Raymond Lim Siang Keat
Singapore
“Mr Chairman, Sir, we launched a slew of measures over the past three years to effect a major transformation to our land transport system. These cover not just big projects like our $60 billion investment to double our rail network but also smaller and equally important things like bus route information at every bus stop and parking guidan…”
“I think the better approach to help Singaporeans cope with the cost-of-living pressures is that which has been outlined by the Finance Minister. That is, instead of trying to bring specific costs down, it is better to give help on the income front.”
“From the experiences of these ongoing public education initiatives, CFC is in the midst of developing a set of guidelines on proper cycling behaviour on dedicated cycling paths. Apart from these efforts, TP has been giving customised talks in schools and at community-level events to provide tips on safe cycling.”
“Er Lee Bee Wah: Sir, I would like to thank the Minister for the comprehensive answer. I have four supplementary questions. Since the announcement of the NSE, I have been receiving overwhelming feedback from my residents from three condominium developments.”
“The Member's second question refers to the noise mitigation measures. LTA actually has considerable experience in doing these. This is not the first time that LTA, because of the compact nature of Singapore, has had to build a major road in close proximity to residential areas.”
“Yes, on a weekly basis. The second question is how much have been claimed to date. We started this on 18th December 2010. As at the end of last year 28th December, we have a total of about 169,000 transactions. We have refunded about $46,000. There was $300,000 overcharged and $46,000 refunded.”
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“Not only has Changi's connectivity and extensive network of airlines contributed to Singapore's attractiveness as a business and tourism destination, it has also served as a foundation for our vibrant aerospace industry and other aviation-related businesses. As for incentives to spur the growth of aviation-related industry, my Ministry continues to work closely with MTI and EDB to sharpen Singapore's competitiveness in attracting aerospace and aviation-related activities. This brings me to Mr Wee Siew Kim's query on whether there are plans to introduce incentives for the aviation sector, similar to what we have done in the maritime sector. In principle, I agree with him that if there are useful incentives that can bring in more aviation-related services, we should certainly consider them. However, let me point out a key difference between the aviation and the maritime industries. Unlike the maritime industry, the aviation industry remains heavily regulated by a series of bilateral ASAs between countries, and this makes airlines less mobile. Consequently, major airlines are almost always national enterprises that operate out of their home bases and are unable to relocate their base of operation overseas even if the fiscal environment overseas is more favourable. Hence, our focus is to facilitate the operations of Singapore-based carriers as well as foreign carriers at Changi by expanding our ASAs and introducing suitable targeted financial incentives for some aspects of the aviation industry where feasible. 5.15 pm Another example of the efforts that have been undertaken to grow the aviation-related services is in the area of aircraft leasing.”
“The current situation, I agree with Mr Cedric Foo, is far from ideal. But until our ASA with Malaysia is liberalised, both sides would have to make the most of the existing air services arrangement. Allow me to elaborate on this in the context of the Singapore-KL trunk route, which has been in the media spotlight over the past year, and I think Mr Cedric Foo mentioned just now. Currently, SIA and Malaysia Airlines provide the majority of the scheduled services between Singapore and KL. They jointly operate services on this route under a commercial arrangement which the two airlines negotiated after the leaders of both countries agreed in 1982 to allow the airlines to start a shuttle service between Singapore and KL, with the aim of providing frequent and regular services through coordinated flight schedules. Under this arrangement, SIA and Malaysia Airlines currently operate a total of 13 frequencies per day, which is more than what is allowed under our ASA with Malaysia. The ideal scenario would be to give unlimited access to all airlines on the route. Singapore is prepared to allow other Singapore and Malaysian carriers to operate on the Singapore/KL route, but this can only be done through a change in the current ASA and requires the agreement of Malaysia. Until this sector is liberalised, the status quo of a shuttle service providing amble and frequent services for consumers is the next best alternative. Sir, the strategies that I have outlined will help maintain Changi's position as a leading aviation hub. Changi's success has significant economic spinoffs that extend beyond the airport.”
“This would in turn facilitate the flow of people, trade and services, and enable ASEAN countries to leverage on each other's strengths to attract more tourists and investments. An ASEAN-wide air services arrangement will enable ASEAN, as a bloc, to then explore liberal air services arrangements with key dialogue partners like China and India, opening up even more opportunities for all. With the ASEAN roadmap's milestone of December 2008 for unlimited access between ASEAN capital cities coming up, ASEAN members are now stepping up consultations to finalise the multilateral agreement to implement the roadmap. Last month, my fellow ASEAN Transport Ministers and I agreed to target for this agreement to be signed by the end of this year, so that it will be in time for the implementation of the first major milestone in December 2008. As for Mr Cedric Foo's question on opening up air links with Malaysia, let me reiterate that Singapore has always been prepared to review our ASA with Malaysia to expand air links. I recently met with the Malaysian Transport Minister Chan Kong Choy during the ASEAN Transport Ministers' Meeting in Bangkok to follow up on our earlier discussions on this matter. I am pleased to inform Members that we have agreed to work towards greater liberalisation and that our officials are working out a date to meet in the near future to review the ASA. Such a review is long overdue as the ASA was last reviewed more than 25 years ago in 1980. There is tremendous potential for more air links between both countries, given our close historical, economic and people-to-people ties. Greater liberalisation of the skies will unlock this potential, give travellers more destinations and carriers to choose from, and generate wider economic benefits for both countries.”
“For jetsetters who prefer Changi and those with bigger jets that have to land at Changi, they can enjoy the exclusivity and premier services offered by the dedicated complex for Commercially Important Passengers. I fully agree with Mr Wee Siew Kim that new technology can drive new growth opportunities. For instance, Very Light Jets, or "VLJs", are becoming more prevalent and making possible the concept of "air taxis" for corporate clients. Let me assure Members that we will continue to monitor such trends in aircraft technology and travel preferences closely and assess the implications on Changi Airport. If there are potential opportunities that add to Singapore's vibrancy as an air hub, we would certainly study how our infrastructure and safety regulatory framework can accommodate such activities. Sir, Changi would not have been the success that it is today had we not adopted a liberal aviation policy. This brings me to my fourth point. Singapore will continue to pursue more liberal bilateral and multilateral air services arrangements. For instance, we recently extended our Air Services Agreement (ASA) with India in January this year to allow Singapore carriers to double their services to New Delhi, Bangalore and Chennai over the next two to three years. This will support the strong traffic growth between Singapore and these three key metropolitan cities in India. On the multilateral front, Singapore is working closely with fellow ASEAN member countries to implement the ASEAN roadmap for an integrated air transport sector. It is an important initiative that will free up passenger and air freight services in ASEAN, with a vision that it would pave the way for an eventual ASEAN Open Skies in the long term.”
