Mah Bow Tan
Singapore
“The previous generation of Singaporeans overcame huge odds together to create this improbable nation which we call home. Let this generation work as one to define our country for the next lap of our journey. Sir, on this note, I fully support the amended Motion. Page: 143”
“Like all upgrading programmes, there is a certain budget, and a certain pace at which we will build. We have completed the LUP and now we are going on towards the HIP. The Estate Upgrading Programme (EUP) is ongoing.”
“For those who cannot afford home ownership, we will provide rental flats. For the rest where there is hardship involved, that is where the safety net comes in. I do not think we should make the safety net so wide as to bring in everybody.”
“Building a studio apartment is no different from building any other HDB flat. If a person applies now and the building works start now, he can get it in two-and-a-half years to three years. We have stepped up the building of studio apartments over the last couple of years.”
“Mdm Halimah Yacob asked the Minister for Health (a) how many people have signed an Advance Medical Directive (AMD) and how many have revoked them since; and (b) whether there is a need to review the current rules on AMDs which do not require a person who has revoked the AMD to inform the Registrar, thus causing uncertainty for hospitals t…”
“Parents who wish to exert more control over the maximum mobile service charges incurred by their children may consider service options such as mobile pre-paid cards. IDA is aware of the public's concerns on mobile subscriptions, and will continually review policies and look into measures to further protect the interest of consumers.”
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Every one of 3,030 lines we hold for Mah Bow Tan, in date order, each linked to its source. Free to read, in full, without an account. Page 49 of 61.
“Transhipment cargo will not be regulated because the transhipment business is an international one in which the local terminal operator competes with other ports in the region and competition will provide the necessary checks in the system. As for local cargo, the Bill provides a safeguard against exploitation of market power by enabling MPA to regulate the tariffs charged for the handling of local cargo. The MPA Bill provides that the Minister may make a special administration order in relation to a licensee operating a container terminal directing the affairs, business and property of such a licensee to be managed by the Authority. The reason why this power is needed is to ensure the uninterrupted movement of cargo into and out of Singapore. Since the container terminals handle most of Singapore's exports and imports, any disruption in terminal operations could cause the economy to grind to a halt. Consequential amendments will be made to several Acts. The main Act affected, of course, will be the PSA Act. Many of its provisions will be repealed and transferred to the MPA Act. Sir, the formation of MPA is a significant step forward in Singapore's maritime development. It represents several months of intensive work by officers of my Ministry who have come up with a framework which lays much of the groundwork for PSA's impending corporatisation, and it also incorporates the necessary powers and mechanisms for the effective functioning and regulation of a post-corporatisation port industry. As we approach the beginning of a new millennium, important challenges lie ahead of us as we strive to improve Singapore's position as a hub port and a major international maritime centre. We will need the right institutional framework to steer us through uncharted waters.”
“The MPA will also advise the Government on matters relating to sea transport, marine and port services and facilities, and represent Singapore internationally on these matters. With the Minister's approval, the Authority may levy rates, charges, dues and fees for the use of services and facilities provided by MPA, as well as levy the maritime welfare fee, port dues and goods dues. The annual tonnage tax currently collected by the Marine Department will continue to be paid into the Consolidated Fund. The MPA Bill provides for the transfer of assets from the PSA, NMB and Marine Department to MPA. The staff working in these organisations will be transferred to the Authority at terms no less favourable than those that they enjoyed immediately prior to their transfer. Pension rights of existing pensionable officers will be preserved. The Authority is empowered to regulate the employment of seamen. This is a function transferred to MPA from the National Maritime Board. The Bill enables MPA to make regulations for the control and management of the port. MPA will have the power to declare any area in the port to be a pilotage district. It can regulate pilotage in the port. It can also regulate and control certain activities, such as dredging within the port and territorial waters. Again these are powers which are being transferred from PSA to MPA. The Bill states that no person shall provide marine or port facilities without a public licence or exemption from MPA. The Authority may put into a public licence a provision to control or fix the tariffs charged by the licensee in respect of the handling and storage of cargo other than transhipment cargo.”
“As soon as MPA is set up, it will also take over statutory functions from PSA, such as ensuring navigational safety in our port waters and drawing up the port masterplan. MPA will look at sea transport issues from a national viewpoint. The issues will include wide-ranging and global issues, covering important strategic issues such as the Malacca Straits, which is our economic lifeline to the Middle East and the West. MPA will seek to cooperate with other countries and international organisations to develop a framework in which Singapore's position as a global maritime centre will be enhanced. PSA will become a pure service provider once MPA is formed - it will provide cargo-handling services and supporting marine services such as pilotage and tugboat services. Within the context of the MPA's port masterplan, PSA will continue to develop additional cargo terminal facilities. So, in essence, PSA will become a cargo terminal developer and operator once MPA is formed. And this will enable PSA to focus on its commercial role. Let me now address the key provisions of the MPA Bill. The Bill sets out the functions and duties of the Authority. The key functions of the MPA, as I said, are to promote the use, improvement and development of the port; control vessel movements and ensure navigational safety; license and regulate marine services and facilities, such as pilotage services, tugboats and waterboats, as well as port services and facilities, such as container and conventional cargo terminals, and also to regulate the port industry's economic behaviour. The MPA will train seafarers and promote the development of merchant shipping.”
