Ong Kian Min
Singapore
“Sir, on the first case, as I said, my resident approached me at the MPS. I wrote to the Traffic Police to appeal for him. I am sure the Traffic Police would look into that appeal and reply to that resident accordingly. The two other cases were not based on hearsay upon hearsay because those were personal encounters by these two friends.”
“My point in raising this is: among the motoring community there is this fear, whether it is real or perceived, that they should not seek medical treatment immediately in case the Police were to issue them with a summons for careless driving.”
“Unless the motorcyclist is so seriously injured that he has no alternative but to be taken to the hospital by ambulance, he would steer clear of the hospital so as to avoid the fate of being reported against and penalised.”
“They are counted as having taken two HDB loans. They are deemed to have had their two bites of the cherry, but is the quantitative number of bites or loans a fair measure of the amount of subsidy enjoyed?”
“Still on the matter of languages, I am of the view that schools should promote more actively the learning of Malay or Bahasa Indonesia by non-Malays, the reason being that Indonesia and Malaysia are our immediate neighbours.”
“And are there more efficient ways of apprehending errant litterbugs? NEA raised the composition fine for first-time minor littering offenders from $200 to $300 last year. I would like to ask: can and do the foreign workers that have been caught littering pay up this fine?”
The complete record
Every one of 508 lines we hold for Ong Kian Min, in date order, each linked to its source. Free to read, in full, without an account. Page 4 of 11.
“People in many other vibrant global cities are very driven; they are on the move all the time; they are not dragging their feet. We too should not stand idly on the escalator of a good Budget waiting for it to transport us to higher levels. Let us get to our destination even faster by moving our legs and feet up the escalator steps. With each foot raised and placed on each successive step, we can demonstrate the drive and energy of our people in a global flourishing city. We must shake off all manifestation of lethargy and perk up with a more positive attitude. Let us rev up our spirits and propel ourselves forward. Sir, as a small country with a limited land area and no significant natural resources to speak of, we have no alternative but to rely on our one resource - human talent - to stay competitive. We must continue to grow our human capital by attracting global talent and investing in our own people. As Singapore's economy depends more and more on the provision of specialised services and becomes more technology-driven, we will be less hindered by our land size and lack of natural resources and cheap labour. In boosting our human capital by welcoming and nurturing talent, Singapore will have a keen advantage in the new knowledge economy. But where will our unskilled and low-wage workers stand in the midst of this development? This year's Budget statement recognises that their livelihoods will be adversely affected by our efforts to restructure our economy. There is a real danger that they will be left behind in our integration with world growth. For our nation to move forward as one, we must make sure that all Singaporeans move forward together, whether they are rich or poor, young or old, skilled or unskilled.”
“Should we have been a little more tight-fisted and withheld the generous cash give-aways? Many will agree with me that our economy is not entirely out of the woods yet. Structural unemployment still hovers like grey clouds over our heads. There are also the poor and needy who will appreciate assistance to shelter them from the economic changes that have affected them. We need to continue to upgrade and restructure our economy to facilitate the creation and exchange of knowledge. Since there are compelling reasons to fund these needs, I fully support the decision not to stash these surpluses away but to use them for long-term growth and distribute them through the Progress Package this year. I therefore applaud the Prime Minister and Minister for Finance for a prudent and caring Budget. This year's Budget is a good one. But in itself, a good budget is not enough to bring us to greater heights to become a vibrant global city. An English banker once recounted to me how he gauges the drive and energy level of the people in the financial sector of any particular city. He told me that he would stand in a subway station in the financial district of the city during the morning rush to work and observe how people go up the escalators on their way to work. In London and New York, office workers walk or run up both sides of the escalator. In Hong Kong and Tokyo, some people stand on one side while others walk up the other side. In Singapore, many people would rather stand and be carried up the escalator. Sir, I want to urge more people to walk or run up the escalator if they are eager to get to work and start their day. Can a simple act like walking up a moving escalator reveal so much about the ethos of a community?”
“For the next five years, we will be injecting $5 billion into the R&D Trust Fund. Each time we embark on a new idea, we take a calculated risk. We do not know when we will begin to see a decent return on our investment. We do not know if our strategies will reap us gains although we would have considered all angles before taking the plunge. But we do know that we must be at the forefront of progress. We do know that we must forge ahead with our deepest conviction towards a better and brighter tomorrow for all our people. Underlying this year's Budget is a long-term vision that seeks to steer our growth along a strategically-mapped path. The focus on restructuring our economy without forgetting our socially-disadvantaged fellow citizens is uplifting and promising for our nation's future. The surplus-sharing package carries the message that in bad times, we have to face hard decisions together but in good times, we are able to share in the fruits of growth. I am comforted that although the Special Transfers have pushed the budget into a rare deficit of $2.93 billion, we do not have to knock on the door of the President to ask him to turn the second key to unlock our past reserves as the Government is able to finance the deficit with funds accumulated in its current term. Sir, many have called this an Election Budget. But this year is almost certainly the last year of this term of Government and we have surpluses accumulated in the last few years. Should we have held back more of our surpluses and locked them away into our reserves for a wet and rainy day? We are experiencing respectable growth with positive prospects. Our economy grew by 6.4% in 2005 and the overall outlook for 2006 is encouraging.”
“Mr Deputy Speaker, Sir, on the second Sunday of the new year, 8th January 2006, I read with awe and some anxiety the realities of just how fast and successfully other cities and countries are moving ahead and transforming themselves. The Sunday Times that day carried two articles that arrested my attention. One entitled "Euro business turns London into boom town" talked about how just seven years ago, it was predicted that business would move from London to rival financial centres in Europe when Britain decided to keep the pound out of the European single currency. However, the people in the City of London had no intention to relinquish its position as the leading financial centre in Europe. They fought hard against the odds, maintained their premier status and proved the nay-sayers wrong. The second article, on the next page, entitled "The Big Korean Wave", was about how South Korea, one of the countries most severely affected by the Asian financial crisis also about seven years ago, and long influenced by other cultures, especially China, now finds itself playing a new role as an exporter of soft power, and how its influence on the rest of Asia has grown. Sir, while reading those articles in the Sunday Times that day, I also wondered about what other national newspapers in other countries write about Singapore as we transform ourselves and build a vibrant global city. Our fiscal policies continually strive to shape Singapore into a bustling vibrant cosmopolitan hub that is safe, clean and green with a stellar reputation for efficiency, transparency and distinction. In the past few years, we have had to reinvent ourselves in the face of crisis after crisis. Our plans are bold and ambitious. We have decided to proceed with the Integrated Resorts.”
