Louis Ng Kok Kwang
Singapore
“It does not matter whether the report was made to the Police or the Corrupt Practices Investigation Bureau. Can the Senior Parliamentary Secretary clarify whether an individual who reports an offence under the Bill to the Police will be similarly protected by the whistle-blowing protections under section 53?”
“In my Adjournment Motion six years ago, I shared the story of Emma, a single unwed parent who came to see me at my Meet-the-People Sessions, together with her two-month-old daughter. They were both living in a shelter. As I shared previously, when I asked why Emma did not shed a tear, she told me that she no longer had any tears left.”
“It is not just Nee Soon East cleaners who pay kickbacks. This, again, is a widespread problem that we have not done enough to detect and tackle. To tackle this more effectively, we need to treat kickbacks as seriously as corruption. We need our laws to have a more deterrent effect to have any chance of wiping out kickbacks.”
“Sir, I thank the Senior Parliamentary Secretary for answering my cut on second-hand smoke. And I am sure he expects me to clarify further. But I think the Senior Parliamentary Secretary mentioned that there is no current technology to catch someone smoking at home and, so, because of that we cannot legislate a ban.”
“Madam, for years, I have spoken up repeatedly in this House, calling for the Government to take action to protect the lives of fellow Singaporeans from second-hand smoke. I have spoken up so much that Senior Minister of State Amy Khor once said that she is immune to me already. But on a more serious note, this is a serious issue.”
“We should end the discrimination and allow them to qualify for the PPHS. Mandate Sterilisation of Pet Cats I have spent a good part of my life calling for HDB to allow the keeping of cats in HDB flats. Many have called for this and I am glad the Government has finally changed our policies and allow the keeping of cats in HDB flats.”
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“Thank you, Sir. I thank the Senior Minister of State for the reply. I think we have one of the lowest minimum number of annual leave entitlements in the world. In this region, there is a whole list of countries – Malaysia, Myanmar, Mongolia, Laos, Indonesia – that actually provide a higher number of minimum days of annual leave and they provide a higher number of public holidays as well. So, I really hope MOM can review this and study whether we can provide a higher number of minimum days of annual leave, also because I do believe that it is probably our lowest income workers who get these seven days. Those are the workers that do the most backbreaking work that will need the rest. If we do not increase it, it is likely that they just have the seven days.”
“I thank the Minister for the reply and sharing on EVs. Could I ask: I know we are making a lot of progress on EV buses and EV cars, but could we make similar progress on EV motorcycles as well? And I think that is one of the areas that is quite lacking here in Singapore.”
“Thank you, Sir, could I just ask one more clarification? I think there are some proposals out there on whether we can do some accreditation of the recruiting agencies at where the kickbacks are paid. I think that might be a way forward to ensure that the companies here only recruit migrant workers from accredited recruiting agencies.”
“Thank you, Sir. I thank the Senior Minister of State for the reply. I know of migrant workers who paid over $10,000 in kickbacks to come to Singapore to work. I think, no matter how good our labour laws are, this huge power imbalance and the fact that they are so heavily in debt would make our laws quite ineffective because not many would dare to speak up. Could I ask two clarifications? One, whether we can step up the protection for whistle-blowers. I think the Senior Minister of State mentioned about helping them find employment. But I think, in Taiwan, they go a step further by even providing financial incentives for those who reported the violations. Two, these kickbacks are so widespread, I am just wondering whether MOM is doing anything else to try and curb this illegal practice.”
“Thank you, Sir. Could I just ask, with these new exciting developments in hydrogen and CCUS, if they do become feasible, whether we are also then reviewing our projections on when we can reach net zero emissions? So, if hydrogen CCUS becomes visible, maybe can we reach net zero by 2050?”
“Most importantly, legislating the guidelines will send a loud and clear message to employers that discrimination in the workplace will not be tolerated. It will be illegal and unfair practices will be punished by law. It is time that our laws on workplace discrimination match the seriousness and pervasiveness of the problem. Madam, the common thread that runs through all three of our speeches today is that we all agree that we need to legislate the Tripartite Guidelines. We know that MOM is the most compassionate Ministry and I hope MOM will say yes to us. Madam, I am speaking up about this not just for my three daughters who I want to be treated fairly, not just for all women, but for all of us and for our society as a whole and mostly because it is the right thing to do. Let us end the discrimination.”
“If we are serious about tackling discrimination, we should not tie our own hands by wielding only the blunt tool of work pass privileges.”
“They hurt our nation’s standing as a society that provides fair opportunities to women. Fortunately, we do not have to start from scratch in tackling such discrimination. We have the Tripartite Guidelines on Fair Employment Practice, or the Tripartite Guidelines for short. The Tripartite Guidelines on job application forms prohibit questions on age, gender, race, religion, marital status, family responsibilities and disability. The Guidelines are a step in the right direction by setting out fair and responsible employment and hiring practices. However, the Tripartite Guidelines remain that – guidelines. In the meantime, questions that clearly flout the guidelines are openly asked on application forms and in job interviews. The reality is that these Guidelines are a weak deterrence and are routinely flouted. The current penalty of curtailing work pass privileges for non-compliance is neither appropriate nor sufficient. It is inappropriate because it makes no sense. We are telling companies that treating women with fairness is important if you want to hire foreign workers. It is insufficient because it does not cover every employer. If you do not hire foreign workers, how would you be hurt by curtailment of work pass privileges? I know I usually ask for many things. Today, I only have one thing to ask. And that is for us to legislate the Tripartite Guidelines on Fair Employment Practices. It would address not only discrimination on the basis of gender or marital status, but also protects against workplace discrimination based on age, race, religion and disability. It would also provide more methods for enforcement and a wider range of penalties to tackle workplace discrimination.”
“Questions about marital status, number of children and plans to have children are not one-off. They are widespread in our economy and a standard part of many companies’ recruitment processes. Last year, I launched a public survey about this. Eighty percent of female respondents said they had been asked about their marital status at the point of recruitment. Fifty percent were asked whether they have had or planned to have children. More than 60% felt that having children or planning to have children would make them more likely to be rejected or to be offered a lower salary. One respondent said, "At a final interview with a local bank, they blatantly told me that I should not get pregnant if I were to take on the role." Over the weekend, just this weekend, another young mother shared with me about the numerous times she faced discrimination during job interviews. She was asked about her childcare arrangements, who would pick up and drop off the child and even whether she would not do work when her child is unwell. She shared with me, “My husband has never once been subjected to questions similar to those which I have received at interviews or ever been "grilled" about our childcare arrangement; or whether he is sure he can put in the work required even when his interviewers are aware that he is married and has a child”. The young mother asked me, “Is it fair that they get penalised for it before even being given the opportunity to prove their worth?” Indeed, questions about marital status and number of children are harmful. They hurt the job prospects of all women, with mothers particularly suffering. They hurt employers as they may miss out finding the best candidate for their roles.”