“Perishables cargo comprises around 15% of air cargo worldwide and is expected to be a fast-growing segment. With specialised infrastructure and handling expertise, Changi Airport aims to capture a significant share of the flow of perishables cargo between Europe, Asia and Australia. CAAS will also continue to ensure adequate air cargo capacity to complement the demand for air cargo in Singapore. For instance, a new Singapore cargo airline, Jett8 Cargo, is expected to commence operations later this year. CAAS will continue to work with its partners and stakeholders to attract new cargo airlines to operate into Singapore as well as encourage existing cargo airlines to grow at Changi Airport. Let me now turn to new growth areas outside of the conventional passenger market which would enhance Changi's connectivity and reach. We aim to improve Changi's value proposition to different passenger segments and, in this regard, I would like to assure Mr Wee Siew Kim of our desire to nurture the growth of low-cost carriers and corporate jets. Low-cost carriers are becoming increasingly important in the regional aviation landscape and now accounts for about 15% of Changi's traffic. The Budget Terminal, which opened last March, is now handling about 130,000 passengers a month, utilising close to 60% of its 2.7 million passengers per annum capacity. With the strong traffic growth at the Budget Terminal, we expect to have to begin expanding the capacity of the Budget Terminal later this year, and plans are in place for this. As for corporate jets, they can either use Changi or Seletar airport, each with its own appeal. Many corporate jet users traditionally prefer Seletar Airport for its privacy and tranquility as it is not as busy as Changi.”
“Third, we will continue to strengthen Changi's connectivity by anchoring existing airlines and attracting new ones. Without the network of air links, we cannot be an air hub. Over the years, we have provided our passenger and cargo airline partners with a wide range of incentives to facilitate their operations here. The enhanced airline incentives under the three-year, $300 million Air Hub Development Fund 2 which began last year, had contributed to Changi's spectacular growth in 2006. These include rebates on landing fees and rewards for bringing in more traffic to Singapore. Sir, even as we develop new initiatives to attract more airlines and passengers to use Changi, we should not lose sight, as Mr Cedric Foo and Mr Wee Siew Kim said, of our air cargo sector. Our air cargo sector has done reasonably well. Changi's 4.2% growth in air cargo volume in 2006 is about in line with the worldwide growth of about 4.6%. By market share, in terms of international air cargo, Singapore is the sixth largest in the world. Mr Wee has asked if the objective of investing into the Airport Logistics Park of Singapore (ALPS) has been met. ALPS was established in 2003 in Changi's Free Trade Zone to promote value-added logistic activities and rapid turnaround services. It is well received by the industry. Since its opening, more than 80% of its land has been allocated to various leading freight forwarders and logistic companies, including DHL, UPS Supply Chain Solutions and Schenker. This good take-up rate reflects the appeal of ALPS and also Changi, for its excellent connectivity and efficiency. To further strengthen our position as an air cargo hub, CAAS has identified perishables handling as a potential growth segment to complement other segments.”
“Travellers the world over shower Changi Airport with some 250 compliments every month. Many praise our airport staff for going beyond the call of duty, leaving an indelible impression which no amount of advertisement can ever achieve. Let me give you two examples. Dr Vivien Chong from Singapore, for example, commended our Immigration officers for going the extra mile to renew his son's expired passport. She had gone to the airport, wanted to check in with her son's passport for a trip to Langkawi and then discovered that it had expired. The airport staff, ICA and CAAS managed to process it on time for her to make the trip. So she wrote to them and said, "Our family is truly touched by what they have done. We felt tremendous warmth in our heart. We will and still are very grateful for what they have done. Your team made my experience with Changi Airport very pleasant and enjoyable. They have reflected very well on Singapore, the ICA and the CAAS." One comment received from another passenger, Mr Anthony Comerford from New Zealand sums up The Changi Experience the best, and I quote him, "This is the way all airports should be and I hope that others will follow in Singapore's footsteps. Little details, such as the amazingly clean shower amenities, free cinema and general fast-moving processing and positive attitude of the staff here, actually make it a pleasure to be in the airport, which is surely a first." The "software" aspects of Changi Airport must not only be preserved, but strengthened. Travellers must continue to enjoy a seamless flow to Changi and have fun shopping, eating and participating in events while doing so. We will also continue to provide training for frontline staff to ensure that the highest service standards are maintained.”
“Mr Chairman, Sir, Mr Cedric Foo and Mr Wee Siew Kim have asked about our plans to ensure that Changi Airport stays ahead of the competitors. Sir, Changi's success is founded on four key strategies: developing hardware and infrastructure, enhancing Changi's software, anchoring the airlines in Changi, and liberalising the aviation regime. First, on developing hardware and infrastructure, we will continue our forward-looking policy of building airport infrastructure ahead of future demand. When Terminal 3 opens next year, Changi's handling capacity will increase by about 45% to 67 million passengers per annum. This will however only be enough to cater to Changi's expected growth for perhaps the next 10 to 15 years. Our airport planners will be embarking on a detailed masterplanning for the next phase of Changi's expansion. Given our limited land and airspace, we will need to carefully study how Changi can be optimally expanded to ensure we are ready to seize future growth opportunities from the expected strong growth in global aviation. Second, Changi Airport's excellent service standard is one key aspect that sets it apart from its competitors. It is such an important element of Changi's success that the term "The Changi Experience" is recognised by airports and air travellers the world over as the epitome of airport excellence. Many airports have sought out Changi's consultancy and investment arm, Changi Airports International, or CAI, to be their partner as they believe Changi can bring value to airport planning and management. For instance, CAI was recently appointed to operate Abu Dhabi International Airport and has also entered into JVs to manage terminals at Nanjing Airport and Russia's Sheremetyevo Airport.”
“And we will know that we have succeeded when our land transport system is regarded in the same league as our airport and our seaport. Singapore-Malaysia Air Talks 4.45 pm”
“Mr Bruno Wildermuth, a long-time resident of Singapore, wrote to me and suggested that in our traffic impact assessment of major property developments, we should also take into account the impact on public transport. Right now, we look at the impact on traffic flows and road congestion in general, but not particularly on the impact on public transport. We will now do so. I thank him and others for writing to us and I would encourage them to continue to give us their feedback. Like Mr Seah Kian Peng, I firmly believe that such views will make the outcomes more robust and relevant to the commuting public and our key stakeholders. To further engage the various transport stakeholders including members of the public, we will hold focus group discussions in the next few months to get suggestions and feedback on some of the key issues and long-term challenges for our land transport policies. Mrs Lim Hwee Hua, my Minister of State, together with members from the Transport GPC will lead this effort. We will consider all views and suggestions received in our review. Moving forward, we will continue with this consultative approach in developing and implementing land transport policy and plans. Sir, our vision for a world-class land transport system ensues from, and must support, the overarching vision of what Singapore is to be - a vibrant jewel of a city, with a quality living and working environment, and an inclusive society. Our land transport system will play a critical role in realising this national vision, by connecting Singaporeans, catalysing economic activity and spurring the growth of a vibrant Singapore. To do this, we must anticipate, change and respond to greater demand for travel and see through the eyes of the commuting public. This is our ambition.”
