Ong Teng Cheong
Singapore
“Mr Speaker, Sir, as of now, the position is this. We have signed an in-principle agreement with the Suzhou Municipality to help plan, develop and manage a township. There are two parts to this development. So far, we have put up a rough outline plan for the development of the township.”
“The consortium would include members or companies from both the Government as well as the private sector. Whether SLF will hold a significant share it has yet to be decided. I believe SLF will hold a very small share or no share at all, because, as I have said, our role is that of a facilitator.”
“Like all other projects undertaken by SLF, such as the Pasir Ris Resort, the Sentosa Beach Resort and the Orchid Country Club, the ultimate objective of SLF's investments is to help raise the social and economic status of our workers, and ensure that our workers will continue to enjoy a fair share of Singapore's progress.”
“Sir, I think Mr Chiam has got all this confused. PAP and NTUC run BEST classes jointly. NTUC does not run BEST classes by itself. George Sita, he is referring to, is a member of the SDP who stood against the PAP in the last election. He was employed jointly by NTUC and PAP.”
“NTUC Comfort is a co-operative. The taxi-drivers are members of the co-operative, and there were more than two members who had been removed from membership of the co-operative because of misbehaviour or misconduct, or arrears of their instalment payments, or whatever it is. There were many reasons why they were removed.”
“But when members of the co-operative are actively involved with opposition political parties against the PAP or NTUC, then they are acting against the resolution of the National Trade Union Congress, and it was a compliance of that resolution that action had to be taken against them.”
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“Sir, I am sure that when the scheme of clear ways was introduced as early as 1974, surveys had been conducted. With the introduction of the Area Licensing Scheme in 1975 the situation perhaps has changed slightly for the better, and that is why a review is going on at this stage. SIN MING INDUSTRIAL ESTATE (Request for Community Centre) 3. Mr Ang Nam Piau asked the Minister for Culture and Science and Technology whether it is planned to build a community centre near the Housing and Development Board flats at Sin Ming Road.”
“Haji Rahmat Bin Kenap asked the Minister for Law and the Environment whether it has been noted that, with the increase in the membership of Parliament at each general election held since 1965 and the likelihood of further increases in future elections, the available seats in the Parliament Chamber will be insufficient and if there are any plans to increase the seating capacity in the Chamber or to seat Parliament in a larger building.”
“Sir, the question of a franchise for ground handling services is presently under consideration between the Minister for National Development and Communications and the Minister for Finance. The decision on this matter will have regard for the best interests of Singapore as a whole. PAYA LEBAR AIRPORT (Role of, in 1980) 8. Mr Teo Chong Tee asked the Minister for National Development and Communications what plans the Government has for Paya Lebar Airport when the Changi International Airport is ready for use in mid-1980. Mr Ong Teng Cheong (for the Minister for National Development and Communications): Mr Speaker, Sir, the first runway at Changi Airport together with its supporting facilities such as the passenger terminal building, a control tower, landing and navigational aids are targetted for completion by mid-1980. However, the second runway at Changi would only be completed in mid-1982. During this two-year period from 1980-1982, Paya Lebar Airport could be used to cater for any over-flow of civil aircraft traffic which could not be handled at Changi with just one runway, A new direct express road will link Paya Lebar Airport to Changi Airport. This will provide a fast and efficient connection between the two airports in case of need. After the second runway at Changi is completed in 1982, Paya Lebar Airport will be used as a supplementary airport to Changi. Nonscheduled and chartered flights could also be handled at Paya Lebar. SEATING CAPACITY IN PARLIAMENT CHAMBER 9.”
“If necessary, further incentives in the form of tariff or other incentives will be considered. The hon. Member for Alexandra has suggested that air cargo charter services be allowed to operate out of Singapore offering rates lower than regular scheduled airlines so as to allow our export industries to transport their goods to the markets at lower cost. The hon. Member is probably aware that freight rates for air cargo charters are a matter of agreement between airline operators and charterers or shippers. This agreed rate is determined by market forces and is usually different from the published rate for scheduled airlines. One of the main aims of Government is to develop Singapore as an air cargo distribution and storage centre. And in pursuing this objective. Sir, the operation of both scheduled and non-scheduled airlines, including air cargo charter services, will be encouraged. We will strive to create an atmosphere conducive to efficient airline operation by streamlining administrative procedure, reducing bureaucratic redtape and providing the necessary infrastructure at competitive prices. 3.04 p.m.”