“Madam, it is not fair. Today, I will speak about the unfair discrimination women and mothers face before they take even a single step in the workplace. I am speaking up about this again because it is clear that women are treated unfairly at the workplaces. Based on MOM’s data, women earned a median salary of $342 less than men, even those doing the same type of job. Our female labour force participation rate also shows a disparity. The most recent quarter of data shows that women’s labour participation rate was 61.2%, far below the 75.4% for men. Working mothers in particular face unique struggles. Last year, a female resident shared worrying concerns with me. She said, "I have just been to an interview. The HR personnel called me a mother before they even called me by my name. I am in the line of recruitment and such stories are a dime a dozen. My take is that the focus should be on whether we are up for the job. It should not be on whether we are a mother and then assume that we are not able to do the role." I have personally witnessed the conditions my resident talked about. At one job fair that I visited just this past year, I was encouraged by the efforts to help locals find new jobs. What was less encouraging to see was that almost every single booth that I visited asked in their application forms about the marital status and number of children of the applicants. These questions have nothing to do with how capable an applicant is and they disproportionately hurt the chances of women and mothers to find employment. A study by researchers at Cornell University found that women who did not have children were two times more likely to be called for an interview, as compared with similarly qualified mothers.”
“In November 2018, MSF shared that the median incomes of single unwed parents below 35 years old was in the range of $500 to $700 from the years of 2013 to 2017. Can the Minister share whether ICA informs MSF when a birth is registered without a father or with a father who is not married to the mother, so that appropriate support, where needed, can be offered to these mothers right from the start? For instance, ECDA works with the Social Service Offices, Family Service Centres and hospitals to reach out to pregnant mothers and families who can benefit from KidSTART. I understand from some single unwed mothers that social workers have approached mothers at the hospital to provide support. Can the Minister share if there is a system of informing MSF of all children who are, again, born to single unwed mothers, whether in hospitals or otherwise, so that MSF can look into extending the necessary support to these families? Madam, notwithstanding these clarifications, I stand in support of the Bill.”
“My second point is on the support to children who are stateless by being born in Singapore to non-citizen parents who did not or could not obtain citizenship for their children from their home countries. Minister Shanmugam shared in February this year that as of 30 November 2020, there were 1,109 stateless people living in Singapore. Of this number, about three-quarters are Singapore Permanent Residents, or PRs. I understand that ICA evaluates every application for PR or citizenship on a range of criteria and the applicant's circumstances. Can the Minister share if ICA informs other Ministries, in particular, MSF, of children registered at birth as stateless to ensure that these children do not fall through the gaps in social and educational support? I appreciate that citizenship has to be granted based on careful assessment of a range of factors. I also appreciate that some degree of social and educational support is already extended to stateless children with PR status. However, stateless children and their families have to jump through additional bureaucratic hoops in order to obtain social and educational support. Even where citizenship cannot be immediately granted, can the ICA work together with other Ministries to make it easier for stateless children to obtain the necessary support, or even to proactively reach out to this group of who may be more vulnerable without the guarantees and protections of citizenship? My third point is about children born to single unwed mothers. These are children who do not have a father named on their birth certificate or who have a father named on the birth certificate who is not married to the mother.”
“Madam, this Bill will help streamline the reporting and registration of births and deaths in Singapore. This is important because the reporting and registration of births and deaths is not just a bureaucratic process of record-keeping. But the registration of a birth and death can have far-reaching legal and social implications for the individuals. I have three points to make on the registration of births. My first point is on births with insufficient particulars. Under the new section 9(2), the Registrar-General may register a child’s birth based on incomplete particulars if the birth is capable of being registered on the basis of the incomplete particulars. Under section 9(3), the Registrar-General may also register a birth without a name for the child. In such cases, a responsible person for the child must apply to register a name of the child within seven years of the birth. However, seven years is a very long time for a child not to have a registered name. Will MHA consider shortening this timeframe? The Registrar-General has broad powers to obtain information under the new section 42(1). While the Bill places obligations on responsible persons for the registration of births, can the Minister clarify whether the Registrar-General or ICA will take a proactive approach in following up with the responsible persons in such cases of incomplete particulars or missing names? Taking a proactive approach where the responsible persons are unable or unwilling to meet their obligations is important as proper registration may have implications on the child who does not have any power over the registration process.”
“Thank you, Sir. Not a speech, but just a clarification. If I could ask Minister Tan See Leng whether moving forward, we will consider legislating the Tripartite Guidelines on Fair Employment Practices. I think that is important because it is not just discrimination based on nationality, but also based on race, religion, gender, family responsibility, disability, amongst many others. So, I really hope we will consider legislating those guidelines.”
“What are the steps a PG will take in relation to a donee that it suspects is using fraud or undue pressure to influence multiple donors to appoint him or her as a donee? My fourth point is on how the transition to the electronic transaction system will be implemented. The new section 10(C)(1) requires a person to use the electronic transaction system if they wish to register an instrument to create an LPA. Section 10(C)(2) contemplates that there may be some circumstances where a transaction cannot be carried out using the electronic transaction system due to a person's physical disability or other circumstances. [Mr Speaker in the Chair] Can the Parliamentary Secretary elaborate on the circumstances under which a person may be exempted from using the electronic transaction system? The elderly and the vulnerable who may use and need the LPA most may also be the demographic that faces the most difficulties using this new electronic transaction system. I am glad that the Office of Public Guardian (OPG) has already shared its many initiatives and roadshows to educate and provide assistance for using the electronic transaction system. The UK has also implemented an online system for LPAs. The UK took a gradual rollout approach to their four million registered LPAs by opening up the system in batches to LPAs registered in different years. What are the lessons the Ministry has identified from the UK's rollout of their online system? How have these lessons been incorporated into the Ministry's and OPG's efforts to ensure the rollout is a smooth one in Singapore? Sir, notwithstanding these clarifications, I stand in support of the Bill.”
