-compliant PABs caught will be seized and forfeited. The offenders can face a maximum fine of $5,000 and/or imprisonment of three months. Over the last few years, we have strengthened our active mobility regulatory regime, including mandating e-scooter registration. The Active Mobility Advisory Panel (AMAP) has been a great help. The Government has accepted the latest set of AMAP recommendations. I will shortly introduce a Bill to amend the Active Mobility Act to strengthen the regulatory regime. This includes setting minimum riding ages, requiring third-party liability insurance coverage and introducing mandatory theory tests. At the same time, we are upgrading the cycling infrastructure. First, we have implemented improved markings on footpaths to clearly distinguish them from cycling paths. There will be logos indicating "No PMD" at selected intersections of footpaths and cycling paths to indicate that e-scooters will not be allowed on footpaths. Second, we are stepping up the construction of cycling paths to improve first- and last-mile connectivity within towns. We had previously announced a plan to extend the network of cycling paths from 440 km to 750 km by 2025 and 1,300 km by 2030. We will accelerate the pace of implementation by a few years.”
“There are about 6,120 food delivery riders who have done at least one delivery over the 30-day period prior to the ban and are, therefore, eligible for the grant. Amongst them, about 34%, or 2,100, do four deliveries or more per day. As of 31 December 2019, LTA has received 3,550 applications from eligible riders and approved all applications after accounting for duplicates. Twenty percent of these applicants have already transited to alternative devices. To facilitate the transition, food delivery companies have offered free bicycle rentals to the riders who are waiting for their new devices. Other partners have also leaned forward. Workforce Singapore and the National Trades Union Congress' (NTUC’s) Employment and Employability Institute are providing career placement support for riders who wish to transit to a different job. The Ministry of Social and Family Development (MSF) and People’s Association have offered temporary financial assistance to affected riders in need. As some e-scooter users may switch to using power-assisted bicycles (PABs), NTUC launched a fully subsidised safe riding programme to support food delivery riders in making such transition. As of end-December 2019, 130 riders have completed the NTUC programme. This is useful as on-road accidents involving PABs are not uncommon. From January to November last year, there were 21 such accidents. LTA is working with Traffic Police on greater public education and awareness efforts. We are updating the regulatory regime for PABs. All PAB riders must comply with road traffic regulations, such as travelling in the direction of traffic, wearing helmets and riding safely. Their PABs need to be registered and only LTA-approved models are allowed to be used in Singapore.”
“The decision to ban e-scooters on footpaths is to restore footpath safety. Since the implementation of the ban on 5 November 2019, the number of accidents involving e-scooters on public paths has dropped by about 30%. As we step up enforcement, we can expect further reduction in such accidents. From a recent telephone poll commissioned by the feedback unit Reaching Everyone for Active Citizenry @ Home (REACH), two out of three respondents agreed that safety on footpaths had improved since the ban. I believe Members of the House would have received similar feedback from friends and residents. Till 31 December 2019, the Land Transport Authority (LTA) had issued about 6,000 advisories to remind riders on the new regulations and more than 300 summonses against reckless riders. Since 1 January this year, LTA has imposed strict enforcement. Those caught riding an e-scooter on footpaths are liable for fines up to $2,000 and/or face imprisonment of up to three months, if convicted. LTA has expanded its team of active mobility enforcement officers, including Auxiliary Police Officers, from 100 to 182 officers. Recruitment efforts are underway and LTA targets to enlarge the team to 200 soon. LTA has also deployed technology trials using roving closed-circuit television (CCTV) cameras to complement existing enforcement efforts. As of 5 January this year, 27 errant riders have been caught. We are aware that the ban of e-scooters on footpaths has an immediate impact on the livelihoods of some riders. This is why we launched the Transition Assistance Package. This includes the e-scooter trade-in grant (eTG) to help food delivery riders switch to alternative devices.”
“Mr Deputy Speaker, may I have your permission to take Question Nos 5 to 9 together?”