“Mr Speaker, Sir, I do not know whether the Member wants me to reply to his point. But if he has any problems here, I would suggest that he refers them to me I cannot give him a definite reply unless these specific cases are investigated. The hon. Member for Marine Parade suggested that we should strive to be a world transhipment centre and not just rest on our laurels as a regional warehousing and transhipment centre. This is exactly what we are striving to be. It is only due to modesty that we use the term "regional transhipment centre" instead of "world transhipment centre" in the Addendum. The Port of Singapore Authority is presently offering a number of incentives to encourage cargo transhipment at Singapore. Incentives are in the form of lower charges for stevedorage and wharf handling for conventional cargo. For containerised cargo the charge for stevedorage is also reduced by half from $200 to $100 per 20-foot container. In addition, for both conventional and containerised cargo, free storage up to 28 days is given as against the normal 72 hours free storage given for local cargo. Cargo from conventional vessels to be transhipped on to container lines are given a tariff incentive of $4 per tonne rebate. These incentives have assisted Singapore's development as a regional transhipment centre. To encourage further development of Singapore as an intercontinental transhipment centre, particularly for cargo from Europe, Mediterranean and Middle East to Australia and New Zealand, the PSA is developing the inland container depot which will provide cheaper storage for containers both loaded and empty. The ample space at the inland depot would also allow for cargo consolidation and repacking which are sometimes necessary before transhipment.”
“Mr Speaker, Sir, as I have mentioned earlier. about 187 cases were granted after appeal. I have also mentioned earlier, the importance of protecting the image of the PSA as a pilferage-free port. If we want to develop Singapore as a transhipment centre, as the Member for Marine Parade would like it to be. then we have to maintain that image. Normally when goods or items are stolen from the warehouse, they would not be discovered until months later when the cargoes reach their destination overseas. So there is a need to screen all applications. But each application upon appeal would be given the opportunity of a further consideration, and the applicants would be either granted a pass or otherwise depending on the merits of the application.”
“Well, those hon. Members who do not understand this are recommended to read the book. It is in the opening chapter. With this note, Sir, I shall now reply to the various points raised by the hon. Members. First of all, the hon. Members for Telok Blangah and Punggol are unhappy about the inadequate bus service in new towns and new housing estates. They suspected that this was due to a lack of liaison and coordination between the Singapore Bus Service and the Housing and Development Board. But as my colleague -”
“I was only trying to illustrate how difficult it is sometimes for reasons to prevail when faced with such an impatient and recalcitrant lot who demands nothing less but the out-of-this-world fantasy of "everything now!" Well, Rome was not built in one day. Sir. No great nation was ever built in one day. Whatever brilliant plan for development we may have, it must be accompanied by a practical programme of implementation. The critical path must be clearly defined and the order of priority put right. Confucius, in his opening chapter of The Great Learning said: `Every entity has its origin and termination, Every event has its beginning and ending. To know the sequence thereof and the order of priority, is to be near Tao (the way).' For the benefit of my learned colleagues on the other side of the House, especially the Member for Katong. it goes like this in Chinese: Wu you ben mo, shi you shi zhong, zhi suo xian hou, ze jin dao yi. An hon. Member: I do not understand this!”
“Mr Speaker, Sir, before I deal with the various points raised by hon. Members in this House, let me recall the lament of the British Prime Minister which was referred to in the President's Address and which our own Prime Minister reiterated yesterday. The British Prime Minister was said to have lamented that the most hateful slogan he has ever heard was made at the protest march of Marxist infiltrators of his Labour Party: "What do we want? Everything. When do we want it? Now!" I cannot agree with him more, Sir, that this is lamentable not only because the demand was unreasonable and impossible to meet but also because this is happening to a once-great nation. This reminds me of the analogical example of the sniffers of roses once quoted by our hon. Minister for Foreign Affairs. The sniffer of roses, upon discovering that a rose smells better than a cabbage or onion, concludes that it will make better soup. He therefore demands the soup while sniffing at the roses. On the other hand, the soup maker or the so-called "establishment" unfortunately has to get down to the more exacting job of producing the soup which normally falls short of expectation of the rose sniffers. Sometimes they may not even meet the taste of every Member in this House. Sir, I am not for a moment suggesting that the hon. Members on the other side of this House or on this side of the House are sniffers of roses. I have not the slightest intention of implying so. Sir. I happen to know that they are no roses, notwithstanding the fact that 100 flowers are allowed to blossom in this House. An hon. Member: And to be chopped off!”
“Since underground lines and stations are much more expensive than surface structures, a deliberate attempt is made to reduce costs by having the trains operated at or above groun‡l level wherever engineering construction permits and wherever it is environmentally acceptable. Owing to the built-up nature of the City Centre, all the tracks and stations will have to be underground in the Central Area. The Full System, which assumes an inverted h-shape, will connect the Central Area with Queenstown, Clementi New Town. Jurong Town in the west. Geylang, Bedok New Town in the east and Toa Payoh, Ang Mo Kio New Town in the north. Stations at the extremities would serve other population centres beyond the line through the use of feeder bus services. An example is that Bedok Station will also serve residents in Tampines New Town. About 50% of both population and employment are expected to be located within 1 km on either side of the MAT line. FLOODS AND DRAINAGE PROBLEMS (Statement by the Minister for Law and the Environment) 3.55 p.m.”