“Sixth, Sir, I would like to touch on clause 109 of the Bill which provides that ATM machines are not allowed within the casino premises. But if we look at our existing private clubs that have a jackpot room, chances are that we will find an ATM machine just a few steps away outside the jackpot room. Similarly, I will not be surprised to find ATM machines within a chip's throw of the casino premises. This makes a mockery of the proposed clause 109. Sir, I shall now move on to my final point, ie, how to play and win at roulette, baccarat and blackjack. Will these become the subject of kopitiam conversations once the casino gets going? In some hotels I have come across abroad, gaming lessons form part of the free in-house entertainment on TV, available in the privacy of one's room at the lightest touch of the remote control button. The entry of casinos in Singapore will bring with it a natural curiosity and desire on the part of our people to learn more about gaming. In addition to the TV programmes I mentioned, we may also be inundated with tips and gaming instructions from the Internet, newspapers, magazines and advertisements brought right into the comforts of our home. Should there be control over such publicity that teaches the rules of the casino games and how to play them? Sir, this is a difficult question to answer. On the one hand, such instruction is educational. So, if one is going to gamble, one better know the rules of the game and learn how to play it. On the other hand, knowledge can be tempting and entice people who would otherwise not have been interested to give it a try and to actually try their hand in a casino. Sir, on this note, I support the Bill. 5.15 pm”
“Every available space along the main thoroughfares, eg, on telephone booths, junction boxes, lamp-posts, etc, was stuck with colourful stickers and cards offering sexual and other personal services. Even though many Las Vegas hotels hold themselves out to be family resorts that cater to all, the sleaze in some parts of the main streets of Las Vegas shouts a different message, and a message to the contrary. I would like to know what measures will be taken to prevent such a troubling scenario from developing just outside the casino premises. I believe the Government's response will be that such a situation can be controlled in Singapore. We just have to look at the stickers that are plastered on the walls of our HDB lifts by contractors, such as window and aluminium contractors, and the junk mail in our letter boxes to see that it is not easy to contain these exuberant touts and their advertising and marketing efforts. Fifth, Sir, is on illegal money-lending, eg, loan sharks, and the methods they use to enforce repayment of their loans. We have all come across cases where the loansharks supposedly lent money to a former occupier of a flat and then harassing the new owner to repay the money that he never borrowed, or the borrower might have used someone else's identity card and gave the loan shark the wrong address. These loan sharks seek to embarrass and damage the property of whoever is occupying the flat since they cannot locate the actual borrower. I think this is tantamount to extortion, where one demands money from an innocent person who has no previous dealings with the lender. I hope the police will classify and treat such loan shark activities accordingly as serious criminal offences.”
“Third, Sir, relates to the proximity and connectivity of the casino premises to the other areas of the integrated resort. Will the IR design render it necessary or more convenient to walk through the casino premises to gain access to the other areas of the resort? In some resorts in Las Vegas, visitors to other parts of the resort, such as restaurants, shops or even the washrooms, have to walk through the jackpot machines and gaming tables to access these outlets. For some restaurants, patrons waiting for their tables have to stand in line at the fringe of the gaming area, having full view of the excitement and activities that go on in there. Even if there are alternative routes available to avoid the casino premises, artful planning can ensure that the easiest access brings one close to or into the attractions of the casino. What is our planning policy? Will it be mandatory for the casino and gaming activities to be separated and distanced from the main thoroughfares? Fourth, Sir, I am concerned about illegal or immoral activities that may take place just outside the casino premises. The Bill stipulates certain proper and regulated conduct within the casino premises. For example, there must be no soliciting for the purpose of prostitution. However, even as we control the casino operators and compel them to take appropriate steps, we must be mindful of the goings-on that can take place right at the doorstep of the casino. On a recent visit to Las Vegas, I found some stretches of the main streets of Las Vegas lined with pushy touts dishing out calling cards with scantily-dressed women offering escort services, striptease acts and so on.”
“We walked through the thriving casino in the complex and were perturbed at the number of young male Asian students taking their chances at the gaming tables, while their bored girl friends hung on listlessly by their sides. I immediately commented to my wife that we should think twice about sending our children on their own to study in any city with a casino. I am, therefore, concerned that having two casinos will affect or be contradictory to our quest to be an international education hub. Singapore is being promoted as a global education centre offering a diverse range of educational choices that include tertiary education, corporate training, private commercial and specialty schools. Yet, at the same time, we are building new casinos where adults can try a hand at their luck in glitzy surroundings. I am concerned that these casinos will spell a dangerous distraction and addiction to our foreign students and damage our image. Consider the situation that foreign students are in. A good number will be over 21 years of age and, therefore, eligible for entry into the casino. They are in possession of substantial sums of money for their education and living expenses. As many overseas graduates know, the heady combination of having money and being away from parental guidance or, to many students, interference, is one that requires responsibility and discipline on the part of the students. Some of these students may lose their control when they step into the casino. How can we ensure that foreign students who come here to study do not fritter away their time in the casino and gamble away the funds that their well-meaning parents have given to them for their education? Can parents of foreign students apply to exclude their children from entering the casino?”
“From their point of view, it is hip to smoke. I wonder if the high cost of smoking in Singapore has given an elitist edge to smoking. Compared with Thailand, where cigarettes are much cheaper, one sees a different picture. My brother-in-law, ie, my wife's brother, works as a general manager in Thailand in an environment with 50 blue-collar workers. I was very surprised when he told me that he was the only one who smokes. The local Thai workers, although blue-collar, have no interest in smoking, partly because they do not view it as a glamorous activity. What is "cool", what is "hip" and what is "lame" is really a matter of perception among our peers. In an effort to restrict access to the casino by imposing a levy on Singapore citizens and permanent residents, are we inadvertently elevating the public perception of the casino, making it appear even more exclusive and tempting than it is? We must take extra care to strike the right balance between cautioning our people against the ills of gambling addiction on the one hand, and promoting the casino as an attraction on the other. The solution would be to educate the public on the dangers of gambling addiction. Where the young are concerned, we should learn and know their ways of thinking, ie, what is "cool" and what is "lame" in their eyes, so that we can reach across to them at the right level in their formative years. Second, Sir, relates to foreigners who are here to pursue their education. During a recent holiday to Melbourne, Australia, my family and I stayed at the Crown Entertainment Complex for the wide array of facilities they have there.”
“Much has been said, both inside and outside this House, but I would like to raise just a few points in relation to the operation and consequences of casinos, some of them based on my observation of what went on in other cities. First, I think the image of casino gambling will change as time goes by. Way back in the 1950s and much of the 60s, buying 4-D was a clandestine and illegal activity conducted in whispers behind closed doors. People who engaged in 4-D did so secretly through illegal runners, bookies and underground betting syndicates. Since the legalisation of lottery in 1968 when Singapore Pools was set up and, later, in the 1980s, with the setting up of legal 4-D outlets in every part of Singapore, our citizens have gradually come to accept lottery games and, now, even football betting games, as part of everyday life. Over time, the stigma once associated with lottery games has disappeared. Many people have no qualms about being seen standing in long queues. In fact, the $10-million Hong Bao Draw last Friday saw week-long queues at all betting outlets. At weddings and birthdays, enthusiastic guests can be seen circulating among the tables, openly offering to buy numbers for their friends and relatives, and people buy numbers for fun and for luck. I am sure, with the legalisation of casinos, casino gambling will gradually gain more acceptance in time to come. Sir, perception can influence and determine a person's habits in a big way, especially of the young. Let us take smoking as an example. In spite of our high duties imposed on cigarettes in Singapore which make smoking an expensive habit, we can still see many fashionably-dressed young people walking down Orchard Road or hanging out at the latest nightspots with a cigarette resting between their fingers.”