“With regard to the Member's question on the counter-unmanned aircraft measures that we have, CAAS and CAG are investing in counter-unmanned aircraft measures to safeguard the airport. Unmanned aircraft intrusions can be very difficult to detect and counter because unmanned aircrafts can be very small and do not show up well on sensors. In addition, some perpetrators can site their elusive operations anywhere within quite a large area around an airport because unmanned aircraft are controlled remotely. CAAS and CAG, therefore, conduct regular patrols to look out for errant unmanned aircraft operators. They are also investing in additional capabilities to better detect and disrupt unmanned aircraft activities and these include the customisation and calibration of commercial systems for Changi Airport with the help of our Defence Science agencies as well as training of personnel to man the systems and respond effectively to minimise disruptions to runway operations. The enhanced penalty framework that I have mentioned just now will, hopefully, serve as a strong deterrent against irresponsible and illegal unmanned aircraft operations. Mr Speaker, in summary, this Bill supports our vision for a more effective regulatory system by enhancing CAAS' enforcement and regulatory powers. With that, Mr Speaker, I beg to move. [(proc text) Question put, and agreed to. (proc text)] [(proc text) Bill accordingly read a Second time and committed to a Committee of the whole House. (proc text)] [(proc text) The House immediately resolved itself into a Committee on the Bill. – [Dr Lam Pin Min.] (proc text)] [(proc text) Bill considered in Committee; reported without amendment; read a Third time and passed. (proc text)]”
“On the unauthorised use of unmanned aircraft, Mr Dennis Tan asked about the efforts being made in public education of the restrictions, offences and punishments. This is a valid concern. CAAS works with other Government agencies, including MHA and the Ministry of Defence, to educate the public on how to operate unmanned aircraft responsibly and in compliance with regulations. Apart from issuing advisory flyers that highlight the set of "do's and don’ts" on the safe and responsible operation of unmanned aircraft, CAAS' other outreach efforts include safety series and seminars to engage and educate different user groups on the unmanned aircraft regulatory framework. As we make enhancements to the unmanned aircraft regulatory framework, CAAS will continue to engage the public to ensure that they are clear about their responsibilities when operating unmanned aircraft and the penalties that they would be subject to for offences involving unmanned aircraft. We will also be working with interest groups to raise awareness of this regulation as well as the stiffer punishments that come with it. And as for tourists, they will also need to register their drones as well if they want to use unmanned aircraft in Singapore and we will continue to work with CAAS and the Changi Airport Group (CAG) on how to raise awareness on these regulations for tourists. Mr Dennis Tan also asked for an update on the unmanned aircraft intrusions at Changi Airport in June 2019. Investigations are currently still ongoing and there are no further developments for me to report at this point in time. Since June 2019, there have been no intrusions that affect the operations of Changi Airport. We will continue to remain alert for any other unmanned aircraft intrusions.”
“Mr Speaker, I would like to thank Mr Dennis Tan for his comments and support for the Bill. Mr Dennis Tan has raised a number of questions which I will address in turn. On the prohibition of disclosure of flight recorder information, Mr Dennis Tan asked if there is any possibility of abuse by individuals, companies and even authorities, raising the example of Boeing in the United States. The legislative amendments are aimed at strengthening protection, by enabling CAAS to make regulations to prescribe the circumstances and appropriate safeguards under which flight recorder information can be used or disclosed, and this is in line with the latest amendments to Annex 6 of the Chicago Convention. As I have alluded to in my opening speech, there will be no restriction on the disclosure or use of flight recorder information for accident investigation by the Transport Safety Investigation Bureau or for reporting a known or suspected act of unlawful interference. This is stated in the new paragraph (oa) under subsection 1 to section 3A of ANA. Practices are in place today to guard against misuse or inappropriate disclosure of flight recorder information. For example, firstly, access controls to the recorders and the equipment are needed to download or playback the recordings; secondly, an individual who might be recorded in the recordings must be de-identified; thirdly, the information, when provided, has to be in aggregated format; and fourthly, the information has to be transferred by secure means. The Bill will allow CAAS to make regulations on appropriate safeguards for the use and disclosure of recorder information, in line with the provisions in Annex 6.”
“The amendments in the Bill are to send a strong deterrent signal. Our Courts will be able to mete out appropriate punishments to errant unmanned aircraft users who endanger aviation and public safety. We will continue to proactively finetune the regulatory framework and invest in counter-unmanned aircraft capabilities so as to keep our skies safe. Finally, clause 8 of the Bill is an amendment of a housekeeping nature. It is to enable NCASA to delegate its powers to a public officer who is not an aviation security inspector. This will give greater flexibility to NCASA to delegate his powers to a bigger group of individuals where the enforcement powers of an aviation security inspector are not required. Mr Speaker, the amendments in the Bill will contribute to enhancing safety and security of air transport and aviation in Singapore. Mr Speaker, I beg to move. [(proc text) Question proposed. (proc text)]”
“The maximum fines will remain at $50,000 for first offenders, and $100,000 for repeat offenders. For the offence of operating an unmanned aircraft to overfly or take photographs of a protected area, or discharging a substance, whether gaseous, liquid or solid, without authorisation when flying an unmanned aircraft, the Bill raises the maximum fine for first offenders from $20,000 to $50,000 and raises or introduces a jail term of up to two years. The Bill also introduces an enhanced penalty for repeat offenders of a maximum fine of $100,000 or imprisonment of up to five years, or both. For the offence of not complying with a direction given by an enforcement officer to end the flight of an unmanned aircraft, to land it safely or to fly the unmanned aircraft in the manner specified by the authorised person, the Bill increases the maximum jail term from 12 months to two years. The maximum fines will remain at $20,000. For the offence of doing any act or causing or permitting an act involving an aircraft, knowing that or reckless as to whether life or property could be endangered, a higher custodial punishment is introduced where this sort of activity involves an unmanned aircraft. Where the unmanned aircraft is operated by a person who knows that, or is reckless as to whether the unmanned aircraft operation could endanger the life or property of another person, the person may face a fine not exceeding $100,000 or a maximum imprisonment term of 10 years or both. The Bill contains examples of what sort of dangerous activity we are looking at. The challenges of regulating the use of unmanned aircraft in an urban environment are not unique to Singapore and countries around the world are grappling with the same issues.”