“My Ministry has written to the Malaysian Ministry of Works to propose convening a Joint Committee to manage the temporary diversion, comprising relevant Ministries and agencies on both sides. On Singapore's part, a multi-agency group led by my Ministry has already started looking into what is needed to minimise the impact of the temporary diversion. To deal with the anticipated increase in traffic volume at the Second Link, ICA and LTA are making preparations to redeploy resources and adjust traffic flows at the checkpoints. We have also been seeking feedback from industry on how to mitigate the impact of the diversion on their operations. However, we will need to coordinate our efforts with our Malaysian counterparts in order to ensure that the measures taken are effective in minimising disruption. Sir, there are no easy answers to the land transport challenges which we face. It is always a matter of balance. Difficult trade-offs would have to be made. We are quite clear in our minds that when we make these trade-offs, we cannot please everybody. But whatever we do, we need to do what we think is right rather than what is popular, taking into account different perspectives and priorities, but, at the end of the day, settling on directions which best serve Singaporeans today and in the future. In the year ahead, we will continue to work on a roadmap which will shape what the land transport system would look like in the year 2020, and, more importantly, lay the foundations for a land transport system that is sustainable for future generations of Singaporeans. Since we started the review, we have received many suggestions from the public which have helped us to make improvements and given us much food for thought. Let me just cite one example.”
“All these diverse groups will need to find ways to accommodate one another’s transportation needs. Mr Teo asked us to consider the proposals put forward by the Safe Cycling Task Force, such as providing road signs along routes commonly used by cyclists. The LTA is in touch with the group, and will work with MCYS, his Ministry, and the cycling enthusiasts to explore measures to enhance the safety of cyclists, perhaps through the placing of information signs to forewarn motorists of popular cycling routes. LTA will also continue to work with the Traffic Police and event organisers to allow road space to be used for special cycling events and sports activities such as the NUS Triathlon, while minimising the impact and inconvenience to other road users. Before closing, Sir, Mr Cedric Foo and Mr Lim Biow Chuan asked about the impact of Malaysia's proposed closure of the Causeway to heavy goods vehicles and the diversion of these vehicles to the Second Link. In answer to Mr Lim Biow Chuan's query, we were informed by the Malaysian Government that the closure would be temporary. The proposed diversion will have material implications for both Singapore and Malaysia. Besides the obvious operational adjustments for traffic and checkpoint operations at the Second Link and the Causeway, users of both land links can expect delays and higher costs as a result of the proposed diversion. Therefore, we have formally conveyed to the Malaysian Government that it will be necessary for Malaysia and Singapore to work together to minimise the disruption to the travelling public as well as its impact on tourist and trade flows.”
“And this is something that LTA will look at providing more - more traffic light crossings at road level at suitable locations, wherever possible. In estates where there is a higher concentration of elderly, the traffic light timings would also be adjusted to allow the elderly more time to cross the pedestrian crossing safely. Our approach is to study what are practical and impactful ways to roll out more barrier-free facilities to make our transport system more accessible. Last December, I asked LTA to conduct a pilot project to install barrier-free facilities for the route between Simei MRT station and the Changi General Hospital. Following the trial, the LTA has embarked on a programme to implement barrier-free routes within a 400-metre radius of all MRT stations. This programme, together with other nation-wide barrier-free upgrading works, will take place over the next five years and cost $60 million in all. Another initiative that we are pursuing is to provide additional lifts for our MRT stations. While our MRT stations have generally been provided with one entrance lift each, LTA is currently reviewing whether more lifts are required at some stations to ensure that our less mobile elderly citizens can access our trains more conveniently. Because I have received feedback, and I agree with this feedback, that it does not really make logical sense for the less mobile commuters to make long detours and cross major roads in order to use the entrances with lifts while the more able-bodied are required to walk less. Mr Teo Ser Luck asked if we could look into the needs of cyclists. In principle, yes, because cyclists, along with pedestrians and others, also share the road space with motorists and public transport vehicles.”
“There is no change to our approach, which is to gradually reduce ownership costs so as to strike a better balance between the ownership and usage costs of a car. Let me turn now to our strategy to meet the diverse needs of a more complex society. I agree with Ms Lee Bee Wah, Mdm Cynthia Phua and Mr Wee Siew Kim that our transport system needs to keep pace with changing demographics, including a greying population, as well as support our efforts to build an inclusive society. We now have Wheelchair Accessible Buses (WABs) plying five bus routes. SBST will introduce more this year. The WABs are making a difference. Take Mr Hui Nai Wai, for instance. He is a regular user of these WABs. He makes at least four trips a week. Previously, he had to telephone for a private ambulance costing $50. Now with the WAB, he says, for the price of the ticket, he and his family can go from his home in Eunos to attend church, go shopping at Mustafa Centre or look for places to eat. Ms Lee Bee Wah has also suggested that we consider installing escalators for pedestrians overhead bridges near MRT stations. She said do not just talk about cost. But cost is important, as Members know, because money does not grow on trees. So we have to look at the cost, but I agree with her that you do not just look at the cost, you have got to look at the benefit, and this is something that we will do. We will look at the cost, we will look at the benefit, we will look at the traffic flow at a particular MRT station and, where it is feasible, LTA will consider it. In fact, for the elderly and the less mobile, what they prefer are not escalators. They prefer more at-grade crossings. At-grade crossings mean more street crossings which are much easier for them.”
“Mr Ang Mong Seng has suggested that we dedicate the rightmost lane of the expressway for vehicles travelling at 90 km/h and the remaining lanes for vehicles travelling below 90 km/h. Today, the ERP system is designed to allow maximum traffic throughput on our roads by keeping vehicle speeds within the optimal speed range of 45 to 65 km/h. To demarcate one lane for vehicles to travel at 90 km/h will not allow us to maximise the use of our road space. Moreover, it is likely that the sheer number of cars that will want to go into the fast lane will simply congest the fast lane in no time. Mr Lim Biow Chuan highlighted the transport needs of the residents in the Northeast. Residents, like Ms Karen Lee, wrote to Today recently on her journeys on the CTE and its alternatives, highlighting the congestion that she and her husband encountered on their drive to work from Punggol to Buona Vista, the place where her husband works. Let me highlight the various measures we are taking to help Ms Lee and other Northeast residents. Firstly - the CTE. LTA aims to complete the widening of the CTE stretch between Ang Mo Kio Ave 1 and Ang Mo Kio Ave 3, which I mentioned earlier, by end 2008, which will relieve the congestion there. Secondly, when the KPE, ie, the Kallang-Paya Lebar Expressway, is fully open by 2008, it will provide Ms Lee and her husband with an additional expressway link from the Northeast to the city. Thirdly, we are improving the public transport options. When the Circle Line opens, the journey from Punggol to Buona Vista will take about 35 minutes, compared to the current 45-minute journey on the North-east Line. Mr Cedric Foo asked for a clarification on my Ministry's position on car ownership costs.”