“The new subsection 10D(3) provides that where an error or omission has been corrected, the error or omission is treated as not having occurred. The new subsection 16A(2) provides that if an electronic copy of a non-electronic LPA has a relevant error, a person who transacts in good faith without knowing of the error is entitled to rely on the electronic copy for that transaction. Where a transaction is entered based on a relevant error, which is corrected, can the Parliamentary Secretary clarify the effect of the correction on the transaction? Does the transaction remain valid or will the transaction be unwound? I ask this because, according to section 10D(3), the error is treated as not having occurred, which may mean that the basis of the transaction no longer exists and should be unwound. However, section 16A(2) provides that a person is entitled to rely on the electronic copy with the relevant error in relation to the transaction, which suggests that the transaction remains valid. Can the Parliamentary Secretary clarify how this potential contradiction should be reconciled? My third point is on suspected fraud or undue pressure on a donor. Under the new section 31A(1), a donor may be interviewed if the PG has reasonable cause to suspect that fraud or undue pressure has been used to induce the donor to execute the instrument. In addition to interviewing the donor, does the PG have the power to interview persons related to the donor or to interview the donee? In the event that the PG is of the view that there is sufficient evidence to show that fraud or undue pressure was, in fact, used to induce the donor to execute the instrument, will the PG intervene, regardless of the donor's stated wishes?”
“Sir, this Bill represents another step in the nation's move to digitalise. A smooth transition to the new electronic transaction system for LPAs will simplify the process of making and accessing LPAs. However, if not managed well, the transition can cause more errors and put users off the new electronic transaction system. A sizeable number of donors who interact with the system will be the elderly and vulnerable who may require more guidance in navigating the electronic system. This makes it all the more important to closely and carefully manage the transition. I have four points for clarification on this Bill on the transition process. My first point is on the rectification of relevant errors. The new section 11(10) provides that the Public Guardian (PG) may rectify a relevant error if it is satisfied that there is a relevant error. This suggests that the PG has the discretion to rectify a relevant error but is not obligated to rectify the error. The new section 11(12)(B)(II) also addresses the situation where a PG decides not to rectify a relevant error. Can the Parliamentary Secretary clarify under what circumstances will the PG not rectify a relevant error? In addition, can the Parliamentary Secretary confirm that for the 90-day period before the electronic copy is treated as being free from error, the non-electronic copy remains the LPA? Can the Parliamentary Secretary also then confirm that the donee and third parties are entitled to rely on the non-electronic copy in the 90-day period before the electronic copy becomes the LPA, even if there are discrepancies in the non-electronic copy, which the PG may decide not to rectify in the electronic copy? My second point is on parties that have relied on relevant errors in carrying out transactions.”
“They can be flung from the car seat if unrestrained and develop head injuries which can cause brain damage. As a parent and paediatrician, it is hard for me to see the children deteriorate or die from these severe injuries. The parents too may suffer from massive guilt of disregarding the importance of strapping them in." Madam, I join the doctors and many others in calling for this important change that will help save lives. Let me end with a quote, as always: "A health and safety problem can be described by statistics but cannot be understood by statistics. It can only be understood by knowing and feeling the pain, anguish, depression and shattered hopes of the victims and of wives, husbands, parents, children, grandparents and friends."”
“I look forward to further dialogues with the associations, LTA and other stakeholders to strengthen the proposals and make our journeys safer for our children while taking into account the various trade-offs. Madam, in conclusion, I would like to remind all of us that times have changed. We decided to exempt taxis from child car seats a few decades ago. Child car seat technology has improved drastically since then. What was safe is now even safer. What was impractical is now practical. Our laws and policies must keep up. In 2006, the idea of installing seat belts in school buses was raised in this House. The Government then replied, let us think carefully about this; after all, there has been no serious injuries for the past six years. But just two years later, a boy was flung out of a school bus and died. This roused the Government to immediate action. Within the year, we mandated the installation of seat belts in school buses and funded it. Let us not wait for another young one to be hurt before we take action. Taxis are involved in, again, about three injury-causing accidents on average each day. It is a matter of when, not if. Do not just take it from me as well. Doctors are pushing hard for this, too. Assoc Prof Chong Shu-Ling from the Department of Emergency Medicine at KKH said, "Just as we would spare nothing to give our children the best, we must endeavour to put them in appropriate car restraints to protect them in the event of a road collision. We must choose to avoid death and permanent brain damage that can occur if an unrestrained child gets seriously hurt." Another doctor from KKH, Dr Nirmal Visruthan said, "Motor vehicular incidents can be especially traumatic in infants. Using an appropriate car restraint reduces this risk several folds.”
“We can also consider allowing parents to use their Child Development Account to pay for this infant car seat. Finally, I call on the Government to study the impact of my proposals, collect additional data on car accidents involving children and study the experiences of other countries, all with an eye to reviewing whether our laws should be updated to make child car seats compulsory in taxis. In addition, jurisdictions, such as Germany, California and New South Wales, already require the use of child car seats in taxis. We should study their experiences and apply their learnings. Madam, I know my proposals will involve operational concerns. Let that not stop us from taking action. My fellow Member of Parliament and Advisor to the National Taxi Association and the National Private Hire Vehicles Association, Ms Yeo Wan Ling, shared their feedback with me. The drivers and associations are supportive of this move to ensure the safety of our young families in Singapore. Having these options will expand the ridership base for both our taxi and private hire drivers. However, she also noted that there are some operational and safety constraints, such as maintaining the cleanliness of child car seats, disinfecting these seats to ensure high standards of hygiene and the time taken to set up these seats. These are valid concerns and I welcome feedback from all stakeholders to refine the proposals. As we all share the same concerns for the safety of our children, I have no doubt that we can work together to find a feasible arrangement which addresses the operational and safety concerns.”
“There could be joint marketing campaigns – from banners on our streets to notifications on apps to in-vehicle stickers for raising awareness on child car seats. As an added bonus, helping parents learn about child car seats in taxis and PHCs will also encourage them to use them in their own cars, if they eventually buy one. Madam, my third recommendation is to work with hospitals to increase access to and use of infant car seats and change mindsets right at the start. Hospitals should include in the prenatal classes lessons on how to use infant car seats, just like how they teach parents how to safely carry, feed, bathe and change infants. Travelling safely is no less important. I am glad that KK Women's and Children's Hospital (KKH) already includes a child car seat in its packing checklist for parents admitting for delivery. After all, most infants are brought home from hospitals in cars. What precedent does it set if the very first car ride does not involve an infant car seat? To help parents, hospitals could provide infant car seats at a low price. I understand there were previous discussions with hospitals about supplying a subsidised infant car seat costing as low as $99. In fact, there are options out in the market now costing as low as $79. These are easy to carry and can fit easily onto a stroller. Hospitals can sell these to parents who do not have infant car seats ready at the point of discharge. I hope the Government can facilitate a pilot like this. Again, with a public tender and buying in bulk, I am sure the price will be even cheaper. The price of these seats can also be added to the hospital bill. To help lower income families manage costs, this can then be covered by MediFund where needed.”
