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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“I thank Ms Sun Xueling for the query again. Like I have mentioned, I do not have the figures right now, but I will be happy to reply to Ms Sun Xueling separately with regards to the exact figures.”
“I would like to thank Ms Sun Xueling for the supplementary questions. I do not have the exact makeup of the commuter mix at this point of time. But suffice to say that LTA will continue to work closely with the Urban Redevelopment Authority (URA) as well as the various Government agencies and stakeholders when planning for the transportation network in PDD, and also to study the demand of residents as well as commuters to that area. We will continue to work with local advisors to ensure good connectivity for the residents and also address any concerns or feedback along the way.”
“Mr Speaker, the Land Transport Authority (LTA) has made several provisions to ensure good transport connectivity to and within the Punggol Digital District (PDD). A new Mass Rapid Transit (MRT) station on the North-East Line will open in 2023, when the first phase of PDD developments is ready for occupation. Enhancements will also be made to the bus network. To cater to increased vehicular traffic, we are expanding the Tampines Expressway (TPE) and Kallang-Paya Lebar Expressway (KPE) road interchange linking to Punggol and Pasir Ris and building a new Tampines Expressway (TPE) and Seletar Link interchange. There will also be covered walkways and cycling paths in the area to encourage active mobility. We are also working towards the deployment of autonomous buses and autonomous on-demand shuttles in PDD from 2022 which will improve first-mile-last mile connectivity for those living or working there. These provisions will enhance the connectivity of PDD significantly in the lead up to 2030, when the Cross Island Line in the Punggol region is expected to be ready.”
“I would like to thank Er Dr Lee Bee Wah for the supplementary questions. Since the implementation of the tiered ARF for motorcycles, the category TCOE quota premiums have increased from around $6,000 to all-time high of about $8,081 in the second bidding exercise of March 2017, before dropping to about $3,500 in August 2017. So, Members can see that the COE premium actually fluctuates, depending on factors, such as demand and supply. However, we do notice that the Category D TCOE premium was at $8,001 for the second bidding exercise of January 2018 and we will be watching the trend closely. With regard to the Member's question on whether to shorten the validity period of the TCOE to three months instead of the current six months. The reason why we are not doing so is because if we do shorten the validity period of the Cat D TCOEs, it basically reduces the time available for the dealers or individuals to secure a vehicle before their TCOEs expires, and dealers may have to maintain a large inventory of vehicles to meet the shorter validity period. This might increase business costs. With regard to the Member's question on the deposit, the reason why it is tagged at $200 is because the quota premium for motorcycles is much lower than that of normal cars. However, like I have mentioned, we do monitor all these very closely and, if necessary, we may look into changing the COE policies.”
“Mr Speaker, currently, motorcycle dealers bid for Certificates of Entitlement (COEs) under their name and hold a stock of Temporary COEs (TCOEs). This is the preferred model for the motorcycle market as it allows buyers to take delivery of their motorcycles immediately. Our data does not reveal any irregular stockpiling of COEs, or the use of the stockpile, by the dealers, with the exception of the period shortly after the tiered Additional Registration Fee (ARF) for motorcycles was introduced. In that instance, dealers might have kept some of the TCOEs garnered before the announcement of tiered ARF to register more expensive motorcycles. The TCOEs have all been used up or expired. We will continue to monitor the situation.”
“" So, I would like to urge all Members of the House and fellow Singaporeans to give the bike-sharing scheme a chance to evolve into a safe and convenient mode of transport in our daily lives. However, for this to become a reality, we need the support of everyone ‒ the authorities, the BSOs and, more importantly, you, the users of the bike-sharing scheme.”
“I totally agree with Mr Lim. In fact, that is the intention. With the new legislative framework, we do want the BSOs to impose some form of disincentive with regard to renting out of the bicycles. I would just like to remind all Members of the House that while there may be interim inconveniences and disamenities, I would like to reiterate that there are actually many benefits of the bike-sharing scheme, not just the disamenities that we are currently facing, which may be transient in nature. Benefits include transport flexibility in terms of first- and last-mile connectivity. There will be reductions in vehicle emissions if we are able to bring the population of car ownership down. In addition to that, there are also health benefits of cycling. It will also reduce congestion and fuel consumption. More importantly, it complements our vision of a car-lite society. I was particularly thrilled by a column that I read yesterday, an opinion of the day by one of our young journalists in The Straits Times. She shared her initial apprehension and scepticism of the bike-sharing scheme but later found the experience pleasing and enjoyable, and I would like to quote her: "When the bike-sharing scheme started in Singapore about a year ago, some turned up their noses at this new sharing economy service and doubted it would last. After all, photos of bikes upended in the middle of a desolated field or abandoned in the storm drain triggered widespread outrage. But writing here as a car-less commuter who often feels defeated by the merciless crush of people on public transport, I am all for bike-sharing as it has given commuting a new lease of life and transformed the way I experience my city.”