“Mr Speaker, Sir, the bids for the two integrated resorts have presented us with an enticing array of goodies. We have been offered the expertise of leading convention marketeers to bring in more tourists for meetings, incentive tours, conventions and trade exhibitions, star celebrity chefs for the ultimate dining experience, and exciting international shows and entertainment. Not forgetting that the soul of every memorable city is nourished not by fine food alone but its appreciation of art and history, there has also been a mention of world-famous museums, such as the Guggenheim Museum and the Pompidou Centre, being housed in the Marina IR. With the rosy prospects of job creation, a steady growth in the construction and tourism industries, all expected to stem from the construction and operation of integrated resorts of this scale, we have some very exciting times ahead of us. To allow us to take full advantage of the benefits that these integrated resorts bring and yet at the same time minimise the negative consequences of gambling, it is important that we have a legislative and regulatory framework that provides a means for the Government to ensure that the casinos that come with these resorts are regulated in accordance with the values of our Singaporean culture and lend an international appeal to the integrated resorts. Sir, I have visited a number of such casino resorts in other countries, not to participate in gambling but merely to look-see whatever attractions they have to offer and to enjoy the fine dining restaurants and entertainment outlets that are available there.”
“Sir, for the low-cost carriers concerned, other than cost, what are the benefits of operating out of the Budget Terminal instead of the main terminals, and whether these benefits are sufficient to justify the inconvenience and the lower-quality service that it offers to the passengers? My second question: is Tiger Airways' commitment to operate out of the Budget Terminal firm binding and, if so, for how long? In other words, can they change their decision on short notice and move back to the main terminals?”
“I hope the Minister of State can enlighten us as to the measures taken to ensure that the system is safe and dependable. Sir, the Bill also seeks to remove the requirement for heavy vehicle owners and drivers to apply for permits from the Traffic Police to drive their vehicles that are more than 4 metres in height. While I agree that this will save time and effort for vehicle owners and drivers, I wonder whether allowing vehicles that are between 4 metres and 4.5 metres to have free room on our streets will pose a danger to building structures, roadside trees and other road users. Instead of removing the existing permit requirement totally, I would like to suggest that, as an intermediate measure, all owners and drivers of such large heavy vehicles should at least notify the Traffic Police or the LTA of the route that they propose to take and the timing of this trip. This can be done electronically online to save time. So if something happens, at least the authorities have the record of which owner and which vehicle and which driver are involved to assist their investigation and prosecution. Sir, with these comments, I support the Bill.”
“For example, will the seller of a car be notified that the transfer to the buyer has been effected or is there a way that he can check and verify for himself? With the introduction of the VRLS, I am concerned whether this new system will have its own inherent vulnerabilities that may invite crooks to devise new methods of abuse and fraud. May I ask what kind of security features will this new system have? The confidentiality of the LTA's assigned authentication code is crucial to the successful operation of the VRLS. However, I wonder if the man-in-the-street user is able to remember a user name and authentication code that he does not use on a regular basis. I suppose the authentication code is akin to the PIN that many of us use to access ATMs. However, because the code to access VRLS will not be used as often as the ATM PIN is used to withdraw cash, there may be a strong tendency for users to write it down somewhere. Once written down, it is possible that the code can be copied and used by others without the knowledge of the vehicle owner. This may not pose much of a problem for transactions such as renewal of road tax. However, for transactions, like the transfer of vehicle ownership, where assets of considerable value are involved, there should not be any room for fraud. How often do we hear that the car in Singapore can cost as much as a home? Yet, property transactions require checks on the intentions and identities of the parties, many times more stringent than that required for vehicle transfers. Sir, in rolling out the new system, I hope that the LTA will put in place measures to ensure that the person requesting the transfer online is, in fact, the vehicle owner.”
“Between 2000 and 2004, there were also three other cases of fraud - one involving the use of duplicate log cards that were issued by the LTA and the other two involving the use of alleged forged log cards to transfer or deregister the vehicles without the knowledge of the finance companies or the registered vehicle owners. The amount involved in these cases was about $6 million and the victims were mainly finance and leasing companies. Sir, with the elimination of the physical log card, as proposed under the Amendment Bill, it will remove opportunities to pull off such log card scams in future. There were also dealers and buyers who deliberately failed to register car transfers, leaving the unsuspecting previous owners to be landed with summonses for traffic and parking offences and other obligations of owning a car they thought they had sold. Another unfortunate effect of the present reliance on physical documents is the necessity for the identity cards of the buyers and sellers of the cars to be produced when registering a transaction, thus opening possibilities for abuse of the NRIC by the person it is entrusted to. Therefore, Sir, I am pleased to note that the electronic service agents, proposed under the Bill, will be able to check and verify the NRIC on the spot before the requested transaction, thus eradicating the need for owners to give their NRICs away to dealers to carry out the transaction. Sir, I would like to know if the VRLS addresses all the known shortcomings of the present system and whether there are any features of the VRLS that have been specifically designed to do so, particularly in relation to fraudulent transfers as well as non-transfers.”
“Sir, I rise in support of the Amendment Bill. The new Vehicle Registration and Licensing System (VRLS), proposed under this Bill, marks a quantum leap forward in the efficacy of transactions relating to the registration and licensing of vehicles. With the new VRLS, long queues at the Land Transport Authority will be a thing of the past and vehicle owners and motor traders alike will be able to enjoy savings in time and travel using the online computerised system from the comfort of their home or office to complete the transaction. I think the implementation of this new system is long overdue as commercial banks, airlines, hotels and many other Government agencies have all gone online to provide electronic services. More importantly, Sir, in addition to merely providing a better and more convenient service, the VRLS seeks to prevent some of the problems and abuses that have surfaced under the present paper-based system of registration. Although the log card is not a document of title and does not prove ownership, scams involving photocopied, duplicate or forged log cards have caused undue distress to helpless vehicle owners. In recent years, we have also heard of complaints from car owners of their vehicles being transferred without their knowledge. Banks and finance companies that dispense loans based on fraudulent documents have also been entangled. In the fraud case involving fake PARF and COE rebate certificates in November 2000, the suspect apparently sold nine fake rebate certificates to buyers for a sum amounting to more than half a million dollars.”
“So some cars are directed to secondary check areas for greater checks. I think the system has worked. It may cause some congestion. But, as I said, the main point is that we have noted this and we are doing our best to speed up efficiency but without compromising security.”
“Sir, I would like to ask the Senior Minister of State about the security checks, not the immigration and passport controls. Why do passengers travelling by bus have to alight with all their luggage for scanning, whereas the Police and Customs Officers generally conduct only a cursory check on people travelling in private cars by asking the driver to open the boot of the car. Why is there such a great disparity between these two modes of transport? Are these security checks effective and water-tight? Because if someone wants to smuggle in a small parcel, there are actually a multitude of places in the car that he could hide such a small parcel. Assoc. Prof. Ho Peng Kee: Sir, no checks will be foolproof, but I think we must do whatever we can to prevent any terrorist or goods that will harm Singapore from slipping through. For bus passengers, the procedure is that when the buses come in, all the passengers will get down with their goods, and they go through the terminal and are checked by using various devices. The checking process is speeded up, eg, by X-ray machines and other equipment that are being used. After that, when they have finished with the checks, they will await at the other side of the hall, not for the bus that they came on but any other bus that is available. So this expedites the process. Otherwise, the passenger will have to look for the bus that he came on and that will clog up the efficiency. That is why the passengers will have to get down with their luggage, do the checks and then catch the next available bus to carry on with their journey. But for cars, with the 100% checks, all the cars are checked. Of course, the extent will depend on the need to carry out more extensive checks.”