“As Tammie, a physiotherapist, shared with me on Facebook, we must "spend a few days in a traumatic head injury or spinal chord injury rehabilitation ward to understand true cost. How do you cost the loss of vocation, loss of bladder control, loss of memory, loss of executive functioning, loss of time, loss of potential and the resultant burden on families?” This brings me to my second proposal. My second proposal is to launch an awareness campaign. This campaign would focus on two things: one, the universal availability of child car seats in taxis and PHCs; and two, the critical importance of using these seats. Many parents do not know that child car seats are important. Indeed, in about 50% of road accidents involving children, child car seats were not used. It is not hard to guess what went through those parents' minds. I recall when we drove up to Cameron Highlands years ago. Ella, then a little baby, cried almost the entire way in her child car seat. She hated the idea of sitting anywhere other than on Mommy and Daddy's lap. Sometimes, the most instinctive thing for a parent to do is to hold their child tight. I can hardly blame anyone for this instinct. I feel it myself. But we must do what is right for our children, not just what feels right. We must build a culture where child car seats are always used. Not just sometimes, not just occasionally, but always. My proposal of providing child car seats to taxis and PHCs would be a key part of this awareness campaign. The Government could tie up with taxi operators, ride-hailing companies, the National Taxi Association and the National Private Hire Vehicles Association.”
“One fits in a glove compartment and the other barely takes up any space in the boot. As I have shown in the video on my social media platforms, they fit with more than enough room left in the boot for two suitcases. The space concerns become minimal, even for hybrid cars. The next concern I have heard is about time. Would not car seats take a long time to assemble? Again, taxi and PHC drivers were shocked when I show them how I take just one minute and 16 seconds to set up the two car seats, including buckling my daughters up in them. You can see the video on my social media platforms. This is faster than helping a passenger in a wheelchair to board a taxi and not much longer than helping passengers with many bags arrange them in the boot. The third and final concern is about costs. Rather than impose costs on parents and taxi and PHC drivers, my proposal asks that the Government steps in to provide these child car seats. So, how much will it cost to deck an island of taxis and PHCs with these child car seats? I checked and have a quote ready. It is $15,050,620. Here is the exact quotation I have got for MOT. I have addressed it to Senior Parliamentary Secretary Baey but he tells me I should address it to MOF as well. Madam, with a public tender, I am sure the final cost would be far lower. This amount is not a lot, compared to similar projects. After a boy was flung out of his school bus in a road accident in 2008, we set aside more than twice the amount – $35 million – to retrofit seat belts in small buses. More recently, we are also spending around $15 million in grants and incentives to reduce the dangers from PMDs. I will also add that this cost-benefit analysis needs to go beyond the cost of these seats themselves.”
“These drivers have to turn the passengers away. The parents get confused; they get upset. They ask, "How come I can bring my child in a taxi but not your car?" My proposal makes this a non-issue. Every taxi and PHC will have child car seats. There is no reason for any driver to turn away any parent anymore or risk breaking the law. All taxis and PHC drivers will have an increased customer base and can potentially earn more because of this. PHC drivers will also be happy to spend less time travelling to passengers they cannot pick up. Parents will be happy to avoid wasting their own time and money. Everyone is happy. And because everyone is happy, I am sure MOT will be happy too. At this stage, I have talked a lot about the benefits. Let me also take this opportunity to address some of the concerns that have been raised. In particular, MOT has said that taxis are street-hailed and cannot afford the trade-offs of boot space and installation time. This used to be true; but today, only about 20% of all rides are street-hail and I am sure all of us in this House will agree that a parent with kids will book a taxi rather than use street-hail. Let me also address concerns about space. Taxis and PHCs have to carry whatever barang barang commuters bring. How can they squeeze two child car seats into storage? Here, I want to emphasise one thing. Technology has evolved. Today's child car seats are not just the large clunky ones you have known for decades. You can see for yourself how small they are: this child car seat is for children aged nine months to four years old and this seat is for those aged four years old and above. [Child car seats were shown to hon Members.] Taxi and PHC drivers were shocked when I showed them these car seats.”
“This one time that she did not use child car seats was the one time that she got into an accident. A lorry crashed into their taxi. Her daughter was flung out of her arms and fell on the floor. She shared with me that she always thought she could hold on to her daughter if an accident like that happened. By a stroke of luck, the kids did not suffer serious injuries. But there was a lot of trauma. For weeks, the children faced nightmares. Parents may think that an accident would not happen that one time that they do not put their child in a child car seat. Parents may think that they can hold to their child in an accident. As Eva's story shows, accidents can happen to anybody and when it strikes, no parent can be 100% sure that they can hold on and protect their children. For parents like Eva, my proposal means they will need to carry fewer or even no child car seats when going out. When it comes to child car seats, convenience means safety. The second benefit of my proposal is lower costs. As Senior Parliamentary Secretary Mr Baey points out, low costs for parents should be a priority in this pandemic economy. He pointed to existing ride options that already provide child car seats. But these recommendations are not price-competitive. A GrabFamily car costs more, sometimes much more, than a typical Grab ride and is harder to find. By contrast, my proposal allows parents to use child car seats at no costs and they can shop for the cheapest taxi or PHC provider they can find. Nothing keeps costs low like good old market competition after all. The third benefit of my proposal is fewer driver-passenger conflicts. Ask any PHC driver and they will tell you stories about driving a long way to the pick-up point, only to find that the passenger has brought their children.”