“I would like to thank Dr Tan for the supplementary question. This is exactly the intent of the legislative amendments and the framework that we will be coming up with. We will be consulting the stakeholders as well as the industry. And we will keep all these in mind during the discussion.”
“I would like to thank Miss Cheryl Chan for the supplementary question. LTA does have regular meetings with BSOs to discuss issues relating to their daily operations as well as the problem of indiscriminate parking. At the same time, we do discuss with the BSOs with regard to the optimum fleet size that will meet the requirements of Singaporeans. I would like to reassure Miss Cheryl Chan that we will continue to do so with the BSOs. At the same time, when we do propose the legislative amendments, this will set out the regulatory framework, the licensing framework, to control the operations of the BSOs.”
“Indeed, I agree with Mr Pritam Singh that the BSOs are not performing up to the desired outcomes that LTA would want them to. This is the reason why we will be proposing legislative amendments to put in place a licensing framework for BSOs. I will be sharing more of this when it is ready.”
“Based on the number of notices issued and bicycles impounded from the period May 2017 to 21 January 2018, there was a total of 2,171 removal notices issued, and the number of bicycles impounded adds up to 341. The total fines collected by LTA amounted to about $180,000. These do not include those issued by the Town Councils or NParks.”
“It is difficult to catch users in the act of parking bicycles indiscriminately. I would like to share with Mr Lim that at this moment, we do not have users who have been caught so far.”
“I would like to thank Mr Lim for the supplementary question and I understand the frustration faced by the public. LTA currently adopts a five-pronged approach to managing disamenities of dockless bicycle sharing. First, we are providing more public bicycle parking spaces. In fact, all Government agencies and Town Councils allow shared bicycles to be parked in all public bicycle parking areas. There are currently about 174,000 bicycle parking lots available, and we plan to add another 50,000 by 2020. Secondly, through educating and guiding proper parking behaviour. LTA has been working with the BSOs to educate shared bicycle users, and we have developed educational materials on proper bicycle etiquette. Thirdly, to shape user behaviour. Some BSOs have implemented GPS geo-fencing, and users that park bicycles within a geo-fenced parking zone are given incentives. There are also BSOs which have implemented Radio Frequency Identification (RFID) geo stations and charge a towing fee to users who do not park properly. Fourthly, of course, we do step up enforcement actions. Currently, what we do is to fine a BSO which fails to retrieve indiscriminately parked bicycles. In fact, the fine ranges from $100 for the first offence, $200 for the second offence and $500 for subsequent offences. Next, like I had mentioned in my reply, we did sign an MOU together with the BSOs, NParks and Town Councils. The MOU aims to encourage responsible operation of bike-sharing services in public spaces. With regard to penalising users, under the current Street Works Act, users who indiscriminately park their bicycles on public streets and cause obstruction and inconvenience can be fined up to $2,000. However, there are challenges.”
“The Land Transport Authority (LTA) has been working with the other agencies to provide more parking spaces and step up enforcement. Since enforcement commenced in May 2017, LTA has issued more than 2,100 removal notices and collected about $180,000 in fines and administrative fees from the Bicycle Sharing Operators (BSOs). In October 2017, LTA, the National Parks Board (NParks) and Town Councils signed a Memorandum of Understanding (MOU) with BSOs, which sets out guidelines on the responsible operation of bicycle-sharing services in public spaces. LTA will also be proposing legislative amendments later this month to put in place a licensing framework for BSOs. As part of the proposed licensing framework, BSOs will be required to remove indiscriminately parked bicycles on public land within a stipulated time period. BSOs will also be required to adopt schemes that will disincentivise users for indiscriminate parking. This may involve high-accuracy geo-fencing. More details of the licensing framework will be announced when ready.”
“Mr Speaker, can I have your permission to take Question Nos 10 to 12 together?”
“Mr Speaker, I would like to thank the Member for the supplementary question. The Member is correct. The drivers providing delivery services must ensure that their motor insurance policy provides coverage when the vehicle is used for delivery services. This will commonly require the purchase of additional insurance policy coverage, that is, insurance riders, for use of the motorcycle for commercial purposes. Employers are also obliged to ensure that their delivery service employees have the valid insurance coverage. In addition, to further ensure that motorcyclists have valid motor insurance for delivery services, LTA, together with the General Insurance Association of Singapore, the Monetary Authority of Singapore, the Singapore Police Force and Workplace Safety and Health Council, will be issuing a joint advisory to the employers of these riders to remind them on the motor insurance requirements and the importance of safety.”