“Unfortunately, there are reckless and irresponsible unmanned aircraft operators who operate in flagrant disregard of the law. When operated irresponsibly, an unmanned aircraft could endanger others and cause widespread disruption of lawful activities, resulting in significant economic loss. One such example would be when an unmanned aircraft disrupts airport operations. This has happened to major international airports – Gatwick Airport had about 1,000 flights disrupted in December 2018 while Frankfurt Airport had about 200 flights disrupted in May 2019. During the unmanned aircraft intrusions at Changi Airport in June 2019, about 60 flights were affected. Today, the penalty for most of the offences involving unmanned aircraft is a maximum fine of $20,000. This has obviously not served as a deterrent. It is also manifestly inadequate when one takes into account the damage and disruption unmanned aircraft can cause when operated in an irresponsible way. In particular, we need to make sure that we have higher penalties for repeat offenders who fail to learn from their mistakes and offenders who knowingly or recklessly operate an unmanned aircraft in a manner that endangers lives or property. The Bill, therefore, contains five clauses aimed at raising the penalties for offences involving unmanned aircraft. Clauses 3 to 7 of the Bill make the following amendments. For the offence of conducting any aerial activity without the required aviation safety instruments, such as operating an unmanned aircraft without the required operator and/or activity permits, the Bill introduces a discretionary jail term of up to two years for first offenders, and up to five years for repeat offenders.”
“CAAS and the Ministry of Home Affairs (MHA) had implemented a regulatory framework to regulate the operation of unmanned aircraft in Singapore in June 2015 following the passing of the Unmanned Aircraft (Public Safety and Security) Bill. This included a permit regime that adopted a risk-based approach to ensure that operators are responsible and operate unmanned aircraft safely. Since then, the use of unmanned aircraft has risen rapidly. In 2018, CAAS approved 522 Operator Permits and 2,322 Activity Permits. This is a year-on-year increase of 35% and 65% from 2017. For the first nine months of this year, CAAS has approved 480 Operator Permits and 2,195 Activity Permits. CAAS is tightening this unmanned aircraft regulatory framework by introducing a mandatory registration regime for all unmanned aircraft above 250 grammes (g). The purpose of registration is accountability and traceability. We will design the registration process to achieve this objective while keeping it as simple and as convenient as possible for users. CAAS will be providing more information on the details of this regime. Most operators fly their unmanned aircraft responsibly and in compliance with regulations. Many of these users operate unmanned aircraft for beneficial and innovative purposes, improving work processes and productivity in the areas of inspections, surveillance and aerial photography, amongst others. We are also facilitating trials for more complex uses, such as medical and ship to shore deliveries. Our schools and institutions of higher learning also use unmanned aircraft to teach robotics, programming and other areas in Science, Technology, Engineering and Mathematics.”
“Before the latest amendments to Annex 6 of the Chicago Convention, there was no provision on the use and protection of flight recorder information outside the scope of an accident and incident investigation. These latest amendments were put in place to address the use of flight recorder information in other circumstances. Specifically, recordings may now be used for safety management, such as carrying out safety trend analysis and training, or in carrying out inspections and maintenance of the flight recorder and, when appropriate, for criminal proceedings. These are the allowable uses in Annex 6 of the Convention on International Civil Aviation. For example, flight recorder information with appropriate safeguards can be used for analyses of trends as part of an airline's safety management system. The Bill will allow CAAS to legislate the circumstances for use of flight recorder information and the appropriate safeguards. Any person with access to the information will be prohibited from disclosing or using the information except in prescribed circumstances. This will enhance confidence that the information, originally intended for accident investigation purposes and which is also useful for aviation safety, would not be misused. There will be no limitation on disclosure or use for purposes of accident investigation under the Transport Safety Investigation Bureau Act or for the purpose of reporting a known or suspected act of unlawful interference required by that Act. The second and largest set of amendments concern the penalties for offences involving the use of unmanned aircraft.”
“Mr Speaker, on behalf of the Minister for Transport, I beg to move, "That the Bill be now read a Second time." In Singapore, we regulate civil aviation safety and security through the Air Navigation Act (ANA). We need to update the Act from time to time to ensure that our regulatory framework keeps pace with developments in the aviation sector. This Air Navigation (Amendment) Bill amends ANA to enable Singapore to meet new international civil aviation obligations and to enhance penalties for a greater deterrent effect for offences involving unmanned aircraft. The Bill has three components. The first protects recordings and transcripts of flight recorders in accordance with Annex 6 of the Convention on International Civil Aviation or Chicago Convention. The second increases the penalties for offences pertaining to unauthorised unmanned aircraft operations. And the third enables the National Civil Aviation Security Authority (NCASA) to delegate its powers to any public officer who is not an aviation security inspector. Let me explain each of these components in turn. The first set of amendments set out in clause 2 of the Bill will empower the Civil Aviation Authority of Singapore (CAAS) to make regulations to protect flight recorder information or any similar information from use and disclosure in line with changes to Annex 6 of the Convention on International Civil Aviation, also known as "the Chicago Convention". Flight recorders contain critical information, including the pressure-altitude and airspeed of the aircraft during flight, information from other electronic systems on the aircraft, as well as the conversations between the pilots.”