“2 million vehicles will go all the way to Beijing! It is clear that the current 3% annual growth rate cannot be maintained indefinitely, given our land constraint and a slower pace of road-building, as Singapore is becoming more built up. Already, some 12% of our land is used for transport, which is the same as that used for industry, and almost the same as housing which is 15%. The tradeoffs associated with higher vehicle population growth are real, because of competing demands on land use as well as the impact on the environment. In any case, simply building more roads will not solve our transport problems in a sustainable way because the demand for road space just keeps growing unless it is sensibly restrained. If we do not wish our city to resemble a giant carpark lot, we will need, apart from moderating vehicle growth, to continually review our ERP coverage to ensure smooth-flowing roads. Nevertheless, I assure Mr Lim Biow Chuan that LTA's approach is indeed to consider and exhaust traffic engineering solutions such as road-widening before imposing ERP. This had been done for the CTE and, even now, the LTA is working on a project to widen the CTE stretch between Ang Mo Kio Ave 1 and Ang Mo Kio Ave 3. Likewise, to relieve the evening congestion on the ECP, the LTA is re-marking the stretch between Fort Road and Marina South to add one more lane in either direction. But the fact remains that the ERP is a necessary tool in our traffic management toolbox. It has helped to keep speeds on our expressways such as the CTE above 45 km/h and on our arterial roads above 20 km/h. Had we not introduced ERP, we would probably be facing gridlock on our key roads and expressways now.”
“To address this problem effectively, I agree with Mr Ong Kian Min, Mr Seng Han Thong, Mr Lim Biow Chuan and Mr Liang Eng Hwa that we need to adopt a holistic, multi-pronged approach to ensure a sustainable land transport system for a growing city. ERP alone would not be effective. And as I mentioned previously in this House, there is no single solution to land transport problem. So the Government has never relied on ERP alone. It has always taken an integrated approach dealing with this urban transport issue. So we need to complement ERP with proper land use and transport planning, a good road network and traffic management system including the use, as Mr Lim Biow Chuan said, of an intelligent transport system (ITS) such as GLIDE to maximise road capacity and continue to improve our public transport. On vehicle growth, Mr Cedric Foo and Mr Seng Han Thong asked about my Ministry’s policy, going forward. Our vehicle quota system provides for the vehicle population to grow at a pace which can be sustained by our road infrastructure. The vehicle population growth rate has been set at 3% per annum until quota year 2008, which ends in April 2009. We will do a review in 2008 to set the long-term directions on vehicle growth. For the quota year 2007 beginning in May, the LTA will be issuing a total COE quota of 127,021. If we continue to allow 3% annual vehicle growth, our current vehicle population of 800,000 would increase by about 50% to about 1.2 million by 2020. On the other hand, our road capacity is expected to increase by about 9%-12% over the same period. If you were to line up all these 1.2 million vehicles bumper to bumper, it would fill up our existing expressways 5 times over! And if you were to line it up the other way, the 1.”
“This shared approach is very important. We need all the stakeholders to play their part. There has been some feedback which ask us why do we not put up call booking information on taxi stands. It is sensible because, firstly, not everybody who goes to a taxi stand and wants to make a booking will know the number. Or what about tourists? They may not know the number. So LTA has been working to put up this information at taxi stands, shopping centres and major buildings and also to get shopping centres to work with them. So, if you are a tourist or someone who needs to make a booking, you go to the information counter which will put the booking through for you, as in some countries. We need everybody to play their part to do this. Some shopping centres and developments asked why they should do this, as this is free advertising for the taxi companies. As I have said, everybody needs to play their part in order to raise the quality of our taxi service. 4.30 pm I am glad to hear from Mr Seng Han Thong that the taxi associations have come together to discuss how to move the taxi industry forward. I look forward to receiving the report and we will study it very carefully. Let me now turn to our strategy to manage and optimise our road use. Many of you would have noticed that the traffic on our roads has gone heavier, especially in the past few years, despite building more roads and highways. Why is it so? Mr Liang Eng Hwa was absolutely spot-on in his speech. He says the reason why this is so is because from 1997 to 2004, our road capacity grew by 5%, the car population grew by twice as much, by 10%, and daily car trips went up by even more, 23%.”
“The approach we have taken is to let the market determine the balance of all these three different interests - taxi passengers, taxi drivers and taxi operators. By liberalising the taxi industry, market forces determine the supply of taxi services and encourage competition within the taxi industry to improve taxi services for the benefit of taxi drivers and commuters. The liberalisation has seen the entry of three new companies and an increase in taxi supply to better meet commuters' needs. Competition among the companies has spurred them to improve their services and provide more choices for the commuters through differentiated services, such as limousine services as well as in niche areas like the medical chaperon and drink jockey services. Furthermore, competition among the taxi companies has also benefited taxi drivers, as the companies need to put together attractive taxi rental packages, and work hard to attract and retain drivers. The role of the Government in this liberalised market is to facilitate its workings and ensure that taxi service standards are not compromised. For instance, to ensure that commuters can get a taxi if they choose to phone-book a taxi, LTA has, with effect from January 2007, extended the monitoring period on taxi companies call booking performances from between 5 pm and 8 pm to between 5 pm and 11 pm under the Quality of Service (QoS) standards. LTA is also working with various stakeholders in this - like Ngee Ann City - you may have read in the newspapers. They are working with the operators at Ngee Ann City to try to de-conflict the traffic near the taxi stand there, improve the throughput of the road leading to Ngee Ann City and also talk to the taxi companies to get more taxis into Ngee Ann City during the peak period.”
“With the introduction of the regulatory framework for ticket payments and services last year, the PTC is also able to impose licence conditions to prevent card managers, such as ez-link, from levying unreasonable charges on commuters or engaging in any anti-competitive behaviour. Mr Ong Kian Min has highlighted taxi services and the need to better match supply and demand, particularly during peak periods. Fundamentally, when there is an imbalance, either the price or quantity will change. He cited Hong Kong as an example where there is no difficulty in getting a taxi even at peak periods. As I have mentioned, I visited Hong Kong recently and I met up with their taxi operators and taxi regulators. I asked them what is the secret. They said that there is no secret, there is an excess supply situation in Hong Kong. So why is it that when you walk out, you can get a taxi? Because they have an excess supply. The taxis are waiting for the commuters. But this comes at a cost. When I talked to the taxi associations, they said that it comes with high cost because the taxi drivers in Hong Kong are having an even more difficult time making ends meet than in Singapore. So, if we were to adopt this approach, Mr Seng Han Thong would have concerns, as he is already worried about whether deregulation will lead to more taxis on the road. It is important when we are dealing with transport issues, not to take a NIMBY (not in my backyard) approach - which simply shifts the impact to others, in this case, taxi drivers, by having an excess supply of taxis in Singapore which will result in lower fares and lower income for taxi drivers.”
“LTA and SMRT will play their part but so too should commuters take responsibility for their personal safety. The open platform at MRT stations is no different from public roads where commuters exercise personal caution by standing not too close to the edge and look out for traffic. Likewise, for commuters at MRT stations, they should stand behind the yellow lines while waiting for the trains. Shared responsibility is the principal way to minimise accidents because even if we put in the half-height platform screen doors, this cannot be a 100% guarantee as a foolproof way against future mishap. Mdm Cynthia Phua asked about adopting open standards for ez-link card system and when LTA would divest ownership of its subsidiary company, EZ-Link. When the ez-link system was introduced in 2002, the current proprietary system was chosen because it was a proven technology which had already been implemented in Hong Kong. LTA is currently upgrading the system to adopt open standards for its ticket payment infrastructure, which will allow other card suppliers and managers into the market and potentially, like she said, lower cost for commuters. This is expected to be ready when the Circle Line opens around 2010. I agree with Mdm Phua that the role of the card manager, which entails the sale, distribution and management of the ez-link cards, is best performed by a private company. LTA's ownership of ez-link is only meant to be transitional. LTA is looking into the divestment of this company and any divestment will be done in an open and transparent manner.”