“Question No. 9, Sir. The Senior Minister of State for Home Affairs (Assoc. Prof. Ho Peng Kee) (for the Deputy Prime Minister and Minister for Home Affairs): Mr Speaker, Sir, can I have your permission to take Question Nos. 9 to 11 together as they are related?”
“Sir, the two Questions have been combined. With your indulgence, I have four supplementary questions. Sir, I would like to ask the Minister of State - now that the Orchard Road area and the CBD, ie, the Bras Basah and Raffles Place area,operate effectively as two separate ERP cordons, whereas they used to be one large continuous zone and there are also offices in the Orchard Road area, such as Temasek Holdings - foroffice workers who used to drive within the CBD for meetings without having to pay, whether the two-cordon CBD has affected travel patterns and business within the CBD. Secondly, Sir, while we understand that the peak hours for the two zones are different, ie,during certain hours the CBD ERP should operate and during certain other hours the Orchard RoadERP should operate, whether the Minister of State can consider that, during the overlapping operation hours, the two said gantries should not charge, so that the two zones are effectively combined into one, as in the past. Thirdly, Sir, whether the Minister of State has observed that traffic along Orchard Road during the evening ERP hours is very smooth, maybe even too smooth, as there is so little traffic. So, will the ERP charges or operation hours be tweaked or adjusted to allow a reasonable flow of traffic and bring in more shoppers and, thereby, helping retailers in the area? Fourthly, Sir, whether the Minister of State has found anecdotal evidence or complaints that the congestion along the northbound CTE now extends to beyond the ERP operation hours into quite late at night, sometimes even to 10.30 pm and 11.00 pm, and whether this has made it more inconvenient for motorists to get home to be with their families and, if thecongestion persists, are there any plans to extend the ERP operation hours?”
“Fourthly, I submit that fare cheats are different from non-payment of ERP charges. First, a driver can inadvertently forget to insert his cashcard into the IU or to top up the amount, but a fare cheat cannot be said that he had inadvertently or by mistake tapped his card prematurely before arriving at his destination. To cheat on fares, the act and intention are clearly there, but I do admit that it may be hard to prove in court that a fare cheat actually intended to cheat. So fare evasion has every element of a criminal offence, no different from, for example, cheating or shoplifting. No matter how small the amount, it is a deliberate act to cheat, to short change, to deprive someone of what is rightfully his to charge and collect. Sir, the new penalty fee system is an improvement over the present one where the defaulter, if caught, is only made to pay the fare difference, and court action is rarely taken. My concern is that it will still not be effective to deter fare evasion or, worse, I hope would not invite more people to evade fares. Nevertheless, I trust that the PTC and the PTOs will monitor the situation closely and make adjustments if need be, as failure to stem fare evasion would, over the long term, result in higher fares for the commuting public in general. Sir, on that note, I support the Bill. 3.35 pm”
“So how much ground can a transport official cover and what is his expected success rate? Secondly, having transport officials appointed by the PTC means additional expenses for the PTC and these would ultimately have to be paid out of public funds. Would a transport official catch enough fare defaulters in one day to justify the cost of his employment? Are the duties of a transport official only to catch fare cheats? I think he should also have other duties while on the beat. Also, whose responsibility is it to reduce or prevent fare evasion? It is a loss of revenue for the transport operators and so it seems it should be in their direct interest to put in measures to prevent or reduce such losses and to increase their revenue. So I am not sure why the PTC is bearing the cost of doing this. Thirdly, to deter a would-be offender from committing an offence, the chances of being caught must be high or if it is difficult to catch him, then the penalty must be high enough to persuade the would-be offender not to take the risk. Let us compare with the ERP system. It is a positive move that we de-criminalised the non-payment of ERP charges. There is almost absolute certainty of being caught by the ERP camera, and no one is so stupid to try to evade paying ERP charges, except maybe stalling for time by driving slowly or stopping at road shoulders waiting for the ERP hours to pass. So the penalty fee can be low and drivers would still be deterred from non-complying. But in the case of fare cheats, they are difficult to physically catch by the proposed method of having transport officials. There are so many buses and so many bus trips a day. It is like looking for a needle in a hay stack. And if caught, the penalty fee is also not substantial.”
“If my company is losing $9 million in revenue a year, I would certainly press the management to pay proper attention to find effective ways to improve the system technically to solve the problem and lessen the amount that is being lost. Every dollar recovered will go straight to increase the bottom line. Certainly, the present system is not foolproof and there has been talk among the commuting public on ways to cheat the system. At first glance, I applauded the move to introduce penalty fees for fare cheats. It is an intermediate penalty between asking the commuter to simply top up the ticket price and prosecuting the person in court for fare evasion as a criminal offence. The new penalty fee may be offered as it makes work easier for the transport officials by not having to prove intent because once caught, people can give all kinds of inventive excuses. In fact, to date, there has not been any case of a prison sentence being meted out for fare evasion. To impose a penalty fee, all you need to prove is failure, not refusal, to pay. Currently, conviction in court is only for refusal to pay where it is required to prove intent, not merely failure. Offenders will be less offensive if they are accused of 'failure' rather than wilful evasion. The new provisions for a penalty fee system make it easier on the operators to penalise fare cheats, but also give the fare cheat the comfort that the likelihood of him being hauled to court is almost non-existent. However, on further analysis, I have the following concerns. First, having transport officials to catch fare cheats is very manual and very labour intensive. If we want to create employment, this might be one good way to do it. But there are so many bus services and bus trips a day.”
“Fare Adjustment Application and Approval Back to the issue of the application and approval process for fare adjustments, while I do not agree with PTC Chairman, Mr Gerard Ee's suggestion that there should be automatic fare revision every year, I do believe that there is simply too much drama surrounding every fare revision every year. Under the present process, the PTOs must submit the application for fare revision by 1st May every year. For weeks before this deadline, the media will scurry around, here coaxing operators to indicate whether they would be applying for a fare increase, and there, encouraging transport experts and the public to comment on whether an increase would be justified. Once an announcement is made that applications have been received by the PTC, we have to sit around for another four weeks of media and public speculation as to what is contained in the operators' proposals. Finally, after those weeks of deliberation, the PTC makes its long-awaited pronouncement. My point is this: can the application process be simplified and the waiting time for the PTC decision be shortened? Although a certain amount of deliberation and suspense is unavoidable, too much of it for too long a period can brew unhealthy and unproductive speculation. A shorter processing time will lessen unnecessary drama and pointless conjecture. Fare Evasion Now, I would like to touch on the issue of fare evasion. Based on the statistics provided by the public transport operators, the cost of fares defaulted on bus services is estimated to be $9 million a year. This is a lot of money and begs the question whether the ticketing system is too easy to fool.”