“I would like to thank Mr Darryl David for that supplementary question. The short answer is yes, we will see how we can use technology to strengthen our enforcement capabilities. In fact, in previous Parliamentary Sittings, I had already shared that LTA is currently piloting the use of CCTVs for that purpose. At the same time, we have also implemented MyTransport.SG where the public can snap a picture of the errant rider and, if possible, try to identify the errant rider. If not, at least it will provide some information on where the possible hotspots are.”
“I would like to thank Mr Liang Eng Hwa for that supplementary question. I must say that we share the same concern when deliberating on this measure. We have been engaging the three major food delivery companies – Food Panda, Grab Food as well as Deliveroo. From our understanding, there are approximately about 7,000 food delivery riders using PMDs engaged by these three companies. We think that these 7,000 riders are probably the upper bound of the number of PMD users in this trade because many of them may register under the multiple companies. We also understand from the food delivery companies that less than 30% of the deliveries are actually done using PMDs. Just to give Members the rough statistics. For Food Panda, only about 12% of their food deliveries are done by PMDs, Deliveroo about 5%. We do not have the exact statistics from Grab Food. We are encouraging the food delivery companies and are working with them to see how we can convert as many of these PMD delivery personnel to either use motorcycles or bicycles because we do see that some of the companies do use bicycles for food delivery as well. For example, Food Panda has about 16% of their food deliveries done on bicycles. For those workers who are unable to convert to either bicycles or motorcycles for whatever reasons, we will be working with the food delivery companies, together with Workforce Singapore, to assist them and see how we can look for alternative jobs for them.”
“I would like to thank Mr Murali Pillai for those words of encouragement. It is a difficult decision to prohibit the use of PMDs on footpaths. When we first started debating on this topic in 2017, the collective decision then was to allow the use of PMDs on footpaths with the necessary mitigating measures in place, which we have done very thoroughly over the past two years. But at the same time, we understand that we should not push for connectivity at all costs. Public safety is still paramount and, looking at the current situation, it is not possible for the Government not to make a decisive decision. Therefore, the decision to prohibit the use of PMDs on footpaths. As to the POZs, with this current announcement, we will be going back to the five pilot sites at the various Town Councils to work with the advisers to see whether they would like to proceed with the implementation of POZs. Because with the current ban of PMDs on footpaths, the danger posed by PMDs in such areas will be significantly reduced. Therefore, the question is whether we should continue with the POZs to prohibit the use of bicycles in these town centres. For those advisers who still want to continue with the implementation of POZs, LTA, together with MOT, will work very closely with the adviser to implement the POZs. With regard to enforcement, we should adopt the attitude that we are in this together. The Town Council officers, together with the LTA enforcement officers, will try to make it as safe as possible for the pedestrians at the POZs.”
“I would like to thank Assoc Prof Walter Theseira for that supplementary question. I understand where the Member is coming from. The incentive scheme of $100 is meant for PMDs that are registered but non-compliant. The reason why we are doing so is because of the risk of fire and, therefore, we will not be extending this incentive to PMDs that are compliant because, for PMDs that are compliant, they can still continue to use them on the cycling paths as well as the PCNs and we are not totally restricting its use altogether.”
“We are also working with the insurance companies to see how we can bring down the price of the premium for such a product. At the same time, we also encourage all PMD users to consider purchasing third-party liability insurance because it provides the necessary protection and peace of mind. We also take back the Member's suggestion on the registration label for registered PMDs and we can work with LTA to see how we can make the font size more readable and easier to identify. As to the Member's supplementary question on speed limiter installation for new PMDs, in fact, currently, all the new PMDs that are imported already have a speed limit of 25 km/hour (h), which is the speed limit allowable on our cycling paths as well as our Park Connector Networks (PCNs). With the implementation of the prohibition of e-scooter use on footpaths from tomorrow, there is no longer a need to limit these devices to 10 km/h. At the same time, if there are any illegal modifications of the speed limit of the PMDs, LTA will come down hard on these PMD users who illegally modify their devices. As to bicycle registration, we have debated on this topic many years back in Parliament whether we should register cyclists. The decision then was not to because it will actually impede the take-up of active mobility, especially bicycles. At this point in time, many members of the public are supportive of the use of bicycles in their town as well as amongst the neighbourhood. The main concern now is that of PMD usage, especially those who are reckless and riding them dangerously. We will focus on the control of PMD use. The recent announcement on the ban on footpaths will be the right step forward.”