“Foreign-registered motorcycles and scooters can be used in Singapore for delivery services, provided that the rider has a valid work pass and complies with MOM's work pass regulations and the vehicle is insured against third party bodily injury and death. Drivers caught by LTA for using a vehicle without valid insurance can be fined up to $1,000 or imprisoned for up to three months, or both.”
“I would like to thank the Member for the clarification again. I would like to just highlight that the tender calling is done progressively for different parts of the project. I do not at present have the details exactly which are the projects that have been called out of those that I have mentioned but I will be willing to share some of this information with the Member subsequently.”
“LTA has completed the widening of the CTE between Ang Mo Kio Avenue 1 and Ang Mo Kio Avenue 3, from the dual three lanes to four lanes. In 2011, LTA also completed widening projects of the CTE between Bukit Timah Road and Yio Chu Kang Road. And, of course, with the deployment of ERP, LTA has implemented nine ERP gantries along CTE and slip roads leading to the CTE. Last but not least, the Thomson-East Coast Line, as the Member is aware, is undergoing construction and traffic conditions are expected to improve after the opening of the Thomson-East Coast Line in stages from 2019 to 2021, as commuters would be able to take the MRT to Shenton Way and Marina Bay. Er Dr Lee Bee Wah: I think the Senior Minister of State did not answer my first question. I understood that not the whole North-South Expressway tender has been called. The Senior Minister of State mentioned eight out of the 16. So, which are the eight that have been called? Does it include the portion that will be serving the residents in Yishun?”
“I would like to thank the Member for the questions. Yes, the North-South Expressway project was announced in January 2008 by LTA, but along the way, I think there was a change in plan because we wanted to convert this into a North-South Corridor, rather than just an expressway, that will link the towns in the north which include Sembawang, Woodlands and Yishun to the city. And this will, hopefully, help reduce bus journey time by up to 30 minutes. As this will be our first integrated transport corridor in Singapore, in addition to just vehicular access, there will also be cycling and pedestrian pathways throughout the surface of the 21.5-kilometre expressway, and the vehicles will ply mainly underground on a highway which will have one of the three lanes in each direction dedicated for bus services. As to the reason for the delay, I would like to explain to the Member that the North-South Corridor will run through heavily used roads and built-up areas and interface with multiple road and rail infrastructure, making the construction more complex. In fact, an advance engineering study has highlighted a major challenge for construction work at the section of the corridor's tunnel close to MRT lines. Hence, there are construction and engineering challenges that will require sophisticated construction methods to ensure that existing adjacent infrastructures are not affected as far as possible. Planning and construction will also have to be carefully executed without compromising safety standards. I would also like to address the Member's question on how we mitigate the congestion along the CTE while waiting for the North-South Expressway (NSE)'s completion. LTA has adopted several measures to mitigate the congestion. There were road-widening projects done in 2009.”
“LTA has launched tenders for eight out of the 16 major civil contracts for the North-South Corridor. Construction works are expected to commence early next year and complete in 2026. This timeline takes into account traffic conditions, the complexity of the project and the need to ensure construction works are carried out safely. Er Dr Lee Bee Wah (Nee Soon): I have a supplementary question. The North-South Expressway was announced in 2008 and then it was stated that it will commence in 2017, this year. I would like to ask the Senior Minister of State the tender that is called − may I know which stretch of the North-South Expressway is it for and whether it serves the residents in the northern part? Because a lot of my residents in Yishun are finding that the CTE is jammed most of the time, so we are waiting for the North-South Expressway. The completion date announced at that time was 2023, and now it is 2026. May I know what is causing the delay?”
“Mr Speaker, LTA will be conducting a six-month trial for 16 public buses in early 2018 to test the effectiveness of impact resistant protective screens in protection and whether they would affect the bus captains' ability to carry out their duties. The trial will also allow LTA to gather feedback from commuters and bus captains, as similar implementation elsewhere has attracted some complaints, such as the blinding glare off the screens.”
“I would also like to acknowledge Dr Tan Wu Meng who had also raised similar concerns in a separate written Parliamentary Question on postgraduate medical training and how MOH has strengthened and empowered family physicians, internists and other doctors in playing a generalist coordinating physician role to meet Singapore's future healthcare needs. I am glad to share that a Generalist Competencies Standing Committee has been appointed and is currently reviewing the core set of generalist competencies every resident should have.”