“Judging from the adverse public reaction over the fare hikes a few years ago, the perennial complaints about poor services and long waiting times, it would seem that many commuters would not think that the PTC is on their side. The PTC has the unenviable goal of safeguarding commuters' interest while ensuring that the PTOs do not go bankrupt. This dual mission has created a niggling suspicion in the deep recesses of many commuters' minds that, between the two, the first priority and overriding consideration is that the PTOs must remain in business as otherwise there would not be a public transport system in the first place to talk about. Hence, commuters feel that they have to accept compromises so as not to burden the PTOs unduly beyond what they can afford to bear. They feel that the PTC will only push so far and so hard and so long as these demands do not result in the PTOs going broke. We are from time to time reassured that the members of the PTC are caring individuals from all walks of life who approach their task of looking after commuter interests with utmost sincerity. However, most commuters do not have much awareness of the deliberations of the PTC or what it is planning in their interests. There seems to be a communication gap somewhere down the line, which will easily give rise to misgivings and misinformation. Such misgivings can be avoided or at least kept to a minimum if the PTC plays an active role in communicating with the public. With the amendment Bill entrusting further responsibilities to the PTC, it is an appropriate time for the PTC to consider raising its visibility in order to increase public awareness of its policies, plans and actions.”
“", and The Straits Times reported it as follows, "In approving the fare revision, the PTC allowed the maximum 2.4 per cent increase under a new fare adjustment formula ...", it gave the public the wrong impression that PTC would allow whatever is the maximum percentage increase and would tweak the various component increases to arrive at this target figure. Instead of focusing on the figure for the overall percentage increase, PTC should assure the public that the 1 cent, 2 cents or 3 cents fare increases that have been approved are projected to be less than or within the maximum increase allowed by the formula. Sir, the fare adjustment formula sets the maximum allowable increase for that year, so that even if the PTC wants to award a larger increase, it cannot do so. It is a safeguard to protect the commuters so that they would not be hit by a disproportionately large increase in any given year. Dual Role of PTC It is important for the PTC to enhance its communication with the public. I would like to reflect on the role of the PTC. Under the PTC Act, the core functions of the PTC include approving bus services that charge fares, regulating bus service standards and approving bus and rapid transit system fares. The Bill seeks to bestow further legal powers on the PTC to improve the regulation of the public transport industry. Bolstered with its added powers, the PTC will indeed be in a strong position to carry out its mission of safeguarding the interests of the commuting public while ensuring the long-term viability of the Public Transport Operators. It is timely during this Second Reading of the amendment Bill to ask the question: has the PTC fulfilled, or be seen to fulfill, its role?”
“So if you consume 1,000 units of electricity, the new price you would have to pay is 1,000 x $1.072 or $1,072 in total. On the other hand, the tiered public transport fares increases, whether 1 cent, 2 cents or 3 cents, approved by the PTC, are awarded to apply to certain fare stages, certain services and certain categories of commuters. For example, in the 1st July 2005 increase, adult ez-link fares for buses went up by 1 cent for the first fare band (that is, up to 4 fare stages) and by 2 cents from the second fare band onwards (that is, more than 4 fare stages) while adult cash fares increased by 10 cents across the board. Concession fare for senior citizens during off peak hours increased by 1 cent. Child/student fares and prices of student/NS men concession passes were not increased. Therefore, to derive the overall percentage fare increase, the PTC and PTOs use complex modelling, forecasting and projections of passenger ridership on particular services and for certain fare stages projected over the next 12 months going forward. At the end of the 12-month period, there is no certainty that the PTOs will actually realise an increase of exactly 2.4%. The actual overall increase cannot be determined until the 12-month period is over. So if the operators receive less than 2.4%, they cannot claim for the balance. Neither can the PTC claw back from the PTOs should the operators gain more than a 2.4% increase in fare revenue. Therefore, I think the PTC should enlighten commuters on how it approves fare adjustments. And I felt that when PTC announced in its press statement on 30th May 2005 that, "The PTC has approved an overall fare increase of 2.4% for 2005. This is in line with the new fare review framework ...”
“Mr Speaker, Sir, I wish to thank the Minister for including in these amendments the provisions that give effect to the recommendations made by the Committee on the Fare Review Mechanism. In particular, I am pleased that true to the Minister's promise made during the Committee of Supply debate in March this year, the amendment Bill provides for the empowerment of the PTC to proactively direct the Public Transport Operators (PTOs) to adjust fares or give rebates in accordance with the new fare adjustment formula. This will open the possibility of a downward adjustment of fares by the PTC should the formula yield a negative value under the then prevailing conditions, and even when the PTOs chose not to apply for a fare adjustment for that year. However, I would not go as far as to agree with PTC Chairman, Mr Gerard Ee's suggestion, as reported in the Straits Times on 11th October 2005, that there should be automatic fare revision every year, unlike now when transport companies must apply for the fare increases. Public Transport Fares Adjustment Public transport fares adjustment is not a simple straightforward exercise where you can plug in the numbers into a mathematical formula and out comes the result. It is different from changes in our electricity tariffs, for example, where there is an exact formula based on the long run marginal cost. Therefore, for 4th quarter 2005, where the tariff is raised from 18.26 cents per kWh to 19.57 cents, we can say that it has been increased by 7.2%. This percentage increase is then applied across the board and if the unit cost was, let us say, $1 previously, it would be increased to $1 and 7.2 cents after the effective date for every unit of electricity consumed.”
“Sir, before I ask my question, I would like to declare that I am a director of Senoko Power Ltd, a Temasek-owned power generation company. Question No. 3, Sir.”
“I would like to thank the Minister and the Minister of State for their comprehensive replies to the matters raised and for clarifying the Ministry's position on transport issues. I beg leave to withdraw the amendment. Amendment, by leave, withdrawn. The sum of $290,418,390 for Head W ordered to stand part of the Main Estimates. The sum of $1,776,154,600 for Head W ordered to stand part of the Development Estimates. COMMITTEE OF SUPPLY REPORTING PROGRESS The Second Minister for National Development (Mr Lim Swee Say): Sir, may I seek your consent to move that progress be reported now and leave be asked to sit again tomorrow. The Chairman: I give my consent. Resolved, That, notwithstanding the resolution of the House on 2nd March 2005, progress be reported now and leave be asked to sit again tomorrow. - [Mr Lim Swee Say]. Thereupon, Mr Deputy Speaker left the Chair of the Committee and took the Chair of the House.”