“I would like to thank Er Dr Lee Bee Wah for the five supplementary questions. The very first is on upgrading the paths in Nee Soon South. In fact, we will be upgrading the paths in all the different towns in Singapore. Of course, we will be focusing on those where the use of active mobility is the highest and then we will try to do so for the rest of the towns as soon as possible. If there are any particular paths or areas where Er Dr Lee Bee Wah is concerned about, we can always look at it and see how we can tap on the funding that I have announced during the Ministerial Statement on improving certain hotspot areas, so that the risk of conflict can be minimised in those areas. As to mandatory licensing of PMD users as well as mandatory third-party liability insurance, at this point in time, we do not have the intention to do so. But we already have various regimes in place, such as the mandatory registration of PMD device itself. We are also currently actively studying some of the recommendations put up by AMAP, one of which is the mandatory theory test. Like I have explained to Mr Dennis Tan, the intent is to inculcate safe riding habits amongst PMD users and, at the same time, also to remind PMD users of some of the rules and regulations that are in place. As to whether we should have mandatory third-party liability insurance, we have been actively studying this issue. In fact, one of the recommendations that was put forth by AMAP is to have mandatory third-party liability insurance for businesses, for example, food delivery companies. I am glad to say that we have engaged the three major food delivery companies and all of them have bought third-party liability insurances for their PMD delivery personnel.”
“I would like to thank Mr Ang Wei Neng for those three supplementary questions. Out of those 12 retailers who were caught, all of them are physical retailers. I think Mr Ang will agree with me that it is very difficult to control or even prosecute online retailers because many of them are actually located outside Singapore. But having said that, LTA works very closely with some of the major online retailers, for example, Lazada, to request that they put on the website some of the rules and regulations of PMD usage in Singapore, especially with respect to the device criteria allowed for sale in Singapore. On the Member's third question on the number of AMEOs, like I have mentioned, we will increase to 200. Offhand I do not have the exact number of AMEOs that we have right now, but I think it is in the region of 100-plus.”
“I would like to thank Mr Dennis Tan for those supplementary questions. With regard to his question on whether there should be any mandatory safe-riding certification courses, I would like to share with the House that AMAP has recently submitted their recommendations on certain aspects of active mobility and one of which includes a mandatory theory test, which is slightly different from the safe-riding certification. But that may be a good step forward because by having a mandatory theory test, this will remind them of some of the various new rules and regulations on PMD usage, as well as some of the safety measures that they should adopt when using PMDs. We do not think that a safe-riding certification course will be necessary at this point in time because riding a PMD is very different from operating a motorcycle or, for that matter, a motor vehicle. It is actually much easier to do so. The question is whether the PMD user will exercise their due diligence and responsibility in riding the device in a safe manner. As to the age limit, similarly, AMAP has also recommended that the age limit be brought down to 16. LTA, together with MOT, will be studying some of these recommendations by AMAP and we will make the necessary announcement later on. As to the last clarification on the sale and supply of non-compliant PMDs, I have mentioned in my reply that from 1 July 2019, retailers are already not allowed to sell or even advertise non-compliant PMDs. At the same time, we are also moving upstream to look at how we can impose an import control of such non-compliant PMDs, so that we do not see such non-complaint PMDs being marketed in Singapore. We are working together with the necessary Government agencies to see how we can go about doing that.”
“I would like to thank Mr Lim Biow Chuan for the clarification. Yes, indeed, we will be increasing the number of Active Mobility Enforcement Officers (AMEOs) up to 200 by the end of this year. In addition to AMEOs, we are also forming more Active Mobility Patrol teams within the community. We will be working with the various constituencies to form as many Active Mobility Patrol teams as possible so that they can also help in the public education of PMD users. At the same time, we also have what we call "Blue-Rangers" who are LTA officers who volunteer to take up the added responsibility of going around to educate PMD users on the various rules and regulations, as well as to remind them that from tomorrow onwards, it will be illegal to ride PMDs on footpaths.”
“Since 1 July 2019, it has been an offence for retailers to display, advertise or sell non-UL2272 certified PMDs for use on public paths in Singapore. Those convicted may be liable to a fine of up to $5,000 and/or jail of up to three months for the first offence. To date, 12 retailers have been caught and dealt with by the law. We are considering raising the penalties to root out such irresponsible acts. LTA is also studying upstream measures, including import controls, to stem the inflow of non-compliant PMDs into Singapore. Finally, given the safety concerns of motorised PMD usage on footpaths, we have decided not to accept any new application for PMD-sharing licences. As for the existing applications, we will issue a safety directive and LTA will reject them. Mr Speaker, this ban of e-scooters from footpaths is a difficult decision. But it is a necessary step for pedestrians to feel safe again on public paths, while still allowing e-scooters to grow in tandem with cycling path infrastructure. We hope to have Members’ understanding and support for this new policy.”