“Setting up MPA ahead of PSA's corporatisation will give it sufficient time to work out a good regulatory system as well as to build up the necessary expertise and standing to regulate the post-corporatisation port industry. There will also be more time to sort out any grey areas that may arise as we embark on this corporatisation exercise. Since it would not be correct for a private company to have statutory powers, such as control over navigational safety in the port, the Government has decided to transfer PSA's powers to MPA even while PSA remains a statutory board. At the same time, the Government will revamp the structure of port and maritime administration in Singapore by incorporating the National Maritime Board (NMB) and the Marine Department into MPA. MPA's mission is to protect our strategic maritime interest and to promote Singapore as a major port and an international maritime centre. As the sole agency responsible for all port and maritime issues in Singapore, MPA would be expected to monitor and to assess the impact of regional as well as international developments in the port and maritime world on our port and to take appropriate measures. MPA will be a self-funding statutory board. It will have a staff strength of about 500 personnel, 350 of whom will come from PSA with the rest coming from the NMB and Marine Department. Although smaller than the PSA, the new Authority will be no less important than PSA in terms of the scope of its duties and functions. MPA will perform the roles of the National Maritime Board and Marine Department as well as license and regulate PSA when PSA is corporatised.”
“This contribution to our competitiveness was recognised when Singapore was placed first among 42 economies in 1994 in the "World Competitiveness Report". However, PSA cannot rest on its laurels. It must keep improving in the face of increasingly fierce competition from regional ports for a share of the booming container business. Regional ports are expanding. There are plans to build new ports. To stay ahead, the Government has decided to corporatise the Port of Singapore Authority in the next few years to better enable PSA to face the challenges which it will meet in the next century. PSA's commercial activities in cargo terminal operations as well as in marine services will be corporatised. As a corporatised entity, PSA will have more flexibility to operate and invest in the region. And this together with private sector discipline and greater market orientation will sharpen PSA's competitive edge as it faces growing regional competition in the container-handling business. Corporatisation will also put PSA in a stronger position to operate a hub port that will continue to contribute to the economic development of Singapore and the surrounding region. The corporatised PSA will subsequently be listed on the Stock Exchange of Singapore. This is part of the Government's plan to enhance the assets of our citizens and to give them a stake in our country's wealth. The corporatised PSA will have to be regulated to ensure that there is no abuse of its market dominance. One of the key lessons in privatising a statutory board is that the regulator should be established before corporatisation takes place. We therefore propose to set up the MPA to license and regulate the port industry before PSA is corporatised.”
“Mr Speaker, Sir, I beg to move, "That the Bill be now read a Second time." Sir, the purpose of this Bill is to seek Parliament's approval to set up a new statutory board called the Maritime and Port Authority of Singapore, or MPA for short. I would like to take this opportunity to describe the background for the setting up of the new Authority. Singapore is a major maritime nation. The Port of Singapore has been the world's busiest port in terms of shipping tonnage since 1986. Last year, more than 100,000 vessels called at Singapore. Singapore also operates one of the world's busiest container ports. Last year, our container terminals handled more than 11 million Twenty-Foot Equivalent Units. With a vast catchment area stretching from the east coast of Africa to the shores of Australasia, Singapore is one of the major hub ports of the world. As a hub port, the Port of Singapore plays a significant role in enhancing the economic competitiveness of the region. Because Singapore has a high frequency of shipping connections, exporters find it more convenient and cheaper to ship their precious cargo through Singapore. Deliveries can be made on time because our port works smoothly. These factors contribute to the competitive edge of exporters which use Singapore to tranship their goods. These achievements have been made possible largely through the untiring efforts, foresight, dedication and innovation of the staff and management of the Port of Singapore. It has won customers by providing highly efficient and cost-competitive container-handling and marine services. Ships are turned around quickly which is particularly important in an era of increasingly expensive mother container vessels.”
“INLAND REVENUE AUTHORITY OF SINGAPORE (AMENDMENT) BILL "to amend the Inland Revenue Authority of Singapore Act (Chapter 138A of the 1993 Revised Edition)", presented by the Parliamentary Secretary to the Minister for Finance (Mr Koo Tsai Kee); read the First time; to be read a Second time on the next available sitting of Parliament; and to be printed. LOCAL TREASURY BILLS (AMENDMENT) BILL "to amend the Local Treasury Bills Act (Chapter 167 of the 1988 Revised Edition)", presented by Mr Koo Tsai Kee; read the First time; to be read a Second time on the next available sitting of Parliament; and to be printed. GOVERNMENT SECURITIES (AMENDMENT) BILL "to amend the Government Securities Act (Chapter 121A of the 1993 Revised Edition)", recommendation of President signified; presented by the Minister for Finance (Dr Richard Hu Tsu Tau); read the First time; to be read a Second time on the next available sitting of Parliament; and to be printed. MARITIME AND PORT AUTHORITY OF SINGAPORE BILL "to establish and incorporate the Maritime and Port Authority of Singapore, to provide for its functions and powers, and for matters connected therewith; and to repeal the National Maritime Board Act (Chapter 198 of the 1985 Revised Edition) and to make consequential amendments to certain other Acts", recommendation of President signified; presented by the Minister for Communications (Mr Mah Bow Tan); read the First time; to be read a Second time on the next available sitting of Parliament; and to be printed. 1.05 pm SUBORDINATE COURTS (AMENDMENT) BILL Order for Second Reading read.”