“I would like to ask whether this is purely a private sector initiative where the LCCs are left to negotiate the air links themselves, or whether the Government can step in to help them to establish these direct air links. Notwithstanding their initial positive reception and success, some people are wondering, looking at the low fares that they charge, whether they can be viable long-term businesses, or they are just a flash in the pan. LCCs depend on low operational costs and high passenger volume because of their low profit margins per fare. As such, LCCs are more vulnerable to over-capacity, higher fuel and other operating costs and any downturn in the air travel industry. As we are investing in a new dedicated low cost terminal at an estimated cost of $45 million to facilitate the operations of LCCs, we must play an active role to nurture the healthy growth and necessary survival of the LCCs. If they fail and close shop, the terminal building would be wasted and be left as a white elephant. I would like to ask the Minister whether the Ministry has any plans to help sustain LCCs in times of difficulties. Changi Airport”
“Maintaining Changi Airport's competitiveness - Sir, although 2004 was an excellent year for Changi Airport, we must not rest on our laurels, as many countries in the region have the same aspirations to upgrade their airports and develop their aviation business. Construction of the third passenger terminal building at Changi Airport began in October 2000, way ahead of demand. This new terminal, scheduled for completion in 2008, will provide Changi Airport with an additional handling capacity of 20 million passengers. This will bring the total handling capacity of Changi Airport to 64 million passengers a year, compared to the 30.4 million passengers for 2004. Sir, staying ahead of the competition requires more than just the latest and largest in hardware, although size does matter. Can the Minister give an update on what are the prevailing circumstances affecting our position as an aviation hub and the other measures that we are taking to maintain the competitiveness of Changi Airport? Facilitating the growth of the low-cost travel market - As low cost carriers (LCCs) have the potential and means to bring large numbers of passengers into and out of Changi Airport, they can be a real boost to our travel and tourism industry. LCCs now fly out of Singapore directly to eight destinations, ie, Hong Kong, Taipei, Pattaya, Bangkok, Phuket, Hat Yai, Jakarta and Perth. I think, potentially, all major cities in China and India with international airports can be added to this list, as we tap into the growing affluence and purchasing power of Chinese and Indian tourists. As an encouraging start, I am pleased to note that JetStar is eyeing Shanghai, Chennai and Mumbai, while Tiger Airways has announced plans to fly to Chengdu and Guangzhou.”
“For example, in a situation where PSA needs additional land for expansion, what direction will MOT take if PSA is of the opinion that the land value set by the Chief Valuer is too high? Such a situation is evident in the gateway ports of the United States, where low rates of returns, high cost of operations and union problems have hindered further investment and expansion of their existing port facilities, leading to severe bottlenecks and insufficient capacity. How does the Ministry intend to deal with situations where PSA Corporation decides to base its decision on commercial interests rather than national interests? Will MOT consider bringing in other port operators, like Hutchison? Sir, new regulations, which take effect from 2008, will require bunker barges to be doubled-hulled. Hence, all present single hull barges would no longer be able to operate and would have to be replaced. As the cost of replacement runs into millions of dollars, these new regulations may drive some operators to exit the business altogether as they cannot secure new capital or financing. As we pride ourselves as the top bunkering port, I would like to ask the Minister whether Government assistance or funds have been provided to help the industry with this replacement cost. Developing an International Maritime Centre”
“PSA Singapore Terminals operate the world's busiest transshipment hub, handling about one-fifth of the world's total container transshipment throughput. We are also the top bunkering hub in the world. Our port is an important lifeline to Singapore and there is much to be proud of in our maritime industry. But many Singaporeans have only a distant appreciation of PSA's capabilities and development as compared with their appreciation of Changi Airport as a Singapore icon. In a survey where Singaporeans are asked what about Singapore that they are proud of, a good number answered "Changi Airport". My question is: how can we give Singaporeans a better appreciation of the importance of our sea port, its scale and its complexity of operations? Sir, I would also like to ask what strategies MOT has for improvement of our port infrastructure. Our sea port is similar to our Changi Airport in that it requires huge capital investment in land, infrastructure and heavy equipment. At our port, large land areas are required for the movement and storage of container boxes. Long stretches of coastline and large parcels of land have to be set aside and dedicated for ship dockings, loading and unloading, and container storage. However, unlike Changi Airport, where the decisions to invest heavily in infrastructure and facilities in anticipation of demand rest with the Government, PSA Singapore Terminals is owned by PSA Corporation. Will there be a situation where PSA Corporation, when it becomes a corporatised public-listed entity, decides in the interests of its shareholders that the rate of return does not justify the capital investment to expand its facilities in a particular way?”
“I would like to seek a clarification on the statement that our roads take up 12% of our land space. When you have a piece of land, one kilometre square, and if you want to build roads to serve it, let us say you build around the borders, that would take four kilometres of road. But you want to subdivide the land into four pieces and serve the four components, then you have to build two additional stretches of roads and that would take the roads to six kilometres. So it is not necessarily a bad thing because it is the function of our urban development. In the context of our city state, I would like to ask the Minister of State how do we compare to other cities, in terms of our road space and the utilisation of these roads.”
“We do not experience the kind of gridlock traffic jams seen commonly and regularly in other big cities. In fact, during certain off-peak periods, our roads are very pleasant to drive on, but do watch out for the Traffic Police's speed enforcement officers and their portable radar guns. I believe there is room to increase the private vehicle population, and I would like to ask the Minister whether his Ministry would be reviewing the planned vehicle growth rate. Speed Limit for Private and Light Commercial Vehicles”
“The area has become a traffic nightmare at times. This could convince people to avoid the area. With the plans to turn Orchard Road into a more attractive tourist spot, I would like to ask the Minister whether the Ministry or LTA has any plans to streamline traffic flow around this area so that congestion could be lessened. Secondly, the LTA introduced the left-turn on red sign at some signalised junctions. I believe this has proven to be very welcomed. I would like to ask the Ministry to consider having this at more junctions. Along any stretch of road, there may be side-roads joining it. If there are no signal lights, the driver can merge and turn left with caution, after giving way to traffic on the main road. Hence, I do not see why, maybe 100 metres down the same road, the driver should not be allowed to turn, with caution and proper lookout, if the junction is signalised. In the United States where they drive on the other side of the road, motorists could turn right on red light at signalised junctions, unless specifically prohibited. More turn left on red signs would also mean that we may be able to do away with separate slip-roads at appropriate junctions, thus freeing up valuable pieces of land which could be put to better use. Sir, my next point is regarding vehicle population. Over the decades, we have invested billions of dollars in our road system and made much improvement in traffic flow. We enjoy a superb road network, but there would be congestion from time to time, especially during peak hours along certain stretches of roads. But with the successful introduction of the ERP system, congestion could be evened out, and I may say, even bearable. Even if there is a jam, it is a moving jam. Generally, travelling times are predictable to the dot.”
“Mr Chairman, Sir, the question I wanted to raise about speed limits of our roads has earlier been answered by the Senior Minister of State for Home Affairs. So I shall not delve on it except to say that with the tough enforcement action taken by the Traffic Police, nowadays when a driver zooms past me at excessive speed, I say to myself, "MOT". It does not mean "Ministry of Transport", but taking reference from the story told by Minister Lim Swee Say in this House, "MOT" stands for "matter of time". If a driver speeds excessively often enough, it is "MOT" or a matter of time before he gets caught, fined or even suspended from driving. Sir, now I would like to touch on the speed limit of light goods vehicles, which is presently set at 60 kph. I think this is rather low, especially on expressways where cars are travelling at 80-90 kph. I would like to advocate that this be reviewed and increased from the present 60 kph maybe to 70 kph. Sir, moving on to our road system and traffic management, I would like to suggest some improvements. First, in the course of designing and planning for new large-scale property developments, I think the LTA should be closely involved at an early stage to work with the property developers with regard to traffic flow management. This could be planned, as I find that the main culprit for congestion around property developments of a large-scale are the drop-off points and the ingress and egress from carparks of these buildings. Once developments, such as Takashimaya Shopping Centre or Tampines Regional Centre, become operational, the vehicular traffic in that vicinity would rise appreciably and create a strain on traffic flow, which would have widespread impact. As an example, take the roads around Ngee Ann City/Mandarin Hotel junction.”