“So, the first seat should be for children aged nine months to four years old. The second seat should be for those aged four and above. [Child car seats were shown to hon Members.] Child car seats are extremely effective at protecting children. This is an indisputable fact. The World Health Organization states that a child car seat reduces the risk of injury by up to 90%. Doctors at our own KKH found that a child not in a child car seat was 8.4 times more likely to be seriously injured in a road accident. I respect our taxi drivers, but they are not immune to something going wrong. MOT data shows that, on average, taxis are involved in about three injury-causing accidents daily. Children can and do ride taxis and they need to be protected. My proposal has three major benefits. The first benefit is increased convenience. Last year, LTA ran a pilot with SMRT where all of SMRT taxis were equipped with one child car seat. Usage rate was low. So, I am suggesting we do things differently. The SMRT pilot provided one seat only for children aged four and above. By contrast, my proposal with two seats covers children of nearly every age. As each family has an average of two children in Singapore, this will help a good proportion of families. The SMRT pilot was also limited to just one company. My proposal allows parents to continue taking the taxi or PHC service of their choice. Let me give an example of how my proposal would help. I spoke to Eva, a young mother. One night, having travelled out on an MRT, she decided to return home in a taxi. She normally brings child car seats, but this ride was unplanned. Instead, since it was also just a short journey, she held her daughter in her arms and sat her son next to her.”
“They have consulted with stakeholders and members of the public. I thank LTA for their hard work. But as they have shared, opinions are "very divided" and a compromise remains elusive. To build a compromise, I spent months speaking with LTA, parents, taxi drivers, PHC drivers, doctors and other members of the public and Taxi Baby, an organisation involved in child car seats. I am also a parent who brings child car seats onto taxis and PHCs. My wife does not have a driving licence and relies on public transport, so we, too, understand the difficulties and the trade-offs involved. Is it easy and convenient? No. Were my kids screaming when put in child car seats initially? Yes. But if we start them in the child car seats as newborns, they will get used to it quite quickly and the screaming stops. Most importantly, will it significantly lower the risks of injury and death during accidents? Without a doubt, yes. I thank all the taxi and PHCs drivers who have patiently helped my wife and I as we put three little ones in child car seats. They understand why we want to and they are supportive. Madam, I believe the proposals I will share today represent a way forward that will satisfy and benefit everyone. I am speaking up about this so that no one lives in regret – not the child who faces serious injury or death, not the parents who wish they could have done more, and not the taxi and PHC drivers who will have to live with the guilt. Let me start with my first and main proposal. The Government should provide two child car seats to every taxi and PHC currently on the road. Since it is given free, passengers should be able to use them for free, too. Children of different ages require different child car seats.”
“Madam, every car ride is a journey. On such journeys, when you have young kids like my wife and I, there are certain things we will never forget to bring. For Ella there is her LOL doll. For Katie there is her LOL doll. And for Poppy, you guess it – there is her LOL doll. There was a time when my daughters each received different toys and they would bicker over who gets what. Then, one day, my eldest daughter Ella told me, "Daddy, why do not you just give us the same toys so we do not need to quarrel anymore?" Wise advice from that little one that I gladly followed. But there is something more important than anything else to bring, even these dolls and, that is, our child car seats, enough for all three of our girls. Madam, a child car seat can help save lives. A few years back, a young mother sat in the passenger seat of a car, cradling her child in her arms. And why not? It was a day of perfect road conditions. The sky was clear, the roads were dry and the traffic was light. But in just seconds, the car crashed. The child fractured her skull, bled from her nose and mouth and faced severe brain damage. And after three days on life support, the child passed away. I spoke to A&E and Neonatal ICU doctors, and they shared with me many more such stories, whose details are too gory for this House. They all tell me: a child car seat could have made a difference. Indeed, that is why we require young passengers of all cars to be secured in a child car seat. All cars, except one kind: taxis. If your child rides a taxi today, there is no legal requirement for them to sit in a child car seat. Today, I will offer four recommendations that will make taxi and PHC rides safer for the children of Singapore. LTA is already working hard on this issue of child car seats.”
“While I understand that the final impact will have to be quantified by Assessors, who will have to look at applications on a case-by-case basis, has the Government at least estimated the range of increased costs that it will have to bear as a result of potential contract adjustments? It is likely that, at any given time, the Government is the largest spender on construction contracts in Singapore. We must help the construction sector but we must also find the balance and guard against the possibility that all of our yet-to-complete projects see ballooning costs as a result of this legislative amendment. Madam, notwithstanding my clarifications, I stand in support of this Bill. 8.37 pm”
“For areas where the passing rate is usually quite high, can the Government consider introducing similar temporary exemptions from other source countries? For instance, there remain OTCs that are closed in Myanmar and Thailand. This can help to temporarily alleviate the supply crunch without compromising on the skill requirements we have set. My second point is about expanding the list of source countries which we debated earlier. We have always restricted the list of countries from which each industry can hire Work Pass holders. For the construction sector, the list is Malaysia, China, India, Bangladesh, Sri Lanka, Myanmar, Philippines, Thailand, Hong Kong, Macau, Taiwan and South Korea. Can the Government explain the basis for restricting this list of source countries? Can the Government also consider expanding the list of source countries? There are likely other countries where migrant workers with basic skills can be found. Indeed, times like this highlight the risks of over-relying on a limited number of source countries. Let me clarify that expanding the list of source countries can align with our goal of moving the industry towards increased productivity. With a more diverse supply pool, it might become easier to find higher skilled workers. We then could move towards raising our skills requirements for what counts as Basic Skilled or Higher Skilled, as well as tapering off the number of lower skilled migrant workers in the sector. My third point is about the impact on Government expenses. Will this Bill result in the Government ending up spending more on construction projects than previously expected, as contract sums get adjusted upwards?”
“Madam, this pandemic has been one whiplash after another for our construction sector. The latest whiplash comes from the surge of cases in India. It has forced us to bar entry for all work pass holders from there. This means the industry’s manpower crunch will continue and even worsen. This Bill allows contractors to adjust the monetary sums of contracts that have not yet been completed. This will help contractors cope with the increased manpower costs. However, as raised in my previous speech on the COVID-19 (Temporary Measures) (Amendment No 2) Bill, it remains unclear whether yet again allowing modifications of agreed-upon contracts is a lasting solution. Ultimately, we are talking about labour supply problems that may be long run, given that the pandemic shows no signs of abating in many developing countries. On that, I have three points of clarifications. My first point is about temporarily allowing workers to get their skills certified here in Singapore. Typically, migrant workers looking to join our construction sector must first enrol in Overseas Testing Centres (OTCs) within their home countries. At these OTCs, they must complete either the Skills Evaluation Certificate (SEC) or Skills Evaluation Certificate (Knowledge) (SEC(K)), which certify that the worker qualifies as Basic-Skilled construction workers. On 5 May, BCA introduced an exemption. For six months, workers from China can obtain their skills certification in Singapore rather than in their home country. This reduces the bottleneck in China, where some OTCs remain closed, and helps alleviate our labour supply crunch. Can the Minister clarify what is the usual passing rate of the SEC and SEC(K) tests in each country’s OTCs?”