“Mr Speaker, Sir, the decision to build the North-East line has been taken in principle. The decision on when to start work is now under active consideration. The Government will pay for the capital cost of the North-East line including the first set of trains if the operator can recover the operating cost including the cost of replacing the trains from fare revenues. Such a principle is a fair and prudent one. It ensures that any MRT extension, both now and in the future, is valued and is well used. Based on our financial analysis, we can start building the North-East line in about four years' time when there will be enough ridership to meet the operating cost based on the current fare structure. The Land Transport Authority has been asked to review and recommend ways, including having commuters pay a slightly higher fare, if necessary, to enable earlier expansion of the MRT network and to help us achieve a world-class transport system for Singaporeans. A White Paper on Land Transport will be released later this month. Singaporeans will be invited to give their views and their comments on this and other proposals in the White Paper. After Parliament has debated the White Paper, the Government will decide on the timing for the North-East Line. BILLS INTRODUCED EVIDENCE (AMENDMENT) BILL "to amend the Evidence Act (Chapter 97 of the 1990 Revised Edition) and to make consequential amendment to the Computer Misuse Act (Chapter 50A of the 1994 Revised Edition)", presented by the Minister for Law (Prof. S. Jayakumar); read the First time; to be read a Second time on the next available sitting of Parliament; and to be printed.”
“Mr Speaker, Sir, the concrete pedestrian overhead bridge across the Pan-Island Expressway between Simei Park and Tampines Street 22 near Block 288, was constructed by the HDB in 1989. It is relatively new and provides a safe pedestrian crossing for people in the area. There are no plans to replace it with an underpass. HDB FLATS IN BEDOK NORTH ROAD (Upgrading of Blocks 74 to 83) 4. Mr Teo Chong Tee asked the Minister for National Development when will the Housing and Development Board flats in Blocks 74 to 83 at Bedok North Road be proposed for upgrading. The Senior Parliamentary Secretary to the Minister for National Development (Mr Matthias Yao Chih) (for the Minister for National Development): Mr Speaker, Sir, in the selection of precincts for the Upgrading Programme, the age of the blocks is an important factor, among other considerations. There are many flats in other areas that are older than those in Blocks 74 to 83 at Bedok North Road, and they require upgrading more urgently. Since upgrading is an extensive programme, all precincts that meet the selection criteria will be announced under the programme progressively. FAMILY VIOLENCE BILL Order read for Resumption of Debate on Question [1st November, 1995], "That the Bill be now read a second time." - [Dr Kanwaljit Soin, Nominated Member]. Question again proposed. 12.53 pm”
“The organiser may extend the duration to 32 days by using the next year's quota. The quota counts from July to June in the following year. The honorable Member for Potong Pasir would recall that Potong Pasir Town Council was given permission to organise a trade fair last year. This year, the Potong Pasir CCC applied for and obtained approval to organise a 32-day fair using both this year's and next year's quota. This approval is within our guidelines. WRITTEN ANSWERS TO QUESTIONS PROTECTION ORDERS (Number of breaches) 1. Dr Kanwaljit Soin asked the Minister for Law how many cases for breach of Protection Orders (including Expedited and Domestic Exclusion Orders) were reported to the Family Court in 1994; what penalties were meted out and how many offenders were subjected to these penalties.”
“Although traffic flow is heavy at the Serangoon Road/ MacPherson Road/Bendemeer Road/Upper Serangoon Road junction, the major movements are satisfactorily accommodated by the traffic signal lights. However, the traffic from MacPherson Road and Upper Serangoon Road into the PIE towards Jurong has to be channelled via Whampoa North. This route is not the most direct but is necessary to minimise the number of traffic movements at the main junction below the PIE flyovers. The approach width of Whampoa North where it meets Serangoon Road has recently been widened to improve the traffic flow. The Land Transport Authority, which has taken over the road related functions of PWD, has no plans to build an underpass at the junction to link Upper Serangoon Road with Bendemeer Road. PASAR MALAM (Quota) 11. Mr Chiam See Tong asked the Acting Minister for the Environment what are the reasons for awarding the grassroots organisation in Potong Pasir a two-year quota of holding pasar malam in July this year, thus depriving the Potong Pasir Town Council of holding a pasar malam until July 1997. RAdm Teo Chee Hean: Before control measures were introduced, trade fairs were held so frequently that they almost became a permanent feature in some housing estates. When such fairs are held over many nights at a stretch, they become a nuisance. Residents complain of the noise which disturbs their sleep and their children's studies. Shopkeepers complain of unfair competition. When my Ministry introduced controls to curb the proliferation of trade fairs, the guidelines were widely reported. My Ministry limited the number of fairs to be organised by each CCC or Town Council in each constituency to only one fair per year and that such a fair is to last not more than 16 days.”