“Mr Speaker, generalist doctors play a central role in providing patient-centric and holistic care for an ageing population. The Ministry recognises and supports them in a few ways. To elevate the status and standing of generalist doctors, we are giving them more recognition. In 2014, the Chapter of Family Medicine Physicians was formed under the Academy of Medicine Singapore. This recognises family physicians with fellowship as being on par with that of specialists. MOH is encouraging doctors to take up training positions for family medicine as well as specialties with broader generalist competencies, such as geriatric medicine and advanced internal medicine. Through regular engagement sessions at various platforms, the Ministry is already creating awareness of our changing postgraduate needs to train the right mix of doctors and, at the same time, signalling the shift in priority by increasing the number of training positions for these disciplines. MOH has also been offering funding for in-service medical officers and general practitioners (GPs) to take up postgraduate Family Medicine training. In addition, the Ministry is also providing support to help them improve their practice environment and deliver more effective care. This includes supporting private GP-run family medicine clinics, funding Community Health Centres to support GPs, and extending allied health support for our polyclinic doctors. We are now in the process of resourcing Primary Care Networks (PCNs), to enable our GPs to better manage patients with chronic diseases.”
“We go the extra mile to promote and ensure access to a healthy lifestyle in children and youths, especially vulnerable groups. Students under the Ministry of Education's Financial Assistance Scheme have their fees waived for health check-ups at HPB's Student Health Centre and are issued vouchers for spectacle frames and free lenses should they require visual aids. Through such national efforts, we strive to create a conducive environment for healthy living for all children and youths in Singapore. Through the efforts of HPB, healthier food choices are available in our schools and community. HPB also partners other Government agencies to organise free exercise sessions at parks, malls and other public spaces. Our public healthcare system and subsidies ensure that all Singaporeans, regardless of background, have access to affordable and quality healthcare services. In addition, targeted initiatives have been introduced for specific population segments. HPB engages voluntary welfare organisations to improve the quality of food donations to lower-income households. To encourage earlier disease detection and intervention among the lower income, Community Health Assist Scheme card holders enjoy highly subsidised screening services for chronic diseases under the Screen for Life programme. We recognise that social determinants, such as social isolation and poor health literacy, can affect a person's capacity and motivation to make appropriate lifestyle changes and adhere to treatment. Our healthcare providers engage stakeholders, such as patients, caregivers and community partners, to develop ways to help patients in these areas.”
“Mr Speaker, Sir, social determinants of health refer to non-medical factors that influence health. Examples include educational level, economic status, employment, family background and community support. Social determinants can affect health through their impact on modifiable lifestyle risk factors, early detection and intervention of diseases, accessibility and utilisation of healthcare services, as well as self-care ability. Studies in other countries have shown that social determinants, such as lower income and educational levels, are associated with a higher prevalence of diabetes. We expect a similar trend in Singapore. The Ministry of Health works with social Ministries, community organisations and volunteers to reach out to all Singaporeans to promote healthy living. We also ensure that healthy lifestyle and healthcare services are accessible and affordable to all Singaporeans, regardless of their social circumstances. However, we cannot emphasise enough that everyone must make an effort to choose and live a healthy lifestyle. Recognising that the early years of a child's life are crucial to good health outcomes in his or her later life, the interagency NurtureSG Taskforce engaged community self-help groups and Family Service Centres to come up with recommendations aimed at fostering healthier habits from young. These include providing healthier food options in all schools and Institutes of Higher Learning (IHLs) to support our vision of "Healthy Meals for Every Child" and increasing opportunities for physical activity in preschools, mainstream schools and IHLs, with the aim of making healthy living more accessible for children of all social backgrounds.”
“Yes, I agree with the Member. The deployment of drones is something that is also on the top of our minds. We are always constantly looking to innovative solutions to manage such situations.”
“I would like to thank the Member for the supplementary question. Yes, indeed, we do take into consideration some of these e-commerce businesses that are occurring in Singapore. However, as the Member may know, today, 12% of Singapore's total land is already taken up by roads. In view of our land constraints and competing needs, there is limited scope for further expansion of the road network. As I have mentioned in my reply, we are maintaining the existing 0.25% vehicle growth rate for Category C commercial vehicles to provide businesses with more time to improve the efficiency of their operations. I am also glad to inform the Member that an interagency Urban Logistics Task Force comprising various agencies was convened in 2016 with the objective of facilitating the development of a more efficient urban logistics system which also reduces vehicle movements on the roads. Other ongoing work streams also include the development of a federated locker network to improve the distribution of goods from businesses to end consumers. So, I do take the recommendation from the Member and we will review the vehicle growth rate in time.”