“A fair proportion of these people likely drive cars, can afford EVs and are more likely to be early adopters. But they simply will not buy an EV if they cannot get a charging point built where they live. My colleague Member of Parliament Gan Thiam Poh made a similar point during our Climate Change Motion earlier this year. Since then, CNA has written an article containing interviews and research, detailing just how difficult and slow the installation of charging points in condominiums has been. Options are available. A softer approach is to help condominium AGMs come to an agreement by providing best practices. This is a suggestion from our former colleague, Assoc Prof Walter Theseira. A firmer approach is to mandate the installation of charging points in condominiums, as Member Gan Thiam Poh recommended. An intermediate approach could be a "Right to Charge" law. Ontario, Canada’s largest province, introduced a regulation requiring condominium associations to install EV charging points as long as a resident makes a reasonable request. Alternatively, the Government can provide rebates and professional services for installing charging locations within condominiums. This is done in the Canadian province of British Columbia. There are many things the Government can do. Can the Senior Parliamentary Secretary clarify what steps are being taken to make progress on this issue? Madam, notwithstanding my clarifications, I stand in support of the Bill.”
“Honda, the world’s largest motorcycle manufacturer, announced just last month plans for four new models of electric motorcycles, three of which will be released by 2024. Can the Senior Parliamentary Secretary share the Ministry’s plans to address the cost of electric motorcycles? For instance, will the Ministry consider supporting partnerships between international manufacturers, local dealerships and logistics firms to trial the use of electric motorcycles at low costs? SMRT has already taken some steps in this direction. Will the Ministry also consider the EV Early Adoption Incentive to also include electric motorcycles? We must also work on infrastructure. Will the Senior Parliamentary Secretary share if the 60,000 EV charging points to be built across the island are compatible and convenient for not only electric cars but also electric motorcycles? Just as important, we must work on a vision. On electric cars, taxis and buses, we have spoken loudly; motorcycles need that same clarity. Can the Senior Parliamentary Secretary share where the Ministry sees motorcycles in 2030 or 2035? Will we aim to keep the same gas-guzzling, smog-spouting models on the road, or will we look to sunset them? A clear Government vision can steer and accelerate private initiatives. My second point is about charging points in condominiums. This Bill proposes that LTA and EMA’s remit include facilitating the development of accessible charging points. Can the Ministry share what plans it has to collaborate with EMA and BCA to expand the construction of charging points in condominiums? Sixteen percent of our households live in condominiums, based on 2020 data. That is 220,000 households.”
“Madam, this is a short Bill with just three clauses. Brief as it may be, it is an important Bill. It enshrines within LTA’s remit the important duties of promoting, regulating, standardising and otherwise facilitating the use of EVs. I have two points of clarification on how LTA will carry out its duties. My first point of clarification is about motorcycles. Electric motorcycles are better than petrol motorcycles in just about every important way. They emit far less air pollutants and greenhouse gases than gas-powered motorcycles. This means less environmental damage and less health problems for riders and pedestrians. They are also far quieter, something anyone who has lived remotely near a road will appreciate. These benefits are not lost on our neighbours in Asia. Tokyo and Taiwan have both announced that they would ban sales of petrol motorcycles by 2035. In Indonesia, the private sector is taking the lead. Gojek will convert its massive fleet of green "ojeks" or motorcycle taxis into EVs by 2030. Grab is also launching smaller scale pilots. By contrast, neither the private nor public sector in Singapore has shone a clear light on the future of motorcycles here. NEA announced just last month that it will tighten vehicle noise and emission standards for motorcycles. I applaud this move. In the same spirit, we can take bolder steps towards adoption of electric motorcycles. In March 2020, we did take a small step of allowing high-powered electric motorcycles on our roads. By the end of the year, a grand total of one electric motorcycle was registered, compared to 140,000 petrol motorcycles. There are obstacles outside our control. Prices remain high as production has not yet reached a critical mass. But the industry is moving quickly.”
“Such authorised employees, such as the bus operator, bus interchange operator, a security officer or an outsourced enforcement officer. The new section 83 of the Criminal Procedure Code (CPC) provides that women who are searched by a Police officer or ICA officer must be searched by a female officer, unless certain exceptions apply. While maintaining the security of our public transport systems is vital, I believe it is equally important to maintain a sense of dignity for all women undergoing searches, which the new section 83 of the CPC addresses. Can the Minister of State clarify if a similar limitation applies to frisk searches under this Bill? On this note, can the Ministry also commit to ensuring all relevant persons who may be considered an “approved person” under this amendment undergo the necessary training so that we can prevent instances where frisk searches are conducted erroneously? Notwithstanding these clarifications, I stand in support of the Bill.”
“Sir, this Bill preserves the safety and security of our roads while allowing for new forms of vehicles to ride alongside our existing systems. I have three points of clarification on the Bill. My first point is about the language for the theory tests for riders of Personal Mobility Devices (PMDs) and Power-assisted Bicycles (PABs). I commend the Ministry’s amendment to improve road safety by ensuring that PMD and PAB riders are well-equipped with a basic knowledge of the roads, just as all other vehicle riders already are. LTA’s website states that the handbooks for the tests are currently available in English and will, subsequently, be translated into Chinese, Malay and Tamil. Can the Ministry share if the notices to inform existing riders of the need to take these tests will also be delivered in multiple languages, so that non-English speaking riders will be fully aware of this development and not be blindsided because of a language barrier? Can the Minister of State also share if the test itself will be available in Chinese, Malay and Tamil? My second point is on the cost of theory tests for PMD and PAB riders. As we can see on the roads, a sizeable number of our PMB and PAB riders are food delivery riders who work tirelessly to make ends meet. The test fees may be an additional cost and source of stress for them. Can the Minister share if the test fees will be kept low or whether the Ministry has plans to subsidise test fees for PMD and PAB riders who fall below a certain income bracket, to ensure that this test does not pose an additional burden on them? My third point is on the authorities’ power to conduct security checks on public transport. The new section 127B provides a uniformed officer and authorised employees the power to conduct frisk searches.”