“Sir, let me point out that it is not just a question of covering the direct operating cost on a temporary basis. If we were to build the line earlier, there is an opportunity cost. This opportunity cost is a real cost. It is a cost for us to build or to spend something earlier than what we should be spending. In the case of the North-East line, the total expenditure for the North-East line is going to be something like $5 billion. The opportunity cost for this is going to be enormous. What are the alternatives? The alternatives could well be that we use the savings from the opportunity cost in some other way. The amount could be used for implementing perhaps another CPF Top-up scheme. It is the same order of magnitude that we are talking about. Therefore, it is not just the direct operating cost but also the opportunity cost that we have to consider. So the passing mark or the hurdle rate for building an MRT extension is a very simple one of meeting the direct operating cost. It can be met very simply. As I said, one of the possibilities is to defer construction of weak stations. Another possibility is, rather than using the existing fare structure, to consider whether another fare structure might be possible to meet that deficit. 1.30 pm”
“Sir, the fare will be set by what is possible to keep the MRT viable. It is not a question of reducing the fare. By that stage, depending on how the cost is, the fare may well be kept steady. So it is really a reflection of what the cost is going to be at that time. In the first few years, we know that the line will not be viable. So the fares may have to be higher. In subsequent years, it may well be that the fares need not be raised. That is a possibility, but I am not in a position at this stage to commit what the fares would be. The basic principle of setting fares that the PTC has used so far is to make sure that the fares are not so high as to allow the operator to make exorbitant profits but enough to allow the operator to have a reasonable return on his capital, ie, cover his operating cost plus a return on his capital. So what the fare level would be then, I am not in a position to say. But I do know that based on the existing fare structure, it is not possible for us to cover the direct operating cost or to meet the condition that I mentioned earlier for the first couple of years.”
“Sir, I have already mentioned in public that having looked at the transportation problems in that particular corridor, there is merit in building that line as soon as possible. However, I recognise that because of the high cost involved, I have to make a very strong case to particularly the Minister for Finance, because we have a criterion that needs to be met. Unless there are very, very strong reasons why that condition does not have to be met, then I think it is prudent for us to make sure that that particular condition, which is a very fair condition, is met in the case of the North-East line. As I said, this is a condition that has been applied to the existing MRT system. It is a condition that has been applied to the Woodlands extension. I think it is very fair for this same condition to be applied to the North-East line. Having said that, the fact that the North-East line is next in line for an MRT system is a strong indication that the Government is committed to building the North-East line. It is in the queue. It is now a question of when we start work. I personally would like to see it start earlier because this would ease the congestion and enhance the public transport system in the area. We have, however, to make sure that the operating cost condition is met. This is a condition which is a very fundamental and fair one. This is a condition we will apply to other extensions as well. If we can find a way to meet this condition for the North-East line, then we will have the MRT to the North-East earlier than we expect.”
“As I have explained to the Member, the weakest station along this particular line is the proposed station located somewhere around Potong Pasir.”
“That cost is part and parcel of the cost of operating the North-South, East-West line.”
“As I said, the Marina Bay Station is necessary because it is part and parcel of the operations of the existing North-South, East-West line. We need to have a station for the trains to turn back. We cannot be turning back the trains at the last station, which is Raffles City. Therefore, the station at Marina Bay has to be built, otherwise the system does not work.”
“Sir, the first proposal is one that has been made previously. It is a proposal that is obviously attractive to the potential users of the North-East line. However, I think we may have a different reaction when we put this proposal to all other users of the MRT system. That is the first point. The second point is really that, as we expand the MRT system, we are going to face more and more the question of viability of each new line. If we were to operate on the principle that the new extension will be viable in its own right, then the chances of us expanding the MRT system will be that much better. If we were to go by the other principle of spreading the cost to all MRT users every time we expand the line, then I am afraid that the support for any new extension will be that much less. This is, however, another alternative that we could use. The experience that we have had every time we have to increase fares is that the PTC has to make sure that there is full justification for it. It is obviously easier to justify if the subsidy is kept within that particular extension rather than spread out across the whole system.”
“Sir, the general principle is that fares should cover direct operating cost. So as long as the fares cover the direct operating cost, then those fares will hold. I guess the Member is asking whether the higher fares will hold for a certain amount of time. I cannot answer that question explicitly. All I can say is that the general principle that the Public Transport Council adheres to in approving fares is to ensure that the fares are affordable and yet high enough to allow the operator to cover its direct operating cost plus, of course, make a reasonable return on its capital.”
“Sir, one of the problems that we are facing in building the line now is the operating deficit. If we can work out, and if the people using the line can agree to paying a fare - I do not know how much more it would be - that will help to meet that operating deficit, then a major condition would have been met. The 20 cents more that I have suggested is a ball park figure. I do not know the exact number. We are now working out the numbers. I do not expect it to be more than that. However, it could be less than that. I am not sure of the exact number yet, but we will finalise the package soon and then we will present it for the information of the public.”
“The people can then enjoy a major upgrading of their quality of life and enhancement of their assets. It is a win-win situation. This will not be the last MRT extension we will build. On the contrary, I hope that there will be not only MRT but also light rail transit (LRT) lines serving other parts of Singapore. It is therefore all the more important that we establish now a fair and workable principle to determine where and when we build our next MRT or LRT line. So I hope that residents, Members of Parliament and grassroots leaders see this proposal in the overall context of what we are trying to do to enhance and improve our public transport system.”