“Nevertheless, the operators have taken in feedback and have been extending the concession hours for senior citizens over the years, most recently, in 2005. I think they will take into account what Ms Lee Bee Wah said as they will need to constantly review this matter as part of their business plans. I would like to assure Ms Lee Bee Wah that we take seriously the safety of the public at the MRT stations. We have various safety measures in place. There are signages at the trackside to advise commuters not to stand beyond the yellow line; Emergency Train Stop plungers at all platforms and Passenger Service Centres, and CCTVs to monitor the crowd situation. The train operators carry out public education on MRT safety and deploy staff to patrol station platforms and assist commuters. I would also like to assure her that LTA and SMRT continually take into account various suggestions to enhance safety, including the proposal to install half-height platform screen doors. Ms Lee Bee Wah brought up the example of Hong Kong and the amount of money they spent on that. I visited Hong Kong recently. I met the operators and I asked them. Most of the money they spent was to put up platform doors for their underground stations. In Singapore, we already have that throughout the whole MRT system. For the above ground, only four stations because of the costs. How did they deal with the costs? They passed it to the commuters. Ten-cent increase in fares because of the platform screen doors. But the point she made, that in assessing this, we should also take into account the disruption caused to the MRT system, is a valid point, and this is something that LTA is reviewing. However, ensuring safety is a shared responsibility.”
“As such, we have decided that current programme of building sheltered walkways and covers over pedestrian overhead bridges should be accelerated, and this will be dovetailed with HDB's covered linkway programme in the housing estates. I fully agree with Mr Cedric Foo, Mdm Cynthia Phua and Mr Seah Kian Peng that even as we strive to develop a first-rate public transport system, we must ensure that we make it accessible to all, including the less well-off in our society. The PTC will continue to ensure that fares remain affordable to the general commuting public. Our public transport fares are among the most affordable internationally. However, we do recognise that more would need to be done to help lower-income households in their public transport expenses. The correct way to help them is not through suppressing fare increases, but to find ways to help the lower-income households directly. For a start, the Government has put $10 million into the Public Transport Fund to be used over three years. A portion of the funds can be used to help low-income households cope if there is a fare increase in October 2007, to alleviate the immediate impact of the fare increase. We will also look at other longer-term measures to help such households cope with rising transport cost through this Fund and other measures. Also, on the issue of accessibility, Ms Lee Bee Wah has proposed that senior citizen concession hours be extended because more senior citizens are returning to the job market. Senior citizen concessionary travel granted by the public transport operations is a form of cross-subsidy by other full-fare paying adults. The more extensive it is, the higher the fares would be for others. Hence, the operators have to take this into account in extending concessions.”
“If we look at countries that have not done so, where the public transport operations are run by the State, you will find that the weight of evidence is that they end up with higher costs, less efficient, and over time, service levels go down. We are also enhancing the connectivity and accessibility of our public transport system. As it is, our public transport system already has a high level of connectivity and can be accessed easily. There is a bus stop within 400 metres radius of most residential developments, with services that connect commuters to all parts of the island. 67% of commuters take five minutes or less to walk to the bus-stop or MRT station, and 93% take 10 minutes or less. We are also integrating our MRT stations and bus interchanges with building developments, enhancing convenience and connectivity. We have seen such improvements at Toa Payoh and we will bring in the concept to the new Ang Mo Kio Bus Interchange which will be ready by mid-2007. When it is ready, commuters will be able to pick up groceries on their way home from work, take a break in between transfers or do some shopping at the numerous lifestyle boutiques. However, I agree with Mr Ong Kian Min that we must do more to improve connectivity, and in particular, improve the walking experience. Walking is an essential part of the public transport journey and we should take into account our tropical, humid weather and sudden downpours. I think Mr Ong Kian Min referred to it as the freaky weather, ie, when you go out, and there is a sudden downpour, you get wet and it is a dampener for people to use the public transport system. While we cannot change our weather, we can ameliorate its effects.”
“I am pleased to inform him that the PTC is currently considering a number of applications for services originating from HDB towns to the CBD area. Mr Cedric Foo, Mr Ong Kian Min and Mr Wee Siew Kim have also raised various suggestions on the public transport industry structure, including allowing buses and trains to compete, as well as allowing more competitors, such as mini-buses, to enter the market. With the premium bus services scheme, we are already allowing more competition on a limited basis, as such bus services can run along existing MRT and basic bus routes. Beyond this scheme, we are looking hard at the fundamental public transport industry structure and related competition issues, to see how we can make our public transport system more efficient and integrated, while giving commuters more choices. We have commissioned a consultancy study to give us further inputs and insights on these issues, and these will be incorporated into the on-going land transport review. Ms Sylvia Lim brought up the issue of the listed status of the public transport companies. I think she raised the point that because they are listed companies and have shareholders to answer to, they need to earn an adequate return. This might make them less efficient and less customer-centric. But I would be slow in coming to that conclusion because if you look at the weight of evidence, it is a fact that the public transport operators have a profit motive and profit incentive, and have to meet adequate returns that incentivise them to be efficient, innovative and customer-centric.”
“So, for the example which Mr Lim Biow Chuan gave, that by the time he saw the EMAS information, he was already close to the CTE tunnel, I would suggest that he switch on the radio while driving. There is constant feed on the radio when you switch it on and you will get the feed-in. LTA will continue, however, to enhance the existing platforms, and continue to explore new platforms where feasible and effective, including learning from best practices overseas. 4.15 pm When I was in Japan, they have this system where they provide not just journey planning, but tell you where are the areas which are congested. But it is very expensive; it is a private and public initiative, where they have car manufacturers to be involved in this. This is one service that they have and LTA will start to explore things like this. We are also expanding the number of public transport choices available to commuters. I agree with Mr Cedric Foo that we should facilitate premium bus services for commuters who want a more direct and comfortable ride. The Public Transport Council (PTC) recently simplified its premium bus service guidelines to encourage operators to provide more services. In answer to Mr Cedric Foo, COE-exempted buses, such as school buses or other omnibuses, can be used to operate premium bus services under the guidelines. It has been simplified. Barely two weeks after the revision, the PTC received more than 40 new applications, compared to an average of about one application per month previously. It is still early days to take stock of the revision, but we can be encouraged by the interest shown by the bus operators so far. Mr Ong Kian Min made the point that premium bus services should be expanded to cater to those living in the HDB estates.”