“In the meantime our efforts will be directed towards further improvement of the public transport services. On the question of the Mass Transit System, a draft final Report of Phase II of the Mass Transit Study was submitted by the Consultants in March this year. The World Bank, which is the executive agency for UNDP, is currently reviewing the Report. We expect the Bank to complete its appraisal soon and the Phase II Report finalised shortly. Meanwhile plans for the coordination and integration of the MRT into a comprehensive land use scheme in keeping with the overall island-wide development Concept Plan are being examined. Since implementation of the MRT will affect many other sectors besides transport, careful consideration has to be given to not only' its costs but its likely influence and impact on development planning, locations of employment and residential centres, commuting habits, and the economy in general. The existence or absence of the MRT will determine to a large extent the nature of the urban structure including the Central Area in the nineties and beyond. It is for this reason that a land use and transportation plan is being drawn up. The MRT cannot be considered solely as a transportation project. A decision on the MAT can only be made after all factors have been carefully weighed. Based on the Phase II MAT study, a total of 44.6 km is envisaged for the Full System, of which 17.6 km will be underground and the remaining 27 km will be either at grade, depressed or elevated. There will be 31 stations with 1 5 built underground or depressed and 16 at grade or elevated.”
“Mr Speaker, Sir, our transport problems are mainly due to the limited amount of road space available and the large number of vehicles competing for the use of the limited road space. Measures taken to reduce these problems include:- (i) undertaking road improvements and using better traffic management techniques to minimise bottlenecks and increase road capacity; (ii) improving public transport service and encouraging commuters to use public mode of mass transportation since the private motor cars do not use the road space as efficiently; (iii) giving priority to public transport and goods vehicles on our limited road space especially in the Central Business District; and (iv) introducing higher vehicle taxes and licence fees to restrain the growth of motor cars. These measures introduced over the past few years have enabled us to ease traffic congestion on our roads. Latest figures show that the entry of private cars into the Central Business District during the morning peak hours from 7.30 am, to 10.15 am. Ms been reduced by 75% compared to the level prevailing in March last year before the introduction of the Area Licensing Scheme. Car pools account for 49% of private cars entering the Restricted Zone as compared with 23% in July last year. This is an encouraging trend which shows that motorists have responded favourably to our encouragement of a more efficient use of private cars. Although traffic outbound from the Restricted Zone in the evening has increased by 12% over June last year, observations have shown that congestion is localised and of short duration caused mainly by cross town traffic. The situation will be monitored and measures will be taken to improve the traffic flow as and when necessary.”
“Sir,, the answer is yes. TRANSPORT PROBLEMS (Measures to ease and Decision on MRT) 19. Mr P. Selvadurai asked the Minister for National Development and Communications (a) what measures other than the imposition of taxes on motor cars, petrol. diesel oil and the implementation of the Area Licensing Scheme his Ministry will be taking to further ease our transport problems; (b) whether any decision has been made by his Ministry on the long proposed and long awaited Mass Transit System; and (c) if the proposed Mass Transit System will be underground, on the ground or above ground and what parts of the Island it will connect.”
“Investment on such specialised equipment is high. It is therefore necessary that organisations actively involved in the refining of petroleum or transport of petroleum should also play an active role by building up their own anti-oil pollution capabilities in Singapore so that they can be called upon at short notice to assist the Port of Singapore Authority in fighting major oil spills. It is therefore proposed to amend paragraph (b) of section 27(2) of the Prevention of Pollution of the Sea Act, 1971 to require the owners or operators of oil terminals in Singapore to store such detergents, dispersants and equipment, as are prescribed by regulations, to deal with any pollution of Singapore waters. 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 Ong Teng Cheong]. Bill considered in Committee; reported without amendment; read a Third time and passed. LEGAL PROFESSION (AMENDMENT) BILL Order for Second Reading read. 4.10 p.m.”
“Mr Speaker, Sir, I beg to move, "That the Bill be now read a Second time." The problem of sea pollution, especially by oil, has been a subject of international concern. Over the last few years more and more efforts have been taken by ports and various authorities in different parts of the world to keep the seas and oceans around them clean and free of pollution. The situation in Singapore is no exception. Situated at a focal point of international shipping, the Port of Singapore last year recorded some 40,426 vessel arrivals and departures giving a total of 205.2 million net registered tons of shipping. As Singapore is also a major oil refining centre, a large number of oil tankers, some of them Very Large Crude Carriers, discharge crude oil and load refined petroleum products at the various oil terminals in our port. Therefore, the threat of oil pollution in Singapore waters is a constant one. The Port of Singapore Authority is charged with the responsibility of keeping our waters clean. Legislations such as the Prevention of Pollution of the Sea Act, 1971 and the Civil Liability (Oil Pollution) Act, 1 973 have been drawn up to prevent vessels from indiscriminately polluting our waters with oil and rubbish. However, legislation in itself does not help the Port of Singapore Authority in a real situation arising out of accident in our port waters. Besides improving the navigability of the sea lanes and the addition of navigational aids, the Port of Singapore Authority has to have available sufficient equipment to combat oil spills and to prevent the oil from polluting our beaches in the event of an accident. To this end, the Port of Singapore Authority has worked tirelessly to acquire anti-pollution equipment and to build anti-oil pollution capabilities into its tugs.”