“This is a condition that the Government has applied to the existing lines and also to the Woodlands extension. Thirdly, in the case of the North-East Line, our consultants' study shows that the North-East Line can only meet this criterion of meeting the operating cost, not the capital cost, not immediately but in four years' time. So we have a choice. Either we wait four years or we find a way to start work sooner. How? By finding ways and means of improving this condition sooner. My Ministry is now looking at different ways to see how we can meet this condition earlier. If we succeed, we can bring the MRT to the North-East earlier. If we cannot, then we have no choice but to wait four years. This is where the different fare proposals come in. It was one of the proposals that we received. It is a proposal that I surfaced at one of the dialogue sessions that I had with some residents and grassroots leaders. It is one possible way for us to bring the MRT forward. There are other ways. One other possibility could be to defer construction of some of the weaker stations. We will consider all proposals. We will settle the final package soon. Whether the North-East line is built now or later will depend not only on the Government but also on the people who will benefit from the line. It is based on the principle of partnership between the Government and the people. The Government undertakes to pay for the capital cost of the MRT line while the people agree to pay for the operating cost of the line. This is a win-win formula because the Government can then upgrade and improve the public transport service and, in the process, keep our traffic flowing, and therefore enhance our national productivity and effectiveness.”
“Sir, the proposal to charge different fares for different lines has raised considerable interest. There have been mixed reactions. Some have considered it unfair. Others have counter proposed that fares should be raised across the board rather than specifically for the North-East line. I must say that the reactions were not surprising to me because, after all, if given a choice, who would want to pay more. But I take this opportunity to urge those people who reacted spontaneously to view this proposal in the overall context of building a massive project like the North-East line. And if they think through the issues involved again, I believe they will understand that it is not unfair, as originally thought. What are the issues involved? The first is that the Government is committed to spending $5 billion to build the North-East Line. The people in the north-east are finally getting closer to their dream of getting the MRT. Yes, they have to wait in the queue, but there are many other areas of Singapore which are not even in the queue as yet. The second issue really is: when do we start to build? When do we start work? The Government must have a rational basis for making such decisions, especially decisions which involve such a huge amount of money. In the case of the MRT extension, such a basis is that Government will build and pass on to the operator to run when the line is well used. The question is: how do we assess when it is well used? It is well used when the operator is able to recover the running cost of the system, in other words, labour cost, electricity cost, cost of maintenance and repairs and the cost of putting aside some money to buy the next set of trains. This is not a new condition.”
“Mr Speaker, Sir, there are 42 stations on the existing North-South, East-West lines. Out of these 42 stations, two of the stations can be considered as weak. In other words, the daily patronage of these stations is very low. They are the Marina Bay and the Chinese Garden Stations. The Marina Bay Station was built despite the low patronage because it is essential for the operations of the North-South line. The Station serves as a terminal station where south-bound trains turn back to head north. In the North-East Line study, the consultants evaluated the proposed stations based on the projected morning peak hour passenger flow. The consultants projected that the proposed Potong Pasir Station will have a flow of 1,400 during the morning peak. This is about 14% less than the morning peak hour flow at the Chinese Garden Station.”
“We will decide, Sir. "WEAK" MRT STATIONS 9. Mr Chiam See Tong asked the Minister for Communications whether there are "weak" MRT stations in the existing lines and, if so, whether he will identify them.”
“As I said, Sir, we are monitoring the situation and, if necessary, we will make the change.”
“We are reviewing the situation. We are looking at the situation very carefully before we make such a change, because we have to decide whether such a change is fairer or not.”
“No, Sir, I certainly did not say that. The Member is misquoting me.”
“Sir, I did not say that the same principle does not apply to motorcycle COEs. I am saying that it could very well apply to motorcycle COEs. However, this is not the appropriate time for us to make the decision just yet. The prices for motorcycle COEs, as far as we have been monitoring it, have only recently started to move. We will make sure that the situation is kept well under control.”
“Sir, the categorisation of motorcycle COEs into various categories is not the main determinant of the price. It is determined by, first of all, how much road space a motorcycle occupies. Secondly, what is the demand for road space? In other words, what is the demand for the number of COEs that we issue? The Government has fixed the number of COEs that are being issued every month. It allows an increase based on what it feels is sustainable in order to make sure that our roads are not congested. We just fix the supply. Having fixed the supply, then it is up to the demand to determine the price. That is on an overall basis. The next question is whether we should segment them into various categories. There are reasons for us to segment the car COEs into various categories. Similar reasons could apply to motorcycles but at this stage we do not feel that there is a necessity for us to segment it. The Member asked when will that stage be. I can honestly say that I do not know. I will monitor the situation and I will make the necessary decision at the appropriate time.”
“I do not know what the Member means by "low", Sir?”
“Sir, as I said, strictly speaking, there should be only one category. It applies to cars as well as to motorcycles. But for equity reasons, we have decided that we have to split the COEs for motorcars into various categories in order to make sure that the small car and big car owners have a fair chance of competing. One could argue that this similarly applies to motorcycles. At this stage, there is no reason for us to make any changes, but we are monitoring the situation very carefully. As to whether the motorcycle COEs are high or not, at this stage, the motorcycle COE premium is about one quarter that of the premium for a small car, even though a motorcycle occupies, on a moving basis, much more than one quarter of the road space occupied by a car. Whether the motorcycle COE is high or not high is at this stage a moot point. We will have to take into account all factors into consideration before we make the adjustments.”
“As I have indicated just now, the price of motorcycles is not determined by the Ministry. It is determined by the buying public and it is a reflection of the demand for motorcycles. We will monitor the situation, as I said, and we will take all factors into consideration. Ideally speaking, there should be just one category for motorcycles. However, if there is cause for us to change, we will certainly make the necessary changes, bearing in mind the fact that we have to be fair to all other categories of road users and we have to make sure that the limited road space that we have is optimally used.”