“Can the Minister provide assurance that the Minister's power will be exercised in line with the purpose of the Act as set out under the new section 5? In other words, will Minister's power to grant general exemptions be consistent with the objectives of urban development, enhance productivity for the construction industry and promote environmentally sustainable development? My third point is how the Government will recover benefits from any unlawful development. The new section 40(2)(d) provides the Authority the power to direct a person to pay a penalty tax if the Authority considers that restoring the land and other restorative steps is not reasonably practicable or is undesirable. However, even if an unauthorised activity ceases or the land restored, the developer may still have reaped benefits for the period that the unlawful development lasted. At present, the Authority's power to either order restoration or impose a penalty tax appears to be mutually exclusive. Can Minister clarify what powers the Ministry has to require that a developer disgorge the benefits that it has reaped from such unlawful development? Sir, notwithstanding these clarifications, I stand in support of the Bill.”
“Sir, this Bill recognises that those who reap economic rewards from the development of land benefit from public infrastructure. As such, it is equitable that such economic benefits are returned to the community. I have three points of clarification on this Bill. My first point is on the mechanisms in place to ensure that the planning objectives of the Bill are achieved. The new section 13 of the Bill provides the Land Planning Minister the power to provide concessionary relief from Land Betterment Charge (LBC) for the purpose of meeting certain planning objectives. These conditions include that the relief will lead to a more optimal use of land, improve the productivity of the construction sector and promote environmentally sustainable development of land. These objectives are wide-ranging and very general in nature. Given how broad these objectives are, can the Minister explain which of these specific planning objectives the concessionary relief granted to a development is intended to achieve? Can the Minister also explain how he envisions the development will achieve the intended planning objectives? Additionally, given that a fairly long timeframe may be required to determine if some of these objectives are achieved, what measures are in place to track whether concessionary relief granted achieved the intended planning objectives? My second point is on the scope of Minister's power to grant general exemptions from the Land Betterment Charge under the new section 12. In contrast to the Land Planning Minister's power to provide concessionary relief, the Minister's power to grant a general exemption is not expressly limited by any planning objectives.”
“For example, these green bonds could be used to fund some of the $19 billion of public sector green projects identified in the Singapore Green Plan 2030. Thirdly, I understand that there are plans for SINGA to finance the building of climate adaptation structures, such as sea walls, dykes, floodgates, barrages and coastal pumping stations to mitigate the risks of rising sea levels. Can Deputy Prime Minister share if there are plans for climate mitigation projects? It is not only important that we adapt to climate change, but that we work to minimise its impact in the first place. Sir, notwithstanding these clarifications, I stand in support of the Bill. 6.35 pm”
“Secondly, the $90 billion gross borrowing limit is not an insignificant amount. It is equivalent to about two-thirds of total outstanding Singapore Government Securities (SGS). Can the Deputy Prime Minister share what checks are in place to ensure that the loan is used in a manner that is responsible, prudent and sustainable by the party the loan is issued to? Thirdly, the Government trusts that Singapore would likely benefit from favourable interest rates given Singapore's AAA credit rating and the current market environment. Low interest rates would keep the intergenerational costs of public debt low. However, in the off-chance that interest rates rise substantially, what contingency plans does the Ministry have in place to finance the debt in a way that does not impose a huge burden on future generations? My second area of clarification is around financing green infrastructure projects. With SINGA, the Government will issue a new category of government infrastructure bond, termed SGS (Infrastructure). Green bonds will form a subset of SGS (Infrastructure). Firstly, will the SGS (Infrastructure) green bonds take reference from credible international bond standards? Examples of these standards include the International Capital Market Association (ICMA)'s Green Bond Principles, EU Green Bond Standards and the ASEAN Green Bond Standards. Taking reference from these "green" standards can be important in giving lenders and financiers assurance and confidence that green financing is true to its label. Secondly, can the Deputy Prime Minister clarify if there are plans to designate a set proportion of SGS (Infrastructure) bonds as green bonds for climate mitigation and adaptation efforts? If not, can Deputy Prime Minister, together with MSE, consider doing so?”
“Sir, SINGA will allow the Government to better finance large, nationally significant infrastructure projects. This will materially improve national productivity and benefit the society and the environment. Additionally, given the substantial drawing of national reserves to finance the costs from the COVID-19 pandemic, SINGA will create extra fiscal space and allow for the debt to be paid back in a manner that is equitable across generations. That said, this is the first time in 40 years that the Government will be borrowing very large sums of money. It is important to have strict and robust safeguards in place to ensure that the borrowing is sustainable and prudent. I have two areas of clarifications on the Bill. My first area of clarification is on safeguarding the proper use of the loans. Deputy Prime Minister has provided assurances that the Bill includes "strict safeguards on the projects that can qualify for borrowing and the amounts that can be borrowed". Key safeguards include the $90 billion gross limit on borrowing and an annual interest threshold of $5 billion. Future changes to the gross borrowing limit and annual interest threshold can only be made by introducing a new Bill in Parliament. However, the definition of "nationally significant infrastructure" laid out in the new section 2(1) can be broadly construed. First, can Deputy Prime Minister share what checks and balances will be put in place to assess if the loan is raised for infrastructure projects that are indeed nationally significant? For instance, while the new section 9 provides the Minister's power to raise a loan is non-delegable, can a committee be formed to deliberate and recommend if a loan should be raised for an infrastructure project?”
“Thank you, Sir. I thank the Senior Minister of State for the good news. Could I just ask whether while limiting the current disposable charge only to supermarkets, can we also explore other retail outlets, including the e-commerce platforms as well?”
“The intention is to level the playing field for delivery service providers in the last mile delivery market. However, many delivery service providers currently provide parcel tracking services, where the parcels can be tracked throughout the journey. With Regulated Wholesale Access, the parcels will be handed over to SingPost for the last mile of delivery into the recipients' letter boxes. Without compatible tracking systems between the delivery service providers and SingPost, it may not be possible to track parcels throughout their delivery journey. This was a concern raised by Ninja Van in response to the public consultation for the Bill. This would represent a step backwards in terms of the quality of delivery services offered to consumers. Can the Minister clarify whether the Ministry or IMDA has looked into how the trackability of parcels can be maintained throughout the delivery process? This may be particularly important given that there is an additional point of handover of the parcels from the delivery service providers to SingPost, which increases the risks of mistakes. Further, given that there are technologies available on the market to track the delivery of postal articles, is the Ministry or IMDA looking into how tracked deliveries can be made the default in the Postal system? Right now, consumers have to pay premiums and go through additional processes for the tracked delivery of letters or parcels. If the technology is readily available, why not implement it across the board. The volume of postal articles that go through the postal system will help in spreading out the costs of implementation. Sir, notwithstanding these clarifications, I stand in support of the Bill.”