“Govindasamy asked the Minister for Home Affairs and Education whether the photographs of communist guerillas in training released by the Ministry of Home Affairs on 27th May, 1976 were given by the Malaysian Special Branch to the Internal Security Department. Singapore, in 1974.”
“Mr Speaker, Sir, my Ministry is aware of the inadequacy of the taxi service at the Paya Lebar Airport, especially during the peak period, between 6.30 pm and 10.00 pm. As a first step towards improving the airport taxi service, NTUC-Comfort was allowed to take over the management of this service on 1st May, 1976. The availability and quality of the airport taxi service are being constantly reviewed by the Department of Civil Aviation, the Registry of Vehicles and NTUC-Comfort. Recently, a recruitment exercise was carried out to increase the number of taxi drivers allowed to ply at the Airport. As a result, the number of airport taxi drivers has been increased from 507 to 737. Selection of the airport taxi drivers was based on factors such as the applicant's record as a taxi driver and his proficiency in spoken English and local dialects in order to ensure that the grade of the airport taxi service is of an acceptable level, and to minimise the possibility of malpractice among taxi drivers. Surveillance on the adequacy of the airport taxi service will continue and measures to upgrade the level of service will be taken as and when necessary. If the recent increase in the number of taxi drivers is found to be insufficient to meet the demand, then a further recruitment exercise will be held. In addition to increasing the number of taxis allowed to ply at the Airport, the Department of Civil Aviation, together with the Registry of Vehicles, are looking into the expansion of the existing shuttle bus service between the Airport and hotels to supplement the taxi service. COMMUNIST TERRORISTS IN TRAINING (Photographs) 8. Mr N.”
“Sir, as I mentioned earlier, the TAS is still monitoring the usefulness of these calendars. I cannot tell him exactly when. Of course, if it is eventually decided that these calendars do not serve any useful purpose, they will be discontinued. AIRPORT TAXI SERVICE (Inadequacy of) 7. Mr Ho Kah Leong asked the Minister for National Development and Communications whether he is aware that the airport taxi service is far from adequate and what steps he proposes to take to improve the service.”
“This represents more than a 50% increase over the 1974 figure. The Member for Serangoon Gardens raised the question regarding a defendant who could not produce the required urine at the time of examination. I will leave it to the court to decide and the Member to defend the defendant ably at the trial. 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 Ong Teng Cheong]. Bill considered in Committee; reported without amendment; read a Third time and passed. SUBORDINATE COURTS (AMENDMENT) BILL Order for Second Reading read. 2.44 p.m.”
“Mr Speaker, Sir, I appreciate the Member for Kim Seng's support of the Bill. He raised a number of questions. Perhaps I should first answer the last point about the blood level of 110 mg/100 ml in layman's terms. Generally speaking, if a person has consumed three full pegs of hard liquor or three large bottles of beer within a space of one hour, his blood alcohol concentration would be in the region of 110 mg of alcohol in 100 ml of blood. A normal whisky/water or brandy/dry served in restaurants or bars contains half a peg of hard liquor. That would give some idea of the blood alcohol concentration in layman's terms. Our Senior Forensic Pathologist has confirmed that a person with such a concentration of alcohol in his body is not in a fit state to drive a motor vehicle, and his opinion has been supported by many experiments carried out in other countries throughout the world. In ordinary circumstances, a seasoned drinker, even though he may be an experienced driver, will not be able to have proper control of his vehicle with such a level of blood alcohol concentration. Regarding the different legal limits adopted by other countries on blood alcohol concentration, Members would be interested to know that this ranges from a very low 30 mg/100 ml in Bulgaria and Czechoslovakia 50 mg/i 00 ml in Norway and Sweden; 80 mg/100 ml in the United Kingdom and France; and 80-1 50 mg/100 ml in the United States of America. Our limit of 110 mg/i 00 ml is, therefore, a compromised one. On the number of traffic accidents involving drunken driving in the past, unfortunately, I do not have the full details. I only have the figures for 1974 and 1975. In 1974, the number of cases of drunken driving brought to court was 103. In 1975, the number increased to 160.”
“Mr Speaker, Sir, I beg to move, "That the Bill be now read a Second time." The existing Road Traffic Act empowers a Police officer to arrest without warrant and prosecute any person found driving or attempting to drive, or in charge of a motor vehicle, under the influence of alcohol or drug to such an extent as to be incapable of having proper control of the vehicle. However, the existing Road Traffic Act does not require the defendant to submit to a medical examination. In a recent case, a Subordinate Court refused to admit in evidence the statement of a Government medical officer that the driver of a vehicle was, at the time he was brought to the General Hospital, drunk and incapable of having proper control of the vehicle because the defendant's consent was not obtained before he was examined. Clause 2 of the Bill seeks to amend the Road Traffic Act by making it obligatory for any person, arrested under the provisions of the Act mentioned earlier, to provide a specimen of his blood or urine, or both, for a laboratory test if required to do so by a Police officer. This clause also seeks to introduce a presumption that a person with a blood alcohol concentration exceeding 1 10 mg/100 ml is incapable of having proper control of a motor vehicle. The proposed amendment serves as a guide to Police officers and medical practitioners as well as evidence upon which the court can convict any person who is arrested under section 29 or 30 of the Act. The concentration level of 110 mg/100 ml is within the range of the legal limits of blood alcohol concentration adopted by the courts in other countries. Sir, I beg to move. Question proposed.”