“This upgrading, which includes a redesigned interior layout to allow smoother passenger flow, will improve the comfort level of commuters. I agree with Dr Lam Pin Min that travel information, including real-time information, such as bus arrival times, can help commuters make more informed travel decisions, as well as better manage waiting time and transfers. Dr Lam would be happy to know that LTA is working closely with both bus operators to roll out a system that will display real-time bus information of both operators’ services at selected bus stops. LTA actually conducted a previous trial on such a service. It ended in 2003 because of technological constraints and costs. Since then, the technology has improved, with the public transport operators having now developed operational systems which facilitate the provision of real-time information. The current trial, which begins from the middle of this year, will complement PTO's efforts, such as SBST’s "iris Next Bus" initiative, which provides real-time bus arrival information through mobile phones and the SBST website. In addition, LTA has provided funding support for TransitLink to develop an electronic bus journey planner so that commuters will be able to find out various ways of getting from A to B, using the bus services provided by the two public transport operators. This journey planner is part of our on-going efforts to ensure that services are seamless and integrated across different operators. Dr Lam, Mr Ong Kian Min and Mr Lim Biow Chuan also suggested having real-time information for motorists, such as a dedicated radio channel for traffic news. Currently, LTA keep motorists updated through the one.motoring website, EMAS message signs, travel time displays and radio broadcasts.”
“As for concerns on overcrowding on our MRT trains, LTA's audit shows that the passenger loading at the busiest MRT stations, such as Toa Payoh and Kallang during the morning peak, is about 1400 passengers per train, or about 80% of the train’s passenger capacity. This is nothing like the morning commuter crush in Tokyo. I think Seah Kian Peng alluded to this. I visited Tokyo recently and I went to the Shinjuku station. Very busy during the morning peak, and you see long lines of people but all very orderly. And they go into the trains and they pack themselves in, shoulder to shoulder. And I was told that this was already an improvement. In the past, they had white-gloved attendants whose job is to pack them even more, push them in. But they have stopped that now because of their greying population. But I would like to assure this House that the Japanese standard of loading is not something that we aspire to. So Seah Kian Peng does not need to have nightmares that, in Singapore, we intend to pack people into the MRT trains like sardines. To experience for myself the crowding situation on our trains, I recently visited Toa Payoh MRT station during the morning peak period. I was told that this is the peak of peaks, when the Toa Payoh station is the busiest. When I tried to board the south-bound train at about 8.00 am, it was indeed difficult to get in at first, because passengers were crowding at the train doors. But once you get through that and move to the centre of the train, it was much better. I noticed that some of the commuters had enough space to read their newspapers. Nevertheless, I agree with Mr Liang Eng Hwa that improvements should be made, where feasible. SMRT is upgrading 66 of its trains over the next two years.”
“I mentioned earlier about the PTC Bus Satisfaction Survey and these are the top three concerns. What is encouraging is that, if you look at the survey results and compare 2006 with 2005, it has improved - marginally, but it has improved. But I agree that these are important issues and we should tackle them head on. Besides the two key measures of expanding our rail network and giving buses priority on our roads, we have also taken steps to ensure that the public transport operators themselves play their part in raising service standards. This is the point that Mdm Cynthia Phua brought up. It is an important point and it is something that we will be doing. Last year, the Public Transport Council (PTC) put in place a more stringent set of Quality of Service Standards (QoS) for basic bus services. This set of QoS Standards better reflects the travel experience of commuters and focuses on areas that are important to commuters: overcrowding, waiting time and journey time. For example, one of the standards that had been tightened was that at least 85% of total trips on each bus service should depart the bus interchange and terminals not more than five minutes from its scheduled headway on a daily basis. This will help improve the timeliness of buses arriving at bus stops and reduce waiting times. Over time, through continual refinement of the QoS Standards, the PTC aims to raise the bar for public transport operators and improve the reliability, journey time and waiting times for buses, while ensuring affordable fares.”
“5 million population, we expect that we will need to at least double our current rail network of 138 km for a 50% increase in population. That means building the equivalent of seven North-east Lines. Our expansion plans will bring the MRT to areas that are currently not well-served, enhance connectivity, reduce travel time, and relieve congestion on heavily-used MRT routes. The other key measure, if we want to get more people to choose public transport, is to give greater priority to buses on the road, as this will improve the reliability of bus services and reduce delays. This we will do. For example, LTA had conducted a pilot on full day bus lane along Orchard Road in October 2005. Average bus speeds have improved, with non-peak speeds increasing by 10% on weekdays and 23% on Saturdays. Following this, the LTA will be extending the full day bus lane scheme next month to other areas in the CBD, namely Eu Tong Sen Street, Hill Street, Victoria Street, Bras Basah Road and Somerset Road, benefiting over 50,000 commuters on about 40 bus services. LTA is also looking at ensuring that buses are able to get out of bus bays without being impeded by other road-users. In some instances, widened roads with linear bus stops may be the right trade-off but, for others, bus bays, coupled with the right of way for buses to exit, may be the better approach. Like Mr Ong Kian Min, many members of the public have suggested that this right of way be made mandatory, rather than as a matter of courtesy. LTA is currently studying this suggestion. Mr Cedric Foo, Mr Liang Eng Hwa, Mr Seah Kian Peng, Mr Ong Kian Min and others have cited problems of overcrowding on our buses and MRT, long waiting times for buses and long journey times on public transport. These are the top three concerns.”
“It is a key plank of our strategy to improve public transport journey times, to close the gap with private transport. So what can Singaporeans look forward to? The Circle Line will open from 2010 onwards, improving connectivity and reducing travel times. From Bishan to Paya Lebar, 30 minutes now. When the Circle Line is up and running, 17 minutes. For Bishan residents, an exciting night out at Holland Village will be less than 20 minutes away, while an evening stroll at the Botanic Gardens will be just two stops away from Bishan Station. The Circle Line will also help to spice up our city life by connecting people and places. For example, sports fans will be glad to know that after watching their favourite football team at the new Sports Hub, they can, if they wish, take a ride from the Stadium Station to the Mountbatten Station and have supper at Old Airport Road. Beyond this, the LTA is completing its feasibility studies for a new 33-station Downtown Line that will link the north western and the eastern parts of Singapore to the Marina Bay. When the Downtown Line is up, residents in Bukit Panjang, Bukit Timah, Bedok Reservoir and MacPherson can take the train to see, if they wish, the bright lights of the Marina Bay Sands Integrated Resort. A trip from Bukit Panjang to the city centre that now takes 60 minutes will be shortened by one-third. A resident in the Bedok Reservoir area will no longer need to take a feeder bus to Bedok Central to catch a train into the CBD. The Downtown Line will connect his home in the heartlands directly to the Marina Bay. Beyond the Downtown Line, we are identifying other possible rail lines and extensions required to support Singapore's development to 2020 and beyond. As part of our long-term planning for a future Singapore of 6.”
“My aim is to make public transport more attractive, no longer positioned as merely catering to a captive market, as Ms Sylvia Lim has said, of those who have no other means of transport, but to win over those who do not have alternatives. We must make public transport attractive to this group of "non-customers", so that significant numbers would choose public transport because they find it convenient, reliable and offering far better value for money than private transport. To do this, we have embarked on a slew of measures: (1) Expanding our rail network; (2) Giving priority to our buses on our roads. So, bus will have priority on the road; (3) Raising the quality of our buses and trains; (4) Enhancing the choices for our commuters; (5) Improving connectivity and accessibility. We have set ourselves a target of raising the public transport share of all morning peak-hour trips from the current 63% to at least 70% by 2020. To achieve this, it is important that we increase the density of our rail network. In most major cities that have a high public transport modal share, such as London, New York and Tokyo, the rail network - density and frequency - plays a critical role, as it is the most competitive alternative to the car in terms of speed, reliability and comfort. We see this too in Singapore. Commuters surveyed in LTA's 2006 Public Transport Customer Satisfaction Survey gave the thumbs-up for the MRT. 94% of users surveyed were satisfied with MRT services. It scored well in critical attributes, such as travel time (94% were satisfied), reliability (93%) and station accessibility (93%). Looking ahead, and this is in answer to Mr Liang Eng Hwa, we will expand our MRT network.”