“The Land Transport Authority (LTA) will work with the food delivery companies to allow as many of their delivery riders to switch to motorcycles or bicycles. This move is not a complete ban of e-scooters in Singapore. We will continue to allow them on dedicated cycling paths. We are stepping up the construction of such cycling paths to provide clear separation between pedestrians and e-scooters, as in Ang Mo Kio and Tampines Town. LTA will be adding dedicated cycling paths in towns, such as Woodlands, Toa Payoh and Choa Chu Kang. Overall, we will extend the network of dedicated cycling paths from about 440 km today to 750 km, latest by 2025. As for the fire safety concerns, we have brought forward the deadline for compliance with the UL2272 standard to 1 July next year. We will also be introducing a regular inspection regime to ensure compliance. Out of the 100,000 registered e-scooters, at least 80,000 are non-UL2272 certified and cannot be used on public paths come 1 July 2020. Of the remaining 20%, those which fail our inspection regime will likewise not be allowed to be used on public paths. This will effectively reduce the population of e-scooters on public paths significantly. We are offering owners of non-compliant e-scooters an incentive of $100 if they dispose of their non-compliant devices early. Since the rollout of the scheme on 23 September 2019 to 31 October 2019, more than 4,800 e-scooters have been disposed. We have decided to extend the early disposal incentive scheme from 30 November to 31 December 2019. We strongly urge the owners of non-compliant e-scooters to dispose of their devices early to protect themselves and their neighbours from unnecessary fire risks. Members asked about the sale of non-UL2272 certified devices.”
“Unfortunately, this will affect their circuitry, making them non-compliant to the UL2272 standard. As more accidents occur, the calls for a total ban on PMD usage get louder. We are not alone in having to revisit existing rules governing the use of motorised PMDs. Last week, France announced that it would no longer allow the riding of e-scooters on its pavements. This followed hundreds of e-scooter-related incidents, including several deaths. Cities have allowed the use of such devices on footpaths as they are non-pollutive, inexpensive and, if properly used, convenient for short intra-town travels. We expected the co-sharing of footpaths to be challenging but were hopeful that, with public education, PMD users would be gracious and responsible. Unfortunately, this was not to be. Like France, Japan and many other countries, we have decided to prohibit the use of e-scooters from all footpaths. This will take effect from tomorrow. To allow time for users to adjust, we will provide an advisory period until 31 December 2019. From 1 January 2020, we will carry out strict enforcement and those caught riding an e-scooter on footpaths will be liable for a fine of up to $2,000 and/or jail of up to three months. This ban from footpaths will not apply to those with mobility challenges who ride personal mobility aids like motorised wheelchairs and mobility scooters. The ban will also not apply to bicycles. We are aware that the banning of e-scooter usage on footpaths will impact food delivery riders who rely on them for work. We understand from the major food delivery companies that their deliveries are largely done by motorcycles and delivery vehicles. Less than 30% of Deliveroo and FoodPanda's riders use e-scooters.”
“In February 2017, we debated at length in this House and passed the Active Mobility Bill to regulate the use of active mobility devices (AMDs) on public paths and to support active mobility. Prior to this, motorised personal mobility devices (PMDs) were not allowed on footpaths. There are more than 5,500 kilometres (km) of footpaths islandwide, almost double the 3,500 km of roads. The convenience of being able to use these devices on footpaths for first-and-last-mile commutes, as well as for food delivery services, contributed to their popularity and a sharp increase in their population to close to 100,000 today. Over the last two years, we have put in great efforts to promote the safe use of motorised PMDs. We legislated compliance standards for the devices and their proper usage. We mandated an e-scooter registration regime. Working closely with the Active Mobility Advisory Panel (AMAP), we introduced a Safe Riding Programme and reduced speed limits on footpaths. We stepped up enforcement and, through the MyTransport.SG mobile application, obtained regular public feedback on errant users and hotspots. Despite significant efforts, we continue to encounter errant riders who use non-compliant devices and ride dangerously. We catch an average of about 370 offenders per month. The number of accidents involving motorised PMDs continues to rise. There have been more severe accidents and even a fatal one involving a cyclist in September. Many riders have themselves suffered severe injuries, including a few who lost their lives. Singaporeans and several Members of Parliament have called for harsher measures against errant riders. Others have demanded that motorised PMDs be fitted with tamper-proof global positioning system (GPS) trackers.”
“Mr Speaker, may I have your permission to take Question Nos 7 to 11 together?”
“I would like to thank Mr Louis Ng for the suggestion to extend that requirement, firstly, to a particular group of PMD users. Just to share with Mr Louis Ng, we did look at the initiatives that were implemented in London. We understand that the key benefit of the laser projection light is to aid on road cyclists, in their interactions with other motor vehicles that may have blind spots. In the context of Singapore, there are key considerations that we have to look into. First, there really has not been any conclusive study about laser projection lights' visibility and effectiveness on shared paths and footpaths. Bear in mind that what was done in London was actually on roads shared with motor vehicles. Secondly, because Singapore is generally quite brightly lit, whether the laser projection light will be sufficiently visible and provide that kind of effectiveness to pedestrians, cyclists and drivers, is also something that we have to study carefully. Thirdly, the glare from the laser beam. As we know, the laser beam is a Class 3A or 3R laser. There is a certain element of risk when it is shone into the eye. This could potentially harm path users, especially children, who may be at that particular eye level with the laser projection. We will definitely look at the suggestion and see whether it is, indeed, effective and worth implementing.”