“As the Member has mentioned, the primary function of the school bus service is to provide transport for the school children. To advance the hours from 7.30 am, to before 7.30 am., no. But to extend the Scheme B bus service after 9.30 am, is a question of demand and the viability of the service. From what we know, the Scheme B operators are not interested in providing service after those hours. If they are prepared to provide the service, I would definitely ask the ROV to give permission to provide the service after 9.30 am. Mr Conceicao: I beg leave to withdraw my amendment. Amendment, by leave, withdrawn. The time allotted for Head P having expired, the following amendment standing in the name of Mr Ng Kah Ting was not proceeded with - (5) That the sum to be allocated for Head P be reduced by $10 in respect of subhead CAA 8108. The sum of $61,714,480 for Head P ordered to stand part of the Main Estimates. The sum of $193,671,800 for Head P ordered to stand part of the Development Estimates. Thereupon Mr Deputy Speaker left the Chair of the Committee and took the Chair of the House. Mr Lim Kim San: Mr Deputy Speaker, Sir I beg to report that the Committee of Supply has made further progress on the Main and Development Estimates for the financial year 1st April, 1976 to 31st March, 1977 and ask leave to sit again tomorrow.”
“Is the Member talking about advancing the hours from 7.30 am, to before 7.30 am.?”
“Mr Deputy Speaker, Sir, thank you for your intervention. The question raised by the Member for Katong was on revenue from fines. It is true that the revenue from fines has increased. This is mainly due to three factors. Firstly, more deterrents and higher composition fines have been introduced. Secondly, with the introduction of the Traffic Ticketing System since March last year, it has enabled traffic reports to be settled more quickly than before. Thirdly, increased efficiency and the setting up of the Traffic Law Enforcement by the Traffic Police resulted in an increase in the number of traffic offences reported. The number of traffic offences reported has increased from 121,648 in 1972 to 191.989 last year. As regards road accidents, there has, in fact, been a decrease in road accidents. There were slightly more than 36.000 accidents in 1972. But the number has dropped to 31,506 in 1974 and 28,919 last year. This is also the result of the various measures taken to reduce road accidents, most notably the selective enforcement policy, the points demerit system and the enhancement of punishment for traffic offenders. Lastly there was the education campaign conducted by the Ministry of Home Affairs to cultivate good driving habits among motorists. The Member for Telok Blangah has raised the question of bus service in the new towns. As he will realise, during the transition period where people are just starting to move in, it is not practical to provide a full public transport service in these new towns. I would agree with him that perhaps some Scheme B buses or the City Shuttle Service buses can be introduced into the new towns. This would again depend on whether the operators are keen to operate them.”
“I would be pleased if the Member for Anson could let me know so that I can take the matter up again. 7.45 p.m. The Postal Department is always conscious of the welfare of its staff and it has been regularly reviewing the working environment of the department and other places of work under its jurisdiction. On the question of the uniforms for postwomen, I am glad that the Member for Anson finds the present uniform suitable. As he has pointed out, the uniform is neat and smart. However, if a postwoman is in an advanced stage of pregnancy, arrangements will be made for her to perform lighter indoor duties. She will naturally be allowed to wear her own maternity clothes.”
“The total number of postmen for last year was 587. For the next financial year, there will be 614 postmen. Sir, as I said, recruitment exercises are conducted as and when necessary to fill all the vacancies which arise. Regarding the delivery of PUB bills, it is true that the PUB has been using it staffs to deliver PUB bills to its consumers since July last year. Under the Post Office Act delivery of these items by the sender or its staff employed for this purpose is permitted. However, it would be an offence for any person or firm to offer or perform the services of collection, conveyance or delivery of mails on behalf of other people. On the working conditions at Nelson Road Centre, I do not really quite agree with the Member for Anson because I visited the place only two weeks ago. The place is kept clean. Although the working condition is not first-class, it is quite good. Ventilation-wise. It is very satisfactory. It has got powerful fans located at a high level. There are two restrooms provided for the staff and these rooms have louvred windows and there are also fans installed to provide ventilation. On the question of dirty fans. I will ask the Postmaster-General to look into this, but during my last visit I thought they were quite clean. As regards the enclosure for registered mail, it is not true to say that anyone can climb over the fence and fiddle with the registered items. During working hours there are workmen working within the enclosure both inside and outside the place. So it is quite safe. But during the period when there are no staff working inside the enclosure, all the registered mails are normally sealed up in bags and kept inside the covered enclosures which are fitted with locks. If there are other further improvements that could be made.”
“Sir, I am giving him the total establishment and the postmen establishment.”