“Sir, I would like to seek a clarification from the Minister regarding the increase in fuel cost for the public transport operators. The new fare adjustment formula just accepted by the Government, ie, price index minus 0.3%, does not include a separate component to track fuel cost. I would like to ask: if the operators are allowed to pass through any fuel cost increases to the commuters by increasing fares, would there not be less reason for the operators to proactively manage their fuel cost, for example, by hedging, long-term supply contracts or by other measures?”
“Further, although taxi companies are now free to set their own fares and service offerings, there appears to be little or no differentiation among the operators, and the smaller companies are happy to follow the fare structure adopted by Comfort, the largest operator. Taxi-drivers, on the other hand, lament that their taxi companies have not reduced rental rates despite the steady decline in taxi-drivers' daily takings over the years. They would like to increase the fares they charge but are fearful that this would drive away passengers, hence resulting in a further decline in income. I would like to ask the Minister whether the objectives of the liberalisation have been met and what his Ministry intends to do to further improve the industry.”
“In addition, my Committee has recommended that the PTC should also check on Return on Total Assets (ROTA) of the operators to ensure that they are not making excessive profits at the expense of commuters. We feel that these additional checks would serve as useful tools to assist PTC in carrying out its function. This is because, ultimately, PTC still has to decide how much fares should be adjusted within the boundaries of the cap and defend its decision to the public. In this regard, my Committee feels that PTC should be more transparent in explaining its decision process. However, we also feel that this task should not be left to the PTC alone. The operators should also play a more active role in explaining their justifications to the commuters, whether in the areas of operating cost increases, new capital expenditure, service improvements or productivity gains. Only then will the public have an understanding that the fare increase is painful but necessary for the continued provision of a sustainable service. My Committee believes that our recommendations will help improve the current fare review mechanism and look forward to a favourable response from the Minister for Transport. Taxi liberalisation - Sir, given the limited time, I would just move on to taxis. Even with the full liberalisation of the taxi industry, commuters are still unhappy with the severe mismatch of supply and demand of taxis during the peak periods, especially wet ones, where it is impossible to catch a taxi from the roadside or even taxi ranks. Taxi-drivers are accused of hiding round the corner, popping up almost instantaneously only when passengers make a call booking.”
“The new formula is more responsive because it takes into account the latest national wage trends, rather than lock in a value of X derived from outdated data. If economic conditions were poor and wages had declined the year before, there is a good chance that the formula will turn out a negative number and this would alert the PTC to consider a price reduction. This is an improvement over the CPI + X formula which has turned out fare caps averaging 2.4% over the last seven years since it was implemented in 1997. In comparison, if the new formula had been applied over the same period, the applicable fare caps would have been lower at an average of 1.9% per year. More importantly, it would have turned out negative numbers in three of the last seven years. To make sure that the formula remains current, we have also recommended that the price index be reviewed and the productivity sharing of 0.3% be updated after three years. In addition to the formula, my Committee has also recommended that the PTC takes into consideration the prevailing economic conditions as well as the affordability of the fares to the commuters. This is especially important during times when economic conditions have changed rapidly and significantly, so much so that even the latest available wage figures do not truly reflect the actual feelings on the ground, like in 2002 where the prevailing economic climate was very different from the good times of CPI and wage increases in the previous year. We have recommended a closer tracking of affordability levels rather than rely on the Household Expenditure Survey data which is available only once in every five years.”
“One of my key takeaways from the study is that fare review is a subject that is poorly understood by the public. Throughout all the feedback sessions that I attended, the common feedback was that fares keep going up and up. Initially, I had the same impression as well, that fares can only go up regardless of the economic situation. However, after studying the facts, I realise that this is not true and that fares have indeed not gone up in the last two years. In fact, data show that fares had increased only in three of the last seven years. Hence, I concluded that the impression must have been created partly by the public outcry which followed the last fare increase in 2002 which came after two straight years of fare increases, and amidst deteriorating economic conditions. Yet, this was not entirely PTC's fault because throughout this period, the CPI + X formula had continued to turn out a positive figure. It then became apparent that the formula was not responsive to economic considerations. It was with this in mind that the Committee decided to recommend that the CPI + X formula be replaced by a more responsive formula, namely, price index -0.3%. The price index aims to reflect the cost pressures faced by the operators. Based on their current cost structure, we propose to set it as 0.5 CPI + 0.5 wage index. Instead of compensating operators for their full cost increases, the Committee feels that a principle of sharing of the productivity gains should be adopted so that commuters also benefit from these gains. Based on the operators' average productivity gain of 0.6% over the last seven years, we propose a fixed reduction of 0.3%, as set in the formula. This is to incentivise the operators to continue to strive to be more efficient.”
“We would like to place on parliamentary records our heartiest congratulations to Minister Yeo. Land transport - Sir, I would like to deal with issues relating to land transport first. Fare review mechanism - among all the transport issues, the most sensitive one would probably be public transport fares. Obviously, nobody likes a fare increase. On the other hand, the operators should not operate at a loss. Otherwise, they would have no money to reinvest in service improvements, and no investor would want to continue putting money in these companies. Today, fare increases have to be approved by the Public Transport Council (PTC). The PTC has the unenviable task of balancing the affordability of fares with the commercial viability of the operators. While the PTC has been doing a reasonable job in ensuring that fares remain affordable, it is also evident that it is increasingly difficult for them to implement fare increases without attracting a public outcry. It was with this in mind that last year, the Minister for Transport appointed a GPC-led committee to review the fare review mechanism. My GPC took up the challenge and formed the committee, with members from the academia, the Public Transport Council, the Consumers Association of Singapore (CASE) and NTUC, and conducted a fundamental review of the mechanism. As part of the process, we held focus group discussions with grassroots members and representatives of student unions and CASE. To get a better sense of the alternative models that can be adopted, we consulted transport experts and academics and studied the models adopted in other countries. The Committee also met with public transport operators to have a better understanding of the challenges and constraints that they face.”