“Mr Speaker, Sir, like all vehicle categories, the COE quota for motorcycles is allocated based on an annual growth rate of 3%. Having fixed the supply, the price of COEs is then determined by demand. The higher the demand, the higher the price will be. The recent increase in the price of motorcycle COEs reflects the rising demand for motorcycles. On traffic management considerations, all motorcycles, regardless of engine capacity, should be subject to the same quota premium as they occupy roughly the same amount of road space. However, my Ministry recognizes that there is a growing concern among buyers of small motorcycles who feel that they cannot compete against buyers of big motorcycles for their COEs. This is notwithstanding the fact that buyers of small motorcycles, ie, 200 cc motorcycles and below, are still taking up about 70% of all motorcycle COEs. My Ministry is monitoring the situation and is carefully studying the feedback and the various proposals that we have received on this subject. If necessary, adjustments will be made to the COE system while ensuring that the system remains fair to all road users and at the same time keeps our roads free flowing.”
“Depending on the flat-size they choose, 4-room lessees will either reap financial gains from the scheme, or else pay a small amount to move to a new 4-room flat. 3-room lessees will need to pay an amount to buy a new four-room flat. But if they do not want to do so, they can sell their package of benefits, buy a resale 3-room flat and keep the financial gains. In other words, whatever their current financial status, there is always a way for a lessee to move to another home without any additional outlay. The redevelopment of Boon Tiong will be carried out in three phases to minimize disruption. Residents will not be required to move out of their flats during the construction period. They will only move when their new flats are ready for occupation. HDB will continue to take all the necessary measures to minimize the inconvenience caused to the residents. CITIZENS' CONSULTATIVE COMMITTEE 11. Mr Cheo Chai Chen asked the Minister for National Development for the period Jan 92 to Aug 95, what projects and the amount of grants were given to the Nee Soon South and Sembawang GRCs' Citizens' Consultative Committees respectively.”
“Under the new 6-digit postal code system, there are 108,000 postcodes in use. This system can provide up to 1 million postcodes. The number of postcodes required by year 2030 is estimated to be 360,000. As such, I do not foresee a need for an 8-digit postcode. SELECTIVE EN-BLOC REDEVELOPMENT SCHEME 10. Dr Kanwaljit Soin asked the Minister for National Development (a) how many retirees and elderly persons are owners of 3-room flats with no constant source of income and who will be affected by the proposed new Selective En-bloc Redevelopment Scheme in Boon Tiong area and (b) if he will give an assurance that in carrying out this proposed scheme, these persons will not be inconvenienced or have to pay any cash to be housed in new equivalent premises in the same area. Mr Lim Hng Kiang: The Selective En-bloc Redevelopment Scheme, or SERS, will involve a total of 384 units in Boon Tiong. Of these units, about one-third are owned by lessees above 60 years of age. HDB does not keep records of the current employment nor sources of income or employment of these lessees. However, HDB does not anticipate any affordability problems. Under SERS, lessees are compensated for their old flat and given assured allocation of a new one. Those who are eligible to buy flats direct from HDB will also get a 20% discount (up to a maximum of $30,000) off the price of the new flat. Finally, the lessees will also be able to sell the entire package to eligible third parties, who are likely to pay the lessees a price premium for the assured allocation and the discounted price. The Boon Tiong site comprises both 3- and 4-room units. However, HDB will not be building new 3-room flats.”
“The breakdown of the estimated cost of a 20 km North Eastern MRT Line with at least 80% of the route underground is as follows: Items Estimated Cost ($ million) Civil & Building Works: (including: tunnels, viaducts, stations) $ 2,300 Electrical and Mechanical Works (including: trains, signalling system, elevators) $ 1,600 Land (including: private land purchase, land premium charges, TOL charges) $ 450 Miscellaneous: (including: project administration, design, insurance, contingencies) $ 650 Total $ 5,000 EIGHT-DIGIT POSTAL CODES 9. Mr Low Thia Khiang asked the Minister for Communications whether he foresees the need for Singapore to have eight-digit postal codes in the future.”
“It may, with the approval of the Minister, make any regulations to prescribe any offences which may be compoundable. Sir, I beg to move. Question put, and agreed to. Bill accordingly read a Second time and committed to a Committee of the whole House. The House immediately resolved itself into a Committee on the Bill. - [Mr Mah Bow Tan]. Bill considered in Committee; reported without amendment; read a Third time and passed. ADJOURNMENT Resolved, "That Parliament do now adjourn to a date to be fixed." - [Mr Wong Kan Seng]. Adjourned accordingly at Fourteen Minutes to Four o'clock pm to a date to be fixed. Annex - MEMBERS OF PARLIAMENT WHO WILL RECEIVE THE "EX-GRATIA" PAYMENT (Cols. 1489 - 1492) WRITTEN ANSWERS TO QUESTIONS PEIRCE SECONDARY SCHOOL 1. Mr Cheo Chai Chen asked the Minister for Education when did Peirce Secondary School start its classes and how many students have been expelled since the school started.”