“Sir, the Member for Anson has raised a few points. What he mentioned earlier is true - that the National Productivity Board carried out a study in 1971 on the structure and operation of the Postal Department. Following the study, various measures to reorganise the Department and to streamline its operations were implemented. However, there is no proposal to convert the Department into a statutory board in the near future. The Member is also concerned about the staffing strength in the Postal Department, especially postmen, to cope with the increasing workload. The Member may be happy to note that more staff. especially postmen, have been recruited, The establishment has increased over these years and perhaps I should read these figures to him since he has asked for detailed information. Total Postmen Establishment Establishment 1972 1,434 526 1973 1,461 539 1974 1,461 564 1975 1,500 587 1976 1,531 614 The Postal Department reviews its manpower requirements annually and recruitment exercises are conducted -”
“Sir. Paya Lebar Airport will continue to be intensively used. Perhaps I should say that the noise pollution will be much less than what would be expected because the noisier aircraft will be diverted to Changi.”
“Sir, I tend to agree with the Member for Potong Pasir that where it is dangerous to work under those conditions, perhaps the supervisor should exercise his discretion as to whether or not the work should proceed. Of course, in cases of urgency where work has to be done, it is not just the safety of the workers at the airport but also the safety of the passengers arriving from overseas that has to be considered. If there are specific instances of incidents which have attracted the attention of the Member for Potong Pasir. I shall be happy if he could let me know and I shall look into the matter.”
“Sir, I can assure the Member for Anson that the Jumbo-jets will not sink at Changi airport.”
“The present number of aircraft movement is 59.000. This is the expected aircraft movement for 1976.”
“Regarding the annual commercial aircraft movement of arrivals and departures at our Airport by 1985, I have not got the figures for 1985. For 1982, the projected figure is 82,627.”
“Noise pollution caused to the proposed Changi site will not be spread over as large a sector of the population as at Paya Lebar because a large area of the flight path of aircraft calling at Changi Airport will be over water and not over land. On the third reason for moving to Changi. I am sure the Member for Anson would be happy to know that the choice was made on the ground that the number of people affected by resettlement would be less compared to the number of people affected, if we were to proceed with the second runway at Paya Lebar. The figure is something like 800 families in Changi being affected by resettlement as against 4.000 families in Paya Lebar. Earlier we have heard grievances expressed by the Member for Changi about the kelong resettlement operations. This shifting of airport to Changi means more saving in costs, very much less irritation and frustration and reduced strain on social structure. From all these considerations, therefore, Changi is a much better choice than Paya Lebar as a location for our main international airport. On the long-term future of the Changi Airport, the Member for Anson is concerned as to why we moved our airport from Kallang to Paya Leban and from Paya Lebar to Changi and what comes next after Changi. The Member can be assured that Changi Airport with the two runways and all the supporting facilities will be able to handle at least 30 million passengers per year, and this will meet the needs of Singapore up to the end of this century. Provisions have been made for further extension of the Airport to cater for further increases in traffic so that Changi will remain our main international airport well into the 21st century.”
“There are, in fact, three major reasons for the Government to decide to move the airport from Paya Lebar to Changi. Firstly, it is a matter of timing. As I mentioned earlier, it is projected that by 1980 we will be handling some 8 million passenger traffic through our airport in a year. But due to the physical difficulties at Paya Lebar airport, such as drainage, canal diversion, squatter resettlement, removal of rubbish dumps and refilling of the swampy areas around our Paya Lebar Airport, our engineers concluded that it would take some nine years to build the second runway at Paya Lebar. This would mean that, if we start work today, the second runway at Paya Lebar would be completed by 1984 or 1985. Obviously this is not good enough because by that time the Airport would face a very serious congestion and we would loose the tourists. On the other hand, the present runway at the Changi airfield could be easily lengthened, widened and strengthened into a runway acceptable for international air traffic operations by the middle of 1980, while the second runway at Changi will be built on land reclaimed from the sea and it could be ready by the middle of 1982. This means two or three years ahead of scheduled completion of the second runway at Paya Lebar. It is therefore a question of timing. The second reason for moving to Changi is on environmental considerations, mainly noise pollution. If the second runway were to be built at Paya Lebar, the noise generated by the aircraft taking off and landing at Paya Lebar Airport would affect a lot of people living in the area, whose houses are under the flight path.”
“Despite the oil crisis, however, the passenger traffic continues to increase and the actual figure of passenger traffic passing through Singapore Airport last year is not very far off the mark of what was projected. Paya Lebar Airport, besides having to handle all this passenger traffic up to 1980, would still be in use in conjunction with the Changi (Phase I) Airport, which will be completed sometime in 1980 or 1981 because the full Changi Airport Development, including the second phase, will' not be completed until 1982 or 1983. The Member for Anson also mentioned about the $80 million land reclamation cost at Changi. Of course, the money comes from taxpayers. The actual cost of the reclamation is, in fact, about $235 million for the entire reclamation project, but only $80 million will be required for the coming financial year as the total reclamation work would take over three years to complete. The Member also asked about the role of the Paya Lebar Airport after Changi Airport. I can assure him that Paya Lebar Airport will be put to good use, as I have mentioned earlier, during the interim period between now and 1982. It will later be used, in addition to military operations, to cater for emergency or overspill of civil aircraft traffic from Changi Airport. In view of the important role that Paya Lebar Airport will continue to play in this interim period between now and 1982, a new direct express road linking Paya Lebar and Changi Airport will be built. This link-road will be completed by the end of 1979 50 that it will provide a fast and efficient flow of passenger motor vehicles between the two airports. Perhaps I should also take this opportunity to explain to the Member for Anson the main reasons for moving to Changi.”