“I think we should always bear that in mind with our public transport system. The complaints are plenty and if you listen enough to them, you sometimes might lose your sense of perspective of what the larger picture really is. So if you look at surveys that have been done - the Public Transport Council conducts a Bus Satisfaction Survey every year - last year, 2006, it was eight out of 10 who said that the overall service level, they are satisfied with it. This is an improvement. In 2005 it was seven in 10. So we should always bear this in mind. If we look at, say, international benchmarks, where do we stand? The International Union of Public Transport (UITP), in its 2006 "Mobility in Cities Database", had surveyed more than 50 cities and named Singapore, along with Vienna and Helsinki, as the top three cities with the most striking success in providing an efficient and enjoyable public transport system. Our public transport system was also ranked among the top four in terms of operating cost and affordability of fares to commuters. Recently, I met Mr Hans Rat, Secretary General of UITP, who was here on a visit to look at our public transport system, and he said: "If public transport is a religion, Singapore will be a holy place." He said this is because we have a very good public transport system. So, as I said earlier, when it comes to public transport, let us keep it in perspective, let us keep the larger picture in view. We have a good public transport system but, yes, there is room for improvement, and this is something that we must and will do to improve it.”
“Mr Chairman, Sir, I thank Members for their comments and suggestions on the land transport system. Several Members, including Mr Cedric Foo, Mr Liang Eng Hwa, Mr Seah Kian Peng and Mdm Cynthia Phua, have asked how our land transport system will be able to cope if our population were to increase to 6.5 million in the long term. This is a pertinent question and it goes to the crux of our land transport policy. Looking into the future, as Mr Liang Eng Hwa has pointed out, we must position our land transport system to meet the significantly greater travel demands of a larger, more diverse population and a more vibrant economy. We will have to do this within the constraints of finite land resources, and without sacrificing the quality of our living environment. Forward planning, as Mr Cedric Foo and Mdm Cynthia Phua said - I think Mr Foo used the words "advanced planning" - is essential. We have three principle strategies to deal with these future challenges. Firstly, we must make public transport a choice mode because this makes best use of our scarce land resources and preserves our environment. Secondly, we must manage and optimise road use. Thirdly, our transport system must meet the diverse needs of a more complex and socially inclusive society. 4.00 pm Let me start with our strategy to make public transport a choice mode, a topic that many MPs have spoken about, supported and given many useful suggestions. To begin with, as Mdm Cynthia Phua has asked, what is the state of play of our public transport system? She is not here right now but I would like to thank her because she alone, among all the speakers, had said that, if you look back at where we were and where we are now, we have made significant improvements.”
“As I have said, when we put in the ERP, we give a choice to the motorists on the different routes that they can take. If the Member is suggesting that we start to monitor all access points and then put up the gantry points at all these points, it would make it very onerous for motorists. That means, basically, it is shutting it all off. That is why I said it is better to monitor it and basically take into account the major access points into the CTE. JURONG TOWN CORPORATION (Divestment of industrial property portfolio) 15. Mr Seah Kian Peng asked the Minister for Trade and Industry what is the impact of Jurong Town Corporation's decision to divest a substantial portion of its industrial property portfolio on the business operating environment and whether this will curtail the development and growth of local businesses, especially the SMEs.”
“I am not sure whether the Member is suggesting that we put up more gantries to cut it all off. As I have said, you have to decide where you want to put the gantries.”
“Yes, it gets congested and we are monitoring that. We have to monitor to see the speed. LTA had to make a decision where to put the gantry point. If you put it further down, where you are suggesting, then you will not catch the flow of traffic from the PIE into the CTE. So they put it further up, to catch that flow, rather than further down. But that is something that they are constantly monitoring.”
“Actually, it starts to thin down, because I have gone down there. You are talking before the run up to the gantry point?”
“You are talking before the gantry point? At the gantry point?”
“That is actually factually inaccurate. Since we introduced the ERP, if we look at the numbers, the revenue has actually come down. Compared to the ALS, it is down by about 20 per cent. And the pricing actually changes. So, if we look at, say, since it was introduced in 1998 till now, have ERP rates gone down? Yes, it has gone down, various periods. In fact, in 1999 and 2003, it went down - certain periods. 2004, it went down. So it is not a revenue-raising exercise like the Member said, nor do we intend to squeeze people. We are trying to match an imbalance between the demand, as I said, for finite road space, over that period of time, and the supply. So how best to do it? And I did not say that that was the only way. I think it is the most direct way but we need other things to solve this problem. There is no silver bullet to this. So it has to be all these measures and we have to keep on adjusting them all the time to try to address this problem.”
“In terms of car population, that is a good question, something that we have to balance. Part of the problem is that, if the car population continues to grow, then, of course, it would put pressure on the infrastructure, and we need to strike a balance between car population growth, ERP and the amount of roads that we can put into Singapore because it is so finite. And one of the things that is worth emphasising is that we are very different from other cities. We are not a city within a country. The city is the country itself. Everything that you see in a country is within the city, whether it be business centre or military base, you cannot push it out, it is all here. So the space is extremely finite. We need to use a whole range of instruments, not just ERP pricing. We need a good road network, we need to have good public transport and proper and integrated land use and transport planning - the whole range.”
“I think it is useful to look at this issue in perspective. When it comes to the problem of urban transport, there is no single solution. So you often need a holistic approach to solve it. The issue with the CTE is that, basically, you have demand for road space during peak period where the demand exceeds the supply. It is finite - the particular road space. And how is the best way to deal with it? Well, the best way, the most direct way, is through a pricing mechanism. So you have a choice: you decide whether you want to travel during that particular period of time or change the time; to use a different mode of travel, a different route, or not to make that particular trip at all. You are given a choice. So, that is the most efficient way, but, by itself, it is not enough. You need other measures. So, in response to her first question, developments in the north and northeast sector, do we take that into account, yes, we work very closely with MND on this, because it is really urban planning, eg, where the residential sites are, where the business centres and commercial centres are, etc, and then we build the infrastructure accordingly. So for the north, northeast sector, besides the CTE, we are going to build the Kallang/Paya Lebar Expressway, which is new capacity, and that should help to reduce congestion. And along the CTE itself, we will be widening the CTE between Ang Mo Kio Avenue 1 and Ang Mo Kio Avenue 3. The second question she has is, if you are travelling in that particular sector, are you bearing an extra cost? It is really a matter of choice. You have to decide whether or not you want to pay the charge in order to have a faster speed of travel. It is not something which is imposed on you.”