“The existing LGIA allows PWD to recover from landowners the cost incurred from the construction of roads to open up new areas for development. However, the recovery of such charges can only be done when the accounts are finalised. By then, the properties may have changed hands. The practice has caused inconvenience to landowners, developers and also to purchasers in that the financial liability may not be clear during a property transaction. So, in the SWA, provisions have been incorporated to allow the LTA to recover the roadmaking charges progressively as and when they are incurred. The parties concerned in the transaction will then have a clearer picture of their financial liability. In line with the Government's decision to have qualified engineers take on more responsibility, the SWA will have provisions to require structural plans for road elements to be certified by accredited and experienced structural engineers. The arrangement will ensure that the roads built by private persons will meet the safety and performance standards laid down by the LTA. Finally, fines and penalties in the LGIA have been updated in the SWA. Three new fines will be introduced. They are for: (a) failure by private persons to deposit within the time frame specified by the LTA the amount determined for their execution of street works; (b) failure to comply with the order by the LTA to cease and remove works on public streets and make good any damages caused to these streets; and (c) failure to comply with the notice by the LTA to stop activities causing damages to the public streets and make good any damages so caused. The LTA may compound any offences which are prescribed as compoundable under this Act or its regulations.”
“For instance, the LTA can carry out tunnel works underground without affecting ownership of the land above. Landowners who do not like this arrangement can request the Government to acquire their land. To maximise the use of our road network, new provisions have been included to allow LTA to levy charges on persons or parties who occupy road space and cause traffic congestion and inconvenience to motorists. Such levies will ensure that persons or parties who need to make use of the road space will carry out their activities quickly occupying as little road space as possible and in the shortest possible time. The LTA will also be empowered to take action against any person found to cause damage to our roads. Recently, the PWD has upgraded the walkways in the Civic District and the Orchard Road areas to give pedestrians a safe and pleasant walk along the roads. The LTA will continue with this task and extend the walkway upgrading programme to other parts of the island. To enable LTA to carry out this programme effectively, new provisions have been included in the SWA to allow LTA to improve walkways over private land without land acquisition. Landowners of shopping centres will also be allowed to participate in the walkway improvement programme so as to bring more shopping traffic to their premises. Several new provisions will facilitate the roadworks to be carried out by the LTA. The road reserves will remain the property of the Government, but LTA will be allowed to enter road reserves to carry out minor improvement works. It would, however, be required to seek the Minister's approval for major works that require additional lands.”
“Mr Speaker, Sir, I beg to move, "That the Bill be now read a Second time." As I have explained before, this Bill repeals the existing Local Government Integration Act, or LGIA, and replaces it with a new Street Works Act, or SWA, to be administered by the LTA. The existing LGIA was enacted in 1963 from the then Local Government Ordinance. The Act integrated certain functions of the City Council and the Rural Board with those of the Government. However, the City Council and the Rural Board no longer exist and their functions had either lapsed or been integrated with those of other Government agencies or statutory boards. A number of provisions in the LGIA are now outdated or obsolete. The Act is now mainly used by the Public Works Department for the construction, widening and maintenance of public and private streets and backlanes. A review of the LGIA was therefore initiated by the Ministry of National Development and PWD two years ago to bring the Act up to date. Obsolete provisions including those which have been incorporated in other legislation will be removed, for example, those relating to trade effluent, the transfer of employees from City Council and the appointment of District Officers. New provisions have been added so that the LTA can more effectively and efficiently develop and manage roads and their related facilities. Government will continue to decide on the acquisition of land for development purposes. The LTA will replace PWD as Government's agent for the purposes of road development, as approved under the Planning Act. New provisions have been incorporated to allow the LTA to carry out road improvement works within private land without acquisition.”
“Bill accordingly read a Second time and committed to a Committee of the whole House. The House immediately resolved itself into a Committee on the Bill. - [Mr Mah Bow Tan]. Bill considered in Committee; reported without amendment; read a Third time and passed. STREET WORKS BILL Order for Second Reading read.”
“To cater for a multi-system and multi-operator rail or guided transport industry, provisions have therefore been included to allow the Authority to license more than one operator for the various systems. Provisions relating to claims and compensation under the MRTC have been deleted and re-enacted in the LTA Act. The intention, as I have explained previously, is to broaden the functions of the Compensation Board to include claims made against the LTA arising from road tunnelling works instead of only claims made with respect to railway construction. Provisions have been made in the Bill for the transfer of the MRTC's existing assets, rights, interests, liabilities and obligations to the LTA. Provisions have also been made to transfer all persons employed by the MRTC to LTA on terms no less favourable than those enjoyed by the employees prior to their transfer. Other than the above mentioned and other incidental provisions, the Rapid Transit Systems Act essentially incorporates the existing provisions in the MRTC Act governing the regulation and operations of the MRT system. Finally, Sir, I would like to take this opportunity to thank all the staff and Board Members of MRTC for the hard work and services that they have rendered in the past 12 years since its formation. The board has built the first 67 km of our MRT system. It has ensured its smooth and efficient operations since the first set of trains rolled out in 1987. The job of the LTA is to build upon the good work of the MRTC. The solid foundation laid down by the MRTC in the last 12 years makes the task of LTA that much easier. With MRTC becoming part of the LTA, our people can look forward to a better and more efficient rail transport system. Sir, I beg to move. Question put, and agreed to.”