“Sir, the Member for Telok Blangah raised two points One is about the push-carts at the Arrival hall of the airport The push-carts were introduced by the Singapore Airport Terminal Services ISATS) in 1974 It has been proved to be very successful and many tourists arriving from overseas, as the Member has pointed out, found it to he very useful. Since early this year an additional 150 push-carts have been put into use, and there are now altogether about 150 push-carts at the Arrival hall. Regarding the second question raised by the Member about the airport taxi services. I would like to take this opportunity to inform him that the airport taxi service is undergoing a reorganisation so as to improve its efficiency and the conduct of taxi drivers. At the same time we are thinking of further increasing the fleet of taxis operating at the airport. There are a few questions raised by the Member for Anson One is about the question of the vast sums of money allocated to the development of Paya Lebar Airport after the decision has been made to move our international airport to Changi Sir, the air traffic through Singapore for the next few years will continue to increase and the Paya Lebar Airport will continue to be the main civil airport for Singapore up to 1 980, when it is expected to handle over 8 million passengers a year, or almost double the number of passengers that was handled last year. In 1972 the consultants made the forecast that the number of passengers passing through our airport would reach something like 4 million in 1975, but since the oil crisis in 1973 this figure has been revised.”
“Mr Deputy Speaker, Sir, I am pleased to confirm the statement made by the Member for Kim Seng that Phase II study of the MRT has just been completed. The final report of the Phase II MRT Study will be ready sometime this year for submission to the Cabinet. It will then be up to the Cabinet, taking into account the socio-economic factors and other considerations, to decide whether or not to proceed with the project. If the decision is to proceed with it, which is planned to be some 45 km in length, of which one-third will be underground, it will take approximately 10 years to construct. Of course, some sections of the system will be completed earlier. Regarding the construction cost of the system, I am afraid I do not have all the detailed figures with me. Based or the current price at constant Dollar, the estimated cost of the full system is in the region of $1 .7 billion. But taking into account inflation and interests fees that will be incurred during the construction period, the ultimate cost of the full system could well exceed $2.8 billion on completion of the project.”
“I would welcome constructive suggestions from the Member on how to overcome this problem.”
“Sir, in my earlier answer I did mention that they now have to go for a Highway Code test, which was not required in the past.”
“In answer to the question raised by the Member for Potong Pasir, action is being taken to see that this is regularised. As I have said, as far as the learner drivers are concerned, they should observe the rules and regulations governing road use. It is very much a question of public courtesy and mutual respect for other road users. No amount of enforcement of rules that we are able to introduce will make our roads any safer without the cooperation of the drivers themselves.”
“However, at all times he should observe all traffic regulations, and traffic enforcement officers are keeping a sharp watch to ensure that this is being done. Efforts will continue to be made to educate motor-cycle and scooter riders on the rules and regulations regarding road use. The requirement as from 1st January, 1974 that provisional driving licence holders should pass their Highway Code test before being allowed to drive or ride on the road has also helped to reduce traffic offences and accidents caused by motor-cycle and scooter riders.”
“Sir, I wish to inform the Member that existing traffic regulations already disallow dangerous weaving through the traffic by motor-cycle and scooter riders. If caught by the traffic enforcement officers, they will be booked for inconsiderate or even dangerous driving. Motor-cycle and scooter riders should move with the general traffic and observe the speed limits imposed for the stretch of road they are travelling on. Admittedly, it is desirable to segregate and to have separate lanes for the different types of vehicles. However, in Singapore the shortage of land and limited road space have made it difficult, if not impossible, for this to be so, and serious problems especially at road junctions will be encountered if segregation of vehicles is practised. A good example is our bus lane which is not without its problems. However, in this case the benefits far outweigh the disadvantages. Even then, bus lanes have been introduced only to certain main roads. It is a requirement of law, as well as simple courtesy, that slow-moving vehicles should move on the left lane to allow faster vehicles to proceed on the lane to the right without hindrance. The left lane is thus meant for use by slow-moving vehicles such as buses and goods vehicles. It would, hence, be most unfair to confine motor-cycles and scooters to the left lane as they would have to move at unrealistic slow speeds among the heavy vehicles and this is dangerous for them. The existing situation allows flexibility and is desirable since most of our carriageways have only two lanes. If a motorcycle or a scooter rider is moving slowly, he should keep to the left lane. If he moves faster and wants to by-pass a slow-moving vehicle in front, he can do so in the outer lane to the right.”