“Mr Speaker, Sir, we will lower the Vehicle Growth Rate (VGR) from the current 0.25% per annum to 0% with effect from February 2018 for Certificates of Entitlement (COE) Categories A, B and D. However, we have maintained the existing 0.25% VGR for Category C commercial vehicles. This is to provide businesses with more time to improve the efficiency of their operations. The current COE system sets aside Category D as a separate category for motorcycles so that motorcycle buyers need not compete with other vehicle buyers for COEs. Splitting Category D further would result in a smaller quota in each sub-category, which may lead to more volatility in prices.”
“I would like to thank the Member for the supplementary question. With regard to the question on how many families own more than one car, I do not have the figures with me right now at this point in time but I think this question has been answered in a past Parliamentary Question and I would be able to provide the answer subsequently to the Member.”
“I would like to thank the Member for the supplementary question. Indeed, it is a pertinent question that is in the minds of many. In land-scarce Singapore, unfortunately, we do not have the luxury of letting everyone own a car. It is also very difficult for the Government to consider alternative methods of prioritising COEs to favour a certain selected group. While our current vehicle quota system is not a perfect solution, it is still the most appropriate at this point in time to allocate a limited and non-basic resource, such as vehicle ownership. The Government is very mindful of the aspiration and wishes of Singaporeans to enjoy a high degree of mobility. Like what I have said in my reply, we will continue to invest heavily to improve our public transport system – more rail lines and bus routes – and also trying innovative models of transportation, such as private hire car services. Hopefully, this will help reduce the need to own a car.”
“Mr Speaker, Sir, we will lower the Vehicle Growth Rate (VGR) for Certificates of Entitlement (COE) Categories A, B and D from the current 0.25% per annum to 0% with effect from February 2018. We do not expect this to affect the COE quota and, therefore, COE prices significantly, as the COE quota is largely determined by the number of vehicle deregistrations. We have invested heavily to build up our public transport system and will continue to do so. In the last five years, we have expanded our rail network by almost 30% to 230 kilometres. By 2030, eight in 10 households will be within a 10-minute walk to a train station. We have also expanded the fleet size for the existing Mass Rapid Transit (MRT) lines by close to 50%. Through the Bus Service Enhancement Programme and subsequently the Bus Contracting Model, we would have added 80 new bus routes and 1,000 new buses by the end of this year. There will be less need to own a car. We manage the number of foreign-registered vehicles via the Vehicle Entry Permit (VEP), which equalises the cost of owning and using a foreign-registered vehicle in Singapore, with that of owning and using a Singapore-registered vehicle.”
“I would like to thank Mr Dennis Tan for the supplementary questions. Like I have mentioned before, MOH does not regulate TPAs who do not provide medical services directly. Those who do will be regulated under the Private Hospital Medical Clinics' Act. However, MOH acknowledges that the TPAs' fee arrangements may have an influence on the doctors' behaviour which can impact the charges and patient care. While doctors are currently regulated by SMC to ensure that such TPA arrangements do not lead doctors to overcharge or compromise care, MOH will continue to monitor the situation and consider if further actions will be necessary to protect the well-being of the patients and also to prevent the escalation of healthcare costs. Indeed, we have been engaging the TPAs as well. In fact, prior to the implementation of the revised ECEG, MOH, together with the three professional bodies, have engaged major TPAs to highlight the principles and the spirit of the ECEG. They have been advised to provide more clarity in the contracts and how the fees charged must reflect the complexity of the work done by them. I am happy to say that the majority of the TPAs understood the intent of the ECEG and has since revised the contract so as to not violate the ECEG.”
“Mr Speaker, Sir, Third Party Administrators (TPAs) provide a wide range of intermediary services to healthcare providers, doctors and employers. These include the management of employer medical benefits and claims administration. The Ministry of Health (MOH) does not have the number of healthcare providers or doctors who have arrangements with TPAs. MOH does not regulate TPAs or their business arrangements today. The Singapore Medical Council's (SMC's) Ethical Code and Ethical Guidelines (ECEG) provide guidance on appropriate fee arrangements between doctors and TPAs so as to ensure that patients' interest and welfare are protected. The SMC has statutory powers to take action against medical professionals who violate these guidelines.”