“Mr Deputy Speaker, we require all bicycles and personal mobility devices (PMDs) that are used at night to display a white light in front and a red light at the back. If the rider of the PMD is unable to fix such lights onto the device, the requisite lights would have to be worn by the person. The purpose is to increase visibility of the rider to other path users. We will study the practicality and effectiveness of the suggestion of using laser lights, bearing in mind the costs and safety implications.”
“Currently, MOH is working with the National Quality Council and the clusters' Public Health Institutions to chart our way forward to ensure that there will be continued care quality and safety. We are also engaging leading international organisations, including JCI as well as the Australian Council for Healthcare Standards (ACHS), to share some of the needs of the Singapore healthcare system, so that whatever suggestions that had been submitted to us actually meet our unique circumstances. One of the purposes of this is to move away from the focus on just relentless auditing which many healthcare workers have given feedback about. As for the timeline, we will have to come back to Ms Irene Quay. Once we have finalised the decision, we will update the House, as appropriate.”
“These accreditations had been useful in helping our healthcare institutions make continual improvements in their service standards and quality, but we will need to mature beyond traditional accreditation. Our healthcare landscape is rapidly changing, with emerging challenges in an ageing population, increased complexity of care needs and limited workforce growth. To meet our unique needs, MOH is working with healthcare institutions to develop our own models of care. We are also partnering them as well as leading international organisations, such as JCI, to develop more customised quality regimes and standards that meet our needs without imposing excessive burden on our healthcare workforce.”
“Mr Speaker, the healthcare institutions are required to meet core governance, clinical and patient safety and welfare requirements as stipulated in the legislation, as well as licensing and regulatory framework of the Ministry of Health (MOH). MOH carries out regular inspections to verify that these requirements are complied with. These requirements are reviewed regularly to ensure they remain relevant. For example, following a review and public consultation, MOH is working towards replacing the current Private Hospitals and Medical Clinics Act with a new Healthcare Services Bill that will better meet the needs of a changing healthcare landscape. At the systems level, MOH also benchmark the performance of our system against international counterparts. We examine how our care outcomes fare in international studies, such as the Economist Intelligence Unit's (EIU's) Healthcare Outcomes Index, Bloomberg's Global Health Index and the World Health Organization's World Health Statistics report. We also benchmark ourselves in specific areas, such as our mortality rates in key diseases versus the Organisation for Economic Cooperation and Development countries. Singapore’s healthcare system has fared well in many of these international comparisons and studies. In addition to these efforts, MOH encourages and supports quality improvements in healthcare institutions through different initiatives, such as performance monitoring and Quality Improvement programmes to help healthcare institutions achieve better care quality and excellence. Some healthcare institutions have voluntarily undertaken external accreditations, such as those provided by the Joint Commission International (JCI).”
“Hospitals also establish quality assurance committees to monitor and evaluate the safety and quality of the practices, procedures and services. MOH inspects hospital licensees periodically to assess that these regulatory requirements are met.”
“Mr Speaker, to be accredited as specialists who can perform higher risk and specialised procedures, doctors trained in Singapore must complete local postgraduate specialty training that includes workplace-based and clinical knowledge-based assessments. The training and assessments are overseen by the Specialist Accreditation Board (SAB) and are designed to ensure that the doctors acquire the required levels of clinical competencies in these specialised procedures. Overseas-trained doctors can apply for medical registration and specialist accreditation in Singapore. They have to submit their educational qualifications, training and employment history for review by the Singapore Medical Council and SAB. SAB will then ascertain if the doctors have the requisite clinical competence to perform the range of procedures deemed equivalent to those performed by locally trained specialists. The Ministry of Health (MOH) also imposes additional requirements for specific specialised procedures or services with higher risk. Examples include transplants, assisted reproduction and renal dialysis services. Doctors who wish to provide these specific specialised procedures or services are required to have the appropriate qualifications and have to apply to MOH for authorisation before performing these procedures or services. In addition, licensed hospitals are also required to put in place a clinical privileging system that grants their doctors the appropriate scope of practice commensurate with their areas of competence. The hospitals must ensure that each doctor granted the appropriate clinical privileges practises within the approved scope and remains up to date with practice.”
“We would like to clarify that it is not illegal to charge your PMD, whether it is inside your flat or outside. But what is necessary to know is that you are supposed to exercise the necessary precautions when you are charging your PMD. Please do not leave it to charge overnight; do not leave it to charge unattended; do exercise the precautions that we mentioned previously; make sure that you do regular inspections of your battery packs to make sure that they are not damaged; and at the same time, please use compatible chargers and Safety Mark labelled adapters. But, if possible, I would encourage the PMD user to change out to a UL2272-certified device as soon as possible, not only just for your own safety but the safety of your neighbours as well. 2.50 pm”
“I would like to thank Mr Alex Yam for the clarification. Indeed, non UL2272-certified devices have been identified as one of the possible reasons why we have this spate of fire incidents recently. But we also understand that there are multiple factors that can lead to a fire incident. As such, while we understand that there is a call to ban the use of non UL2272-certified devices immediately, we also are cognisant of the fact that there are many Singaporeans out there who rely on such devices, not only for their daily commuting, but also as a way to sustain their livelihood. So, we are quite careful in not doing that. But at the same time, we want to remind PMD users who are currently not using UL2272-certified devices to exercise caution, like what I have mentioned about the safety practices, in terms of charging. And if you are able to do that, then we will minimise the risks of fire incidents. As to the Member's second clarification on the licensing of riders, at this point in time, we do not have the intention to do so. But let us bring this back to study and see whether this will be necessary in the future.”