“Mr Speaker, Sir, the implementation of ERP along the northbound and southbound CTE has helped keep average speeds within the optimal range of 45-65 kph during the morning and evening peak period. The average speeds on the alternative arterial roads are also within the threshold speeds of 20-30 kph. While traffic may still be heavy on the CTE, the average speeds are better than before ERP was imposed. For example, before evening ERP was implemented, average speeds were about 25 kph during the period from 6.30 pm to 7.30 pm when traffic flow was heaviest. With the ERP, the speeds have crossed 45 kph, which is within our optimal speed range. If we had not implemented evening ERP, we would expect that average speeds would have gone down to well below 25 kph by now, possibly resulting in a gridlock situation. However, the situation is never static, as the improvement in travel speed will wear off over time as the car population grows and more drivers feel that it is worthwhile paying the charge for the reduction in traveling time. Hence, the LTA needs to constantly monitor the traffic situation and make timely adjustments to deal with it.”
“The Land Transport Authority (LTA) draws information from its computer system for enforcement purposes. LTA’s enforcement officers use Personal Digital Assistants (PDAs) to instantaneously retrieve data on the motor insurance and the road tax of vehicles. However, they do from time to time use the physical road tax disc as a quick means to decide whether further checks should be carried out on a vehicle. To a vehicle owner, the physical road tax disc serves as a reminder of the expiry date of his vehicle’s road tax. The physical disc also serves as a proxy for the Malaysian authorities to ascertain that a Singapore-registered vehicle is properly licensed and has a valid motor insurance coverage when entering Malaysia. APPENDICES Section Name: WRITTEN ANSWERS TO QUESTIONS Title: AVERAGE BALANCES IN CPF MEMBERS' ACCOUNTS Filename : Annexes to Written Answer to Question No. 5 MP Name: Dr Ng Eng Hen”
“The ERP revenue collected from FY 2001 to 2005 is tabulated as follows: ERP Revenue FY2001 $80,367,000 FY2002 $80,733,000 FY2003 $78,221,387 FY2004 $77,276,313 FY2005 $86,100,309 The FY2005 collection of $86 million is higher than that in the previous years largely because of the introduction of evening ERP on the CTE and the extension of ERP to Orchard Road on weekday evenings (from 7 pm to 8 pm) and on Saturdays (from 12 pm to 8 pm) in August 2005 and October 2005 respectively. Column No : 1327 INSURANCE AND ROAD TAX PAYMENTS 9. Mr Cedric Foo Chee Keng asked the Minister for Transport (a) what are the reasons for requiring motorists to display paper road tax discs on vehicle windscreens; (b) whether the Land Transport Authority can verify compliance with insurance and road tax payments through its computer systems.”
“The Concept Plan 2001 established the need for a North-South Expressway (NSE) to support the anticipated increase in traffic along the major north-south corridors in the long term, given the Urban Redevelopment Authority’s (URA) plan to increase residential developments in the north and north east of the island and employment in the city area. Currently, no implementation timeframe has been established for NSE. The Kallang-Paya Lebar Expressway (KPE), which will be completed by the end of 2008, should relieve the current pressures on the Central Expressway (CTE) and Upper Serangoon Road. But as this is a dynamic situation, we will continue to assess the development growth and traffic conditions of the northern sector to ensure the timely implementation of the NSE. Column No : 1311 ASEAN CHARTER (Update on progress) 51. Mdm Halimah Yacob asked the Minister for Foreign Affairs (a) whether he will give an update on the progress made in adopting an ASEAN Charter; (b) what will this Charter achieve; and (c) will the adoption of this Charter mark a change in ASEAN's principles of consensus and non-interference.”
“Our current regulatory approach is not to mandate the operators to come up with such integrated season passes. We have instead adopted an approach of giving operators some leeway to be innovative in coming up with their own customer loyalty schemes, such as SBST's SeasonPass in this case. Such schemes are a business decision of the public transport operators (PTOs), based on their assessment of market requirements. Commuters have indicated that they would like to see an "all-in-one pass" which covers the entire rail and bus system and the PTOs would need to take into account such feedback. Column No : 1303 PSORIASIS (Subsidy for treatment and public awareness) 32. Ms Indranee Rajah asked the Minister for Health (a) whether his Ministry will subsidise the cost of biologics treatment for psoriasis and psoriatic arthritis patients or, alternatively, allow such patients to pay for their treatment out of their CPF; and (b) whether the Health Promotion Board will take steps to increase public awareness of this illness.”
“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 Raymond Lim Siang Keat]. Bill considered in Committee; reported without amendment; read a Third time and passed. Column No : 1298 Column No : 1298 ADJOURNMENT Resolved, That Parliament do now adjourn to Thursday, 15th February, 2007. - [Mr Mah Bow Tan]. Adjourned accordingly at Fifteen Minutes to Five o'clock pm to Thursday, 15th February 2007. WRITTEN ANSWERS TO QUESTIONS FOR ORAL ANSWER NOT ANSWERED BY 3.00 PM Column No : 1299 FOREIGN WORKERS DORMITORY (Consumption of alcoholic beverages) 18. Mr Cedric Foo Chee Keng asked the Deputy Prime Minister and Minister for Home Affairs whether foreign workers are allowed to consume alcoholic beverages in their dormitory compound and, if not, will the Ministry reconsider this policy so as to reduce the number of foreign workers loitering, drinking and creating disturbances in HDB housing estates.”
“Mdm Deputy Speaker, I beg to move, "That the Bill be now read a Second time." Introduction This Bill amends the Civil Aviation Authority of Singapore Act (CAAS Act) to allow the Civil Aviation Authority of Singapore (CAAS) to: (a) raise loans from the Government; (b) raise loans within or outside Singapore from such sources as the Minister for Transport may direct, by: (i) mortgage, overdraft or other means with or without security; (ii) charge on any property vested or on any other revenue receivable; and (iii) debentures, bonds or any other instrument; and (c) raise loans through credit facilities for purchase of goods, materials, things or services; I will now explain the proposed amendment. Background Sir, CAAS was set up in 1984 when the then Department of Civil Aviation was restructured from an MOT department into a statutory body. CAAS' powers for discharging its functions as the Civil Aviation Authority of Singapore, as set forth in the CAAS Act, include taking decisions on appropriate modes of capital financing. Expansion of borrowing powers Currently, the CAAS Act restricts CAAS to borrow only from the Government, banks and other financial institutions. This does not clearly include the power to borrow by issuing bonds. The proposed amendment will give CAAS more options to raise funds from the capital market. This will allow CAAS greater flexibility as it will be able to choose the option with the lowest borrowing cost to fund its projects. The same powers had been granted to the Inland Revenue Authority of Singapore, National University of Singapore, Nanyang Technological University and Public Utilities Board when their Acts were amended in recent years. Sir, I beg to move. Question put, and agreed to.”
“Conclusion Mr Speaker, Sir, the amendments that I have presented today are necessary to ensure that the Air Navigation Act remains relevant to our needs. They will contribute to public safety, enable us to maintain Singapore's excellent reputation of high aviation safety and security standards, and strengthen Changi Airport's position as a leading global air hub. 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 Raymond Lim Siang Keat]. Bill considered in Committee. [Mr Speaker in the Chair]”