“Private parcel locker operators have been in the market for some period of time. The industry is also fairly competitive with many options available to consumers. With the introduction of the public parcel locker network, how will the Government continue to ensure that both public and private parcel locker network players remains competitive and continues to innovate? Second, the new section 23R will allow the Postal authority to open and search a public parcel locker. It will also allow the Postal authority to detain and open any parcel in a public parcel locker. This, is to mitigate risks to public safety and is consistent with the approach for postal articles. MCI and IMDA have also stated that they will require the operator of the public parcel locker network to put in place security measures including video surveillance and presence sensors in the locker compartments. I understand this will also include cybersecurity protection measures. Additionally, there is also collaboration with MHA and SCDF to ensure that the locker design and parcel handling meets safety and security requirements. However, the powers for the Postal authority in section 23R and the security measures announced for the public parcel locker network do not necessarily apply to the private parcel locker networks. The security risks that threaten the public parcel locker networks similarly apply to private ones. Can the Minister clarify what measures will be in place, aside from existing Government powers under other laws, to address security risks for private parcel locker networks? Third, the proposed amendments will implement Regulated Wholesale Access which means that SingPost will be required to deliver small packages for other delivery service providers into letter boxes.”
“Sir, this Bill ensures that our postal sector remains responsive to trends in the market. On one hand, with many transactions now going paperless, the volume of letters sent through the post is decreasing. As one example of this trend, just in December last year, Ikea announced that it will be discontinuing its iconic Ikea paper catalogue after 70 years. On the other hand, parcel deliveries has grown with the booming e-commerce sector. A study done in 2020 noted that Singapore's business-to-consumer e-commerce market has been growing at a double-digit rate since 2017. Already, the growth of e-commerce has strained our postal system which was mainly designed for letters. In 2019, SingPost was hit with a record $400,000 fine for failing to meet delivery standards. SingPost attributed the lapses largely to the rise in parcel deliveries. The amendments to the Postal Services Act are timely for responding to consumer trends. The new public parcel locker network will also help to ease the load on our postmen and postwomen who work tirelessly to ensure that the postal system runs smoothly. Sir, I have three points to raise on this Bill. First, the Bill will introduce a nationwide network of public parcel lockers at HDB estates, public transport hubs and community spaces. Ahead of this Bill, IMDA announced that it will roll out 1,000 parcel locker stations. The public parcel locker network is intended to complement commercial parcel locker network in private residential and commercial spaces. However, the scope of the public parcel locker network is extensive. This locks the private parcel locker networks out of a significant portion of the market. As a result, this may stifle innovation by the private players.”
“The unfortunate reality of COVID-19 is that many companies have shut down. During the painful months of circuit breaker and dorm lockdowns, many experienced workers did not manage to find new employers and were often repatriated rather than circulated back into our economy. These were workers with experience living and working here. They know the expectations, they know the environment. It is more efficient to rehire them than to roll the dice with new workers. But there is no easy way for companies to find and hire these workers. MND and other Ministries should work together to reduce the obstacles to rehiring such workers. We can also provide more help for companies to hire workers who want to remain in Singapore but whose company has decided to terminate their contracts and send them back to their home country. A temporary scheme to reconnect employers with such workers will be much appreciated by workers and employers, and it will help our economy. Sir, notwithstanding my clarifications, I stand in support of this Bill. 3.35 pm”
“Second, can MND share whether it will consider future extensions of the same nature and, if so, what factors it will consider before making such decisions? Sir, I think no one in this House disagrees that we want to help our businesses survive. But we should also be concerned about the unintended side-effects of our decisions. Singapore has always had a reputation as a business-friendly country. With this Bill, we might risk that reputation by again intervening with how contracts play out. It remains unclear whether there will be a third, a fourth and then, a fifth extension. I hope the Government will articulate a long-term plan for our construction sector that clarifies these doubts. That brings me to my next point. My second point is about how MND and the rest of Government can help the construction sector bounce back on its feet. This crisis is an opportunity for our construction firms to become more nimble. More than ever, they need to embrace automation, upskilling and other productivity-related initiatives. But such processes take time to implement. In the short run, our construction industry needs workers to fulfill the projects it has already committed to based on pre-pandemic labour conditions. Therefore, I hope that MND works with other Government Ministries to create a temporary scheme, where employers can more easily rehire Work Permit and S Pass workers who have been repatriated to their countries in the past year. MND has taken some steps in this direction by allowing workers that have previously obtained the necessary Skills Evaluation Certificate (Knowledge) test (SEC(K) test) qualifications in a particular trade to return and work in the same trade in Singapore, without retaking the test.”
“Sir, our construction sector has been suffering for the past year. Labour supply has been constrained, and cashflow has been tight. Some construction firms have already gone under, and the struggle is real for those still clinging on. This Bill helps them. Those who have to pay will have more time to pay. Those who need to deliver will have more time to deliver. I thank MND for looking out for both sides. Sir, I have two points of clarification for this Bill. My first point is about what factors that went into deciding on this extension. Can Minister clarify what factors were considered before granting the initial four-month extension in November and now this six-month extension? The construction sector does indeed need help. But a strong economic recovery must also be built on the rock-solid foundation of contractual obligations. One year after the start of the pandemic, we are granting a second extension of contract deadlines that is even longer than the first extension. While I support these amendments, can I ask if MND has also studied the impacts to the companies the construction firms has been granted relief from? Are these companies also clinging on and will they go under due to these reliefs granted to the construction firms? We have said that during this relief period, parties are encouraged to negotiate and resolve their difference in an amicable and mutually beneficial manner. Can I ask Minister what percentage of parties were able to resolve their difference in an amicable and mutually beneficial manner? Further, I hope that MND can help shed light on a few questions. First, can MND share what factors it considered in determining this particular course of action?”
“I thank the Senior Minister of State for the reply. I think the problem really comes in when it is non-emergency cases, where, as the Senior Minister of State had mentioned, they need the LOG. I am just wondering whether MOM would review that requirement as well so that the migrant workers can get access to medical treatment as quickly as possible.”
“Thank you, Sir. I thank the Parliamentary Secretary for the reply. Could I ask whether we can make this more of a standard application? So, rather than an appeal and on exceptional basis, could we just have an application form during this pandemic where the couples cannot travel overseas to do their IVF during this period, can we have an application form where they can fill in to apply to transfer their embryos back to Singapore?”