“I would like to thank Ms Sylvia Lim for the clarification. Indeed, there are 12 retailers that have been taken to task. But at this point in time, I do not have the exact information as to whether any of these are online retailers. As to the Member's second question, yes, indeed, LTA has been working with online shopping platforms to collaborate on educating our consumers and retailers on the regulations pertaining to the sale and use of PMDs in Singapore and, at the same time, to remove any post of any false advertisements of compliant devices from their platforms. Like what Ms Sylvia Lim has rightly pointed out, we are cognisant of the fact that there are thousands of online shopping platforms out there, including Taobao, and many of them are actually based overseas outside Singapore. It may not be possible for us to work with every single online retailer. It is, therefore, important to have what we have just mentioned, the mandatory inspection regime, to ensure that our PMDs used on our paths meet our technical as well as safety requirements. We will also continue to raise public awareness and educate both current as well as future users that it is illegal to use non-compliant devices on our public paths.”
“I would like to thank Mr Melvin Yong for that recommendation. Indeed, we had discussed this issue on several occasions in previous Parliamentary Sittings. Having received many of this feedback, we have actually asked Senior Parliamentary Secretary Assoc Prof Faishal Ibrahim, together with his AMAP, to study this issue of insurance and compensation in the event of any active mobility-related incidents. They will submit their recommendations later this year, after consulting the various relevant stakeholders. So, we are not precluding that possibility. But I would also want to say that, at this point in time, we will likely start off by requiring PMD-sharing operators to have mandatory third-party liability insurance. At the same time, I have also mentioned just now that the major food delivery companies, like Deliveroo, GrabFood and Food Panda, are and will be providing third-party liability insurance for their riders. So, this is one step in the correct direction. In the meantime, we are also working with the insurance companies to see whether we can come up with a more affordable plan for the individual users so that the cost of insurance will not be a great barrier for them to purchase one if they want to at this point in time. So, I hear your appeal and we will ask Assoc Prof Faishal Ibrahim to look into it.”
“Mr Speaker, indeed, some of these suggestions are very valid and good. Whether we want to mandate registration at the point of sale is something that we can look at. We are not saying that we will disallow the registration by the retailer on behalf of the buyer. It can be done. But I would also like to remind users to purchase UL2272-certified or compliant PMDs from reputable retailers. If you are going to buy PMDs online, then there is a risk that you may be purchasing something that has been falsely declared to be compliant but which actually may not be. Secondly, on the use of technology, indeed, this is exactly what we plan to do. LTA is also embracing technology to see how we can enforce the responsible use of PMDs, such as, like I mentioned, the use of mobile CCTVs. Whenever there are new technologies that are available in the future, we will consider using such technology to enhance our enforcement action. But in the interim, I think it is necessary to have sufficient manpower on the ground, which is one of the many pieces of feedback that we have received from Advisors that, in the past, there were very few physical bodies on the ground to do the enforcement. Therefore, we have increased the number of manpower to tackle the root of the problem. But in the future, if we have technologies that can facilitate enforcement action, we will definitely deploy them.”
“I would like to thank Ms Foo Mee Har for the question. When we mentioned dedicated lanes for cycling, it is separate from the road itself. From our feedback and experience, and looking at what some other countries have been doing, locating the dedicated cycling path next to the road has its pros and cons. There is always the danger where the fast-moving vehicles on the road may pose a danger to the cyclist or PMD user. What we mentioned in AMK is that we will try to reclaim part of these roads so that we can make it as a footpath or dedicated cycling path, which is physically separated from the road itself. This is to ensure the safety of the slow-moving PMD users and the cyclists, as well as pedestrians.”
“I would like to thank Assoc Prof Daniel Goh for those supplementary questions. With regard to the cost of the inspection as well as the subsequent fee for registration when owners replace their PMDs, LTA is working out the details and will make the announcement soon. As to deregistration, there is currently a process for PMD users to deregister their registered PMDs. And I would want to remind owners to do so because failure to deregister will not take away your responsibility of being the owner of the PMD device if it is being used illegally subsequently. So, there is currently a deregistration process in place. Please remember to deregister your PMD when you want to discard or stop using your PMD. As to the last clarification on UL2271 and UL2272, I will have to check exactly whether they are compatible in terms of the certification. My understanding is that the device is certified to the UL2272 standard based on the battery and circuitry of the PMD. Any illegal modification or change to a different type of battery will actually render the UL2272 certification void. But I need to verify if UL2271 is, indeed, a compatible one. But I would encourage PMD users, if you need to change batteries, please go to a reputable retailer to have it changed. Do not do it yourself or through some black market retailers. Go to reputable ones to ensure that the certification will not be rendered void.”