“Mr Chairman, I beg to move, That the total sum to be allocated for Head W of the Estimates be reduced by $100. Sir, 2004 was a remarkable year for our transport sectors. Passenger traffic at Changi Airport rose to an all-time high of 30.4 million, a 4.7% increase over the previous high in 2002. Changi Airport received 19 best airport awards and accolades from major international publications and organisations. In the maritime sector, due to the brisk growth in global trade led by China, Singapore handled 20.6 million TEUs, a leap of 16% over 2003, and PSA was stretched to work flat out at 105% of its capacity. In the area of land transport, COE prices dropped significantly and public transport operators, SMRT and SBS Transit, reported healthy profits. I wish to congratulate the Minister and all his staff at the Ministry of Transport and its related agencies for their commendable efforts in building and maintaining our world-class transport systems in air, land and sea. Our transportation systems have gone through the slow years when we were hit by regional competition and SARS, and the years of frenzied activities with high demand and strong traffic. In both situations, the highs and the lows, our transport systems and transport workers have not only withstood the tests but also rose to the challenges and performed remarkably. This was possible due mainly to far-sighted planning, sound policies, prudent management and agility in making adjustments. It is therefore fitting that Minister Yeo Cheow Tong is a joint winner of the 2004 Minister of the Year award, given by the Centre for Asia Pacific Aviation for the national government minister contributing most to the progress of aviation in the region.”
“For the average worker, the $100 entrance fee could be prohibitive, although some have argued that $100 would not deter himbecause he will go in to gamble even more hoping to win back the stake. The $100 is something which the Government has to calibrate, whether it is enough to be a barrier for a person to enter the casino to gamble. Sir, this Budget, hopefully, is not a casino budget. But, for me, when I look at the overall figures, when I match the revenue with the expenditure and looking the way ahead, where the expenditures might balloon, I think the casino's place is established. Because if we turn away the casino, then we have to find alternative ways of growing the economy. If we accept the casino andthere are social issues, we have to address them. I ask Singaporeans to reserve judgment and look at the proposals when the Government makes the announcement. The Government, of course, has to convince us that at the end of the day, the plusesare more than the minuses. Finally, I want to come back to the Tang Dynasty poem. I hope the newspapers will publish it because I think thatin the Year of the Golden Rooster, the Prime Minister has delivered a very resounding hope for all of us. ADJOURNMENT OF DEBATE Resolved, That the debate be now adjourned. - [Mr Wong Kan Seng].”
“Theactualattraction there is Burswood and it is a big casino, but Perth's standing has not gone down. Singaporeans are making a beeline to go there on weekends and weekdays. Some are even emigrating there to put up homes. So, overall, I think this branding issue is something which we must look at, whether we could add to it or subtract from it. If the casino adds to the value of Singapore as a financial centre,as like London, then I think people who come here, the high-stake rollers, the Mahogany members, might come here, feeling secure that if they win something, they would make it tothe airport and go home. In some casinos in the world, you might not want to win big because you might not be able to find your way to the airport. Not all bankers are addicted gamblers. Some of them just go there for entertainment, some just go in out of curiosity, but it is part of their livesthat some bankers find attractive. But part of the question really is: how do we educate Singaporeans, particularly Chinese Singaporeans, not to gamble at the casino as a habit? That is a challenge for the Government. I think there are several issues that the Government has brought up. They have proposed an entrance fee andan annual membership fee. There isa social odium in going to the casino. But Singapore is a small place. Ifa personkeeps going to the casino, people will know. It is unlike Genting which is quite far away and not so easy to get to. There is an odium abouta persongoing to the casinoto gamble. Word might get around. Ifa person is a respectable professional in Singapore,he might not want to gamble here.He might go overseas to gamble.”
“If you look at other cities - Australian cities provide an illuminating example. Every Australian city has at least one casino. If you look at the Quality of Life Survey of Businessmenaround the world - every twoyears they do a world-wide survey. The Quality of Life Index is a composite index that measures many things. It measures security, job opportunities, the arts, recreation, the whole works - what makes a person wants to live in that city. You would find that the key Australian capital cities areranked among the top ten. Sydney andMelbourne are always up there, together with Auckland. They are always there. Singapore is not there. It is not in the top ten. It is somewheremiddling. We are a small nation. We could not provide the kind of vineyards and thebeaches that these Australian cities have. But the key thing is that the presence of casinos in these cities did not smear these cities. They continue to attract immigrants, finance, top quality talents. And Singaporeans would, invariably, when they visit Melbourne, for example, go to the CrownCasino situated right in front of the South Yarra River. If they go to Sydney, I think they would go to Darling Harbour because that place is so beautiful. I do not even know where the casino is in the building, but I have been there. The Cruise Centre thereis a beautiful place. Perth is a lonely city, a quiet city. There is nothing much to do. Golfers could play golf every day, but if you are a non-golfer what do you do?The city shuts down. While we are still in Parliament, they are already sleeping now. But nobody would say Perth is a sleazy city. Nobody. You could say it is a quiet city,a small city, but it is not a gambling city.”
“People relocate to Singapore because we are a secure place,a good place to raise a family,to make a living and a good place to call home. Indeed, one reader wrote that one Dutch banker decided to bring his team to Singapore because having surveyed all the Asian cities, he thinks Singapore is the best place. So would the presence of a casino deter people like that from coming, thereby, taking away investments? Because, if the expatriates or talented people do not relocate here, they do not bring their businesses here and the companies may not set up their bases here because they could not get a reliable right-handman here. Well, we have to look at different cities. Macau, for example, was a sleazy gambling city. I say "was", because it appears that the new governor has somewhat eradicated thatimage, even though Macau is now a bigger gambling city.I think Macauhas that taint orsmell of being a one-product city, a gambling city associated with all thevices of gambling- prostitution, touting, smuggling, everything else. But there are pluses that we could look at. London, for example. I studied in London and I lived on a street where therewere lots of casinos, small and not so small. They had not had big ones when I was there. Nobody would say London is a sleazy city. In fact, London is the city for banking. London is still the banking capital of the world, not Singapore. Singapore is the leading banking centre in this part of the world, but London is streets ahead of us. No serious banker, I think, would turn away a London posting if given the choice between London and Singapore, if the London expenses are taken care of. It is an essential mark in his or her CV. So London is a positive example.”
“But there are critics who say that if the Government does nottrust us to do this and that, why do they trust us to gamble? I think this group of people should turn it around and say, "Well, if you think that we are responsible and mature enough to decide for ourselves whether to gamble or not, you should open up more areas to let us take responsibility." I thinkthe Government should take that as a challenge and turn it on its head. We should, in fact, ask the Government to open up more areas. One area that has been done very well, startedwith Minister Lim Swee Say and now Minister Yaacob, is the opening up of our water catchments. Before that, like my friend, Dr Low, who has left, he said it was "no" to everything - no fishing, no boating,nothing near water catchment areas. But, in the last year or so, we have opened up our precious water catchment areas to recreational users. This is a decisive change. We have handed responsibility to Singaporeans. Of course, there are other areas that the Government should slowly hand over responsibility to the people. Similarly, in the case of gambling, I think the Government should ask the people whether they are responsible enough. My colleague, Dr Vivian Balakrishnan, was lambasted on the Internet for opening up this new dimension - the responsibility dimension. I think it is a reasonable issue that we have to address and the question that the Government does not open upareas of responsibility, or more areasenough for us, should not stop us from challenging the Government to open up more areas for usto accept. Finally, I would like to talk about this "branding" issue. Would the presence ofa casino be a branding gain or aloss? This is something that is very serious because Singapore is indeed a brand name.”