“I would like to thank Mr Dennis Tan for the supplementary question. MPA will have to decide which are the public licensees that are to be designated. At this point in time, we are looking at the port operators, the terminals. But, of course, if we deem that there are certain other areas within the maritime sector that require the designation of being the designated public licensee, we will put in measures to ensure that as well. [(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)]”
“Mr Louis Ng asked whether the Bill will require inland vessels currently fitted with four-stroke engines to switch to other engine types, such as battery or solar-powered ones. PUB, which remains as the overall manager of reservoirs and inland waterways, will continue to allow vessels with four-stroke engines to operate in these water bodies. Mr Louis Ng also asked if MPA intends to require inland water vessels to be fitted with AIS transponders. I agree with Mr Louis Ng that there is no need at this point to require inland water vessels to install such equipment. I share Mr Louis Ng’s concern for the environment. PUB already has existing measures to safeguard against the pollution of our waterways from vessels. For instance, PUB’s regulations prohibit inland water vessels from discharging wastewater and other pollutants. These measures have been effective in keeping our reservoirs and waterways clean. Hence, there is no need to amend the MPA Act or the Prevention of Pollution of the Sea Act to preserve the pristine conditions of our water bodies. Lastly, on the question by Mr Dennis Tan about why we are legislating the equity interest holders as well as the business trust. In many instances, it is the parent company that would have the power to control key decisions of the licensee. So, for the legislation to be effective, MPA must have the powers to go beyond just the public licensee to the shareholders as well. Mr Speaker, Sir, the maritime sector is, and will continue to be, a key pillar of Singapore’s economy. This Bill not only better positions MPA to safeguard our strategic port interests but also enhance the overall safety in reservoirs and inland waterways for all. Mr Speaker, I beg to move.”
“It will lose its ability to control ordinary resolutions if its equity interest falls below 50%. As these are important corporate decisions that could impact the overall direction of the company, MPA should maintain oversight on whether it is in our national interest for any incumbent shareholders to relinquish such voting powers. I would like to add that the disposal and acquisition of controls are not duplicative. The acquisition controls enable MPA to have oversight of single persons becoming a new major shareholder of a designated entity. The disposal controls grant MPA oversight of existing shareholders from selling interest in a designated entity, whether to a single or multiple persons. Mr Dennis Tan also asked whether the thresholds set are too onerous. But, in fact, we are at most on par with those with similar legislation for other sectors, and they are not more stringent. Currently, vessels operating in reservoirs of Singapore are regulated and given permits to use the inland water bodies by PUB. MPA is the authority for safety standards for marine vessels and thus has the relevant expertise and experience and is in a good position to assume the responsibility for setting the safety standards for vessels operating in reservoirs and inland waterways. This will further enhance safety of navigation in these water bodies. PUB will continue to be the authority to issue permits to vessels for use in reservoirs and inland waterways for the purpose of water quality control, protection of reservoir infrastructure, controlling the types of activities in these water bodies and preventing social disamenities.”
“Mr Speaker, Sir, I would like to thank Mr Dennis Tan and Mr Louis Ng for their comments and support for the Bill. Let me address the points raised. As I mentioned in my speech earlier, our port is a national strategic infrastructure. The Government has made significant investments in developing the port. And we will make even greater investments, especially in building up Tuas Terminal, over the next few decades. The intention of the equity control requirements is not to interfere with the day-to-day operations of the designated entities or restrict its commercial flexibility, but rather to require MPA’s approval to be sought for transactions crossing stipulated significant thresholds in equity interest. Mr Tan also asked how MPA decided on the 5%, 25% and 50% acquisition thresholds, and the 50% and 75% disposal thresholds. Under the Companies Act, a 5% shareholder is considered a substantial shareholder. Although a 5% shareholder typically does not have significant powers to drastically influence the direction of a company, it is still important for MPA to be informed of any new substantial shareholders of its designated public licensees. Shareholders with 25% or 50% interest, however, wield significant voting power in a company’s decisions. A shareholder who has more than 25% equity interest can veto special resolutions under the Companies Act. A shareholder with more than 50% equity interest can pass ordinary resolutions. These are the reasons why MPA should have some regulatory oversight on shareholders seeking to reach 25% and 50% of the equity interest respectively. On the other hand, a shareholder will lose its ability to control special resolutions if its equity interest falls below 75%.”