“Mr Speaker, Sir, I beg to move, "That the Bill be now read a Second time." As I have explained earlier in my speech for the Second Reading of the Land Transport Authority (LTA) Bill, this Bill is to provide for the merger of the MRTC into the LTA. The existing MRTC Act was enacted in 1983 to establish the Corporation for the construction, regulation and operation of our Mass Rapid Transit System. With the formation of the LTA, the roles and functions of MRTC will be transferred to the new statutory board. This Bill therefore repeals the MRTC Act and re-enacts the provisions governing the regulation and operations of the MRT System as the Rapid Transit Systems Act which will come under the ambit of the LTA. We have also taken the opportunity to review the provisions of MRTC Act to remove obsolete ones and insert new provisions into the Rapid Transit Systems Act to cover the broader functions of the LTA and to rationalise all legislation coming under its purview. The words "Mass Rapid Transit" and its acronym "MRT" have over the years become synonymous with the rail system that we are familiar with. In time to come, other forms of transit systems may be introduced, for example, the light rail system or LRT which we are now examining. We have therefore expanded the definition of the term "railway" to give the LTA the flexibility to plan, construct, operate and maintain other types of guided transit systems. The MRTC Act was enacted on the premise that there would be only one mass rapid transit system in Singapore and one operator of the system. It is intended that the LTA will oversee not only the present heavy rail system, but also other light rail as well as guided transit systems which could be run by other operators.”
“I do not believe that that is so, because if we were to allocate revenue in the way that the Member has suggested, then the LTA could come under the Elected President provision in which case all the reserves in the LTA will also be considered as part of Government reserves. So that is not a solution if the Member suggests that by putting the funds into the LTA, we will not have to seek Presidential approval. It could still come under the ambit of the Elected President provision. Question put, and agreed to. Bill accordingly read a Second time and committed to a Committee of the whole House. The House immediately resolved itself into a Committee on the Bill. - [Mr Mah Bow Tan]. Bill considered in Committee; reported without amendment; read a Third time and passed. RAPID TRANSIT SYSTEMS BILL Order for Second Reading read.”
“That is strictly correct, but it will take us, if we were to start building the North-East line from the moment we say yes, six to seven years to build. So we will not be incurring all the $5 billion in one go. We will have to make certain provisions in order to allow for funding to be available if such a decision were made.”
“Sir, my understanding is that under the Elected President provision, the funds to be used for all development purposes, including public transportation, will have to come from the reserves that have been built up by this current Government. So that is correct. Dr Wang Kai Yuen: By the next Government.”
“If we want public transport improvements, the tab has still got to be picked up. If commuters are not prepared to pay, where is the money coming from? If Government pays, it must be at the expense of expenditure on some other public cost, whether it is on education or health, or other equally pressing needs. Dr Arthur Beng touched on this. He raised the question of LTA, for example, being involved in discussions with HDB and Town Councils concerning the upgrading programme of existing towns. Sir, the LTA will have to study these and many other complex and difficult issues and at the end of the day formulate solutions that balance the needs and aspirations for greater accessibility and mobility on the one hand and the desire for a quality living environment on the other. It is a task that the LTA cannot shoulder alone. The Authority will have to work closely with related agencies sharing the same concerns. It will have to gain the support of our people if it is to build a transport system that meets their needs. It will continue to welcome suggestions and feedback from all quarters, especially Members of this House. So your support of this Bill will signal the commitment of this House to build a transportation system befitting our vision of a city of excellence, a system which all of us can be proud of.”
“So there is nothing exceptional about these new provisions and I would be happy to answer any further questions on this if Encik Harun would like to raise them later. Sir, finally, let me once again reiterate Government's commitment to improving transport infrastructure in general and public transport in particular. But when I say this I just want to also make the point that we are not against private transport per se, whether it is cars, motorcycles or even bicycles. The Government can understand and empathise with the aspirations of people to own cars, but it also at the same time has to point out clearly that our constraints as a city state leave us with little choice but to continue to manage both car ownership as well as car usage. If we duck this issue now, because it is politically unpleasant, we are really storing up problems for ourselves in the future in the form of massive traffic jams, gridlock and so on. Such an outcome is clearly not in our national interest. We want to build a city for people, not for cars. So in order to preserve our quality of life, we really need a sustainable transport policy. In this respect, all Members who have spoken are clearly in favour of our current emphasis on upgrading and building up our public transport, building it up into one that is efficient and convenient, which gives value for money. Some Members have suggested that we should give more funding to public transport. They have also suggested other ways of improving public transport. Sir, I agree with many of their suggestions, but we should not forget that, as with most things in life, all these improvements will come at a price. The question is not who pays for the burden. It is ultimately the people themselves.”
“While we argue about whether or not we should build the line or whether we should build it earlier, let us not forget where the money is coming from in the first place. We are in the happy position of being able to argue about when to build, and not if we build, where is the money going to come from, as is the case in other countries. We are in the happy position because we are able to finance this from our own resources and surpluses which have been generated as a result of sound policies, conducive environment for growth and the hard work of our people. One of our sound policies is that we only spend where we can fully justify our investment. We do not spend because we have the money available. The public can be assured that the Government's position on the North-East line would be a rational one. We would build it at the appropriate time. It is a rational decision which would be taken in the interest of all Singaporeans. Encik Harun Ghani has asked some rather detailed questions about the powers to be conferred on the new LTA, for example, the powers to be involved in business, to receive donations, etc. I would just like to make a general response to this, and that is to say that these provisions are generally standard provisions which allow statutory boards to enter into either business ventures or to receive donations which would give them some flexibility. It is not a new provision and it is not a new practice in Government. In so far as compensation is concerned, again this is not something new. We have simply lifted the current provisions of the MRTC Act and just added a new provision that allows for compensation to be given to those who may be affected by underground tunnelling works.”