“It is assured. Sir. MOTOR-CYCLE AND SCOOTER RIDERS (Dangerous driving) 4. Mr Yeo Toon Chia asked the Minister for National Development and Communications if it is feasible to confine motor-cycle and scooter riders, especially provisional licence holders, to the inner lanes of carriageways and to limit their speed so as to prevent them from weaving their way through the traffic and endangering other road users.”
“Sir, I do not think there is any difference between the cost of a colour telephone and an ordinary black telephone. I do not know what the actual reasons were when the colour set was introduced, but I believe the extra charge was to deter the high demand at that time.”
“As has been given in my answer earlier. Sir, this waiting list will be progressively reduced from the current rate of 15.4% to 8% by the end of 1977. It is not possible to provide a system or service where there would be a 100% fulfilment, or a "zero" waiting time. There must be some amount of waiting time. The long-term objective, as I have mentioned earlier, is to keep this waiting list down to the minimum and I can assure the Member that every effort is being made to achieve this.”
“The PSA has already been following these procedures and the amendment is only to reflect the actual position. Clause 4 seeks to amend section 52 of the Act. Under the existing section 52, goods dues shall be paid by the owner or occupier of private wharves or premises. The PSA has experienced difficulty in some cases in collecting goods dues from operators of private wharves or premises. The amendment will empower the PSA to collect goods dues either from the owner or occupier of private wharves or premises or from the owners or agents of the vehicles or vessels carrying such goods into or out of the wharves or premises. Clause 5 amends the existing section 100 which, though it provides for penalties for offences in connection with the safety of vessels, does not include cases of overloaded or improperly manned vessels. The proposed amendment will include a provision to make it an offence to use or permit to be used a vessel which is unsafe or overloaded or not properly manned. 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 Ong Teng Cheong]. Bill considered in Committee; reported without amendment; read a Third time and passed. PLANNING (AMENDMENT) BILL Order for Second Reading read. 2.45 p.m.”
“Mr Speaker, Sir, I beg to move, "That the Bill be now read a Second time." There are four main amendments proposed in this Bill. Clause 2 of the Bill seeks to add a new Part VA to the Act to make special provisions governing the sale of flats, houses or buildings sold by the PSA under its housing scheme. Any property sold by the PSA will be subject to restrictive conditions prohibiting the dealings in such property without the permission of the PSA and to special rules governing the transmission of the property on the death of the owners. For example, no property sold by the PSA shall be sold, leased, mortgaged, transferred or charged without the written consent of the PSA. This will safeguard the PSA's interest and ensure that the living accommodation is not transferred to undesirable persons or disposed of to make quick profits. The Authority will also be empowered to compulsorily acquire the property if the owner or his spouse has not complied with certain provisions laid down in this Part. These proposed provisions are broadly similar to those of the Housing and Development Act. The PSA's legal officers will be empowered to certify and register documents relating to the sale of PSA properties on behalf of the employees. Clause 3 seeks to repeal and reenact sections 45 to 49 of the principal Act which relates to the keeping of accounts, the appointment, powers and duties of the auditor, the preparation of financial statements, the submission of the financial statements, audit reports and annual reports to the Minister and the presentation of these reports and statements to Parliament. This proposed amendment is in compliance with the Auditor-General's request to standardise the procedures of auditing for all quasi-government and statutory bodies.”
“But as far as the type of trees which the developer or his purchaser may prefer, the Commissioner is really not rigid. They can choose the type of trees and we can make recommendations. All we want to ensure is that the person who gets the approval does something to plant in accordance with the plans which he has obtained. Hence the deposit. 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 E. W. Barker]. Bill considered in Committee; reported without amendment; read a Third time and passed. TRUSTEES (AMENDMENT) BILL Order for Second Reading read. 3.57 p.m.”
“Mr Speaker, Sir, I am in full support of the Bill which is tabled for Second Reading. However, I would like to point out some of the practical problems which may arise. As spelt out in clauses 11 to 14, the Commissioner of Parks and Recreation is empowered to take a deposit from the developer to ensure that he plants trees and lays out the open spaces in accordance with the plans and specifications approved by the competent authority. More often than not, Sir, the developer has no intention of retaining ownership long after a project has been completed. He sells the property to various buyers, and sometimes there are differences of opinion as to what types of trees should be planted. Surely, the buyer should have a say in the type of trees to be planted in front of his house or the type of hedges to be planted around his fencing and compound. I wonder if the Minister would agree that some flexibility should be allowed in instances like this. Mr Barker: Yes, Sir, we have looked into this matter. Clause 11, for instance, was brought in for a specific reason. Previously some developers, after obtaining subdivision of the land and planning and building approval from the competent authority, would just sell the houses and leave the roads in a very bad state. As the Member has pointed out, developers want to sell. So they sell all the lots and then disappear; leaving the roads not even properly constructed nor the road lights installed. This is the sort of situation we want to prevent. Hence, this provision that on application for building approval one of the conditions imposed is that the developer plants certain trees. We cannot allow them to sell the land after development and then disappear.”