“These designated entities include designated public licensees, designated business trusts and designated equity interest holders. Under the Bill, designated entities will be subject to three key controls relating to changes in equity interest in the entities. First, any person acquiring interest that would result in the person holding 5% or more of the total interest in a designated entity will be required to notify MPA. Second, any person intending to acquire 25% or more, or 50% or more, of the total interest in a designated entity, will be required to obtain prior approval from MPA. Third, any person intending to dispose interest that would result in that person’s shareholding falling below 75% or 50% of the total interest in a designated entity will be required to obtain prior approval from MPA. The Bill will amend the MPA Act in two other areas. Today, vessels operating in the reservoirs of Singapore are licensed by the Public Utilities Board (PUB), taking into account MPA’s technical inputs on safety requirements. As the authority for the safety standards of marine vessels, MPA should set the safety standards for vessels operating in reservoirs and other inland waterways. Clauses 4 and 9 of the Bill grant MPA the power to set such safety standards. MPA will work with PUB to develop and implement these safety standards. This will enhance the overall safety in reservoirs and inland waterways for all. Finally, clause 3 removes the cap on the number of MPA Board members. This will provide greater flexibility for the Minister to appoint more members as he deems appropriate to bring in the relevant experience and expertise as needed onto the MPA Board. Mr Speaker, Sir, I beg to move. [(proc text) Question proposed. (proc text)]”
“Mr Speaker, on behalf of the Minister for Transport, I beg to move, "That the Bill be now read a Second time." The port is a strategic national infrastructure. It is not just a facility where we import most of our daily necessities. More importantly, the port provides the global connectivity that drives our economy, helping to fuel the growth of sectors, such as logistics, manufacturing and wholesale trade. Hence, the Government has made, and will continue to make, significant investments in developing port infrastructure; for instance, in the development of a new container terminal in Tuas with a capacity of up to 65 million Twenty-Foot Equivalent Units (TEUs). Our investments in the port over the years have paid off. Today, Singapore is the world’s largest transhipment hub, recognised for our reliability and efficiency. We have won the Asian Freight, Logistics and Supply Chain Best Seaport (Asia) award for 29 years in a row. Given the strategic interests at stake, it is important for the Maritime and Port Authority of Singapore (MPA) to have oversight on changes in substantive equity control in licensees that provide essential services at the port. The intent is not to control the day-to-day operations of these licensees, but rather to require MPA’s approval to be sought for transactions in equity interest that would materially change the equity control of these licensees. This Bill thus seeks to amend the Maritime and Port Authority of Singapore Act to give effect to this proposal. Let me highlight the key provisions of the Bill. Clause 8 gives MPA the powers to reject an acquisition or disposal of equity interest in key designated entities if it deems the acquisition or disposal to be detrimental to the interests of the port.”
“Mr Speaker, Sir, allow me to answer part (a) of the question, as part (b) has been earlier addressed by the Minister for Defence in his reply to Question No 1. The Maritime and Port Authority of Singapore (MPA) operates the Vessel Traffic Information System (VTIS), which integrates data from various sources, including radars, the Automatic Identification System, closed circuit television system, Very High Frequency Communications System and ship databases, to provide an accurate and comprehensive understanding of the traffic in the Singapore Strait and Singapore port waters. With the capability to concurrently track more than 10,000 vessels, VTIS enables MPA to provide timely information and advice to help vessels transit safely through the Singapore Strait, as well as manage traffic within our port waters, where there are some 1,000 vessels at any one time. Enhancing navigational safety is an important priority for MPA. MPA carries out regular enhancements to its VTIS which was installed in 2011 and upgraded early this year. Beyond technical capabilities, MPA also seeks to improve the practice of good seamanship and advocate a safety-first culture at sea. MPA established the National Maritime Safety at Sea Council to drive such efforts. MPA also organises conferences, workshops and briefings on navigational safety under its Safety@Sea campaign.”
“Yes, indeed. This is another group that we will try to facilitate as much as possible. We will be working with the banks and MAS to see how we can facilitate the opening of bank accounts for this group of commuters. At the same time, I have also mentioned in my replies just now that for those commuters who really cannot switch to e-payments, there will still be cash alternatives at sites that are nearby to the transport modes.”
“However, I would like to conclude that the world is changing very fast, technological advancement and innovative solutions are introduced incessantly. While they can make lives more convenient and efficient for many, they also disrupt the lives of some. As a nation, we need to embrace such technological changes and ride on the positive impact that they can bring to our lives. Further procrastination will only delay the problem and make catching up even more challenging. So, the best way to not leave anyone behind is to take the extra effort to bring everyone along this journey. I can assure the Members that the Government will do its best to facilitate it.”
“I thank Mr Ang for the supplementary questions. A high proportion of Singaporeans, including the seniors, have bank accounts and this is also based on information that we gathered from the Goods and Services Tax (GST) Voucher scheme where only a small proportion of Singaporeans encashed their cheques received under the GST scheme, which could be an indicator that those who did so may not have a bank account. To ensure that the elderly have access to affordable and convenient basic banking services, many major retail banks have already offered basic banking accounts since 2002, and these accounts generally come with automated teller machine or debit card facilities and Internet banking services as well and can be maintained at a very low cost. Some banks also provide the service free for school-going children, the elderly and for those on public assistance by waiving the account service fees. However, we understand that many elderly may not be aware of these services, and MOT and MAS will work with the industry as well as with grassroots organisations to reach out to this group of elderly and to help them to transit and adapt to the e-payment options. Alternatively, family members can also help top up for these seniors via online or mobile apps. LTA and Transit-Link will also ensure that cash alternatives to paying for transport rides, such as those for the sale and top-up of stored value cards, remain available within the vicinity of the public transport modes to cater to those commuters who really cannot convert to cashless mode, for whatever reasons. With regard to the Member's supplementary question on the transaction fee, we have to take this back to take a look and to discuss it with the various agencies.”
“I would like to thank Dr Tan for the two supplementary questions. Yes, LTA and Transit Link have engaged advisors as well as grassroots organisations of the areas where the 11 passenger service centres would be ceasing cash top-ups from 1 September 2017. All in all, 29 constituencies were engaged and, out of about 300 participants consulted, about 30% were seniors. LTA has conducted a series of focus group discussions, face-to-face discussions across a representation of respondents, including senior citizens, so that we can better understand their concerns and feedback. Out of 120 participants, about 25% were seniors. We are pretty encouraged by the responses and support given and will continue to monitor the feedback closely as we progressively roll out some of these new initiatives. We will also continue to widen and deepen engagement of various stakeholders. As to the Member's second question on cost savings, we will take these suggestions seriously and we will convey them to LTA and Transit Link to hire more service agents who can engage all the senior citizens more effectively.”
“I would like to thank Mr Zaqy Mohamad for the two supplementary questions. I will answer the second question first. In addition to cost savings, there will also be manpower resource savings as well. Staff of the Public Transport Operators (PTOs) who are currently providing ticketing services at rail stations will be freed up to better concentrate on their core duties in rail operations. The cost savings can also be channelled to hiring service agents in educating elderly commuters in this cashless journey and also to produce educational materials. As to whether the eventual cost savings will be passed on to commuters, we will have to look at the PTOs' profit and loss eventually. As to ABT, this is a pilot project that has been introduced just at the beginning of this year. We have started with MasterCard, we will be implementing it together with VISA and NETS next year. I am not aware whether there are any countries that are using this system. Nonetheless, we will be sourcing around to see what the best practices are and implement them whenever necessary.”
“We are challenging LTA and TransitLink to make ABT and electronic top-ups so convenient for commuters that cash top-ups and payments will become the less preferred option. We will manage the transition gradually over several years, so that no commuter needs to feel left out. We will focus attention on the small minority of commuters who need further assistance. LTA and TransitLink are geared up to help. For example, about 150 service agents, of whom a quarter are seniors themselves, will be deployed over the next nine months to help commuters learn how to use the ticketing machines at MRT stations. We are also working closely with other agencies, such as the Monetary Authority of Singapore (MAS), to make e-payments more accessible to all, including those who do not have bank accounts, which is the case for some foreign workers. An e-payment based public transport system is an important initiative to make life easier for all commuters. That is our primary objective. We have consulted widely across a number of demographic groups. We will continue to widen and deepen stakeholders' engagements. The process is ongoing.”
“Mr Speaker, today, public transport is already largely e-payment based. More than 98% of commuters use Contactless e-Purse Application Specification (CEPAS) cards which include EZ-Link, Network for Electronic Transfers (NETS) FlashPay and the Land Transport Authority (LTA) Concession Cards, to pay their public transport fares. These include most senior citizens as there are almost 700,000 Senior Citizen Concession Card holders. However, two out of three commuters top up their cards with cash. Topping-up with cash is cumbersome for the commuter as he has to queue up to withdraw cash, then queue up again to top up the card. Maintaining cash facilities at Mass Rapid Transit (MRT) stations and buses also imposes additional costs of almost $20 million a year. Our aim is for commuters, including tourists, to avoid the hassle of doing cash top-ups. In fact, they should not need a Specification for Contactless e-Purse Application (CEPAS) card for transport payments. This can be achieved through the new Account-based Ticketing (ABT) system, which will allow commuters to use contactless credit or debit cards to tap in and out of the public transport system. We have started piloting the ABT system for MasterCard holders from March 2017 and have since garnered more than 100,000 participants. From June 2018, we will extend the pilot to VISA and NETS 2.0 holders. ABT will eventually be fully rolled out to the entire public transport system. For commuters who continue to use CEPAS cards, we will make electronic top-ups more convenient. They will be able to top up their travel cards online, through General Interbank Recurring Orders (GIRO) or using their mobile phones. We will also be able to top up our children or senior parent's travel cards easily.”
“Mr Speaker, may I have your permission to take Question Nos 2 to 5 together?”
“And last but not least, I would like to remind doctors to participate actively in continuing medical education and to continue to build strong trusting relationships with the parents, with the patients, with the family members through clear communication and informed shared decision making. And to the Member's last supplementary question on whether there is any increase in unnecessary investigations, I think the trend is towards that. MOH is monitoring this very carefully and, like I mentioned, if doctors were to practise good clinical judgement, we do not have to go towards defensive medicine.”