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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“LTA has carefully studied the many suggestions given by the public and motor industry recently. In particular, the Motor Traders' Association (MTA) suggested spreading out the adjustments for the over-projections over a longer period. LTA is prepared to do so, to give the industry and car buyers more time to adjust. These are one-time corrections, and will not affect the long-term growth in the vehicle population. LTA will therefore spread out the remaining 9,577 COEs to be corrected over a period of three years, instead of the remaining one year. This will be factored into the quotas for the bidding period of February 2011 to July 2011, which LTA will announce later today. Dr Lim asked about the expected trend of COE supply in the next 12 months. The LTA no longer forecasts future COE supply. However, it has been providing updated information on the latest monthly de-registration data to help those who wish to make their own projections.”
“To close this loophole, the COE rebate for vehicles registered using a Category E COE is now computed based on the lower of the Category E COE price or that of the corresponding vehicle category in the same tender exercise, and any pro-rated COE rebate is also subject to an 80% cap if the vehicle is de-registered for export within two years from registration. While these measures do not make it completely impossible to speculate in Category E COEs, we must also bear in mind that any would-be speculator must be prepared to fork out $10,000 for the COE bid deposit. They would then have at most three months of the COE validity period to try to sell off the COE for a profit, failing which they would lose the $10,000 deposit. The full details of the existing anti-speculation measures can be found at the LTA website. Dr Lim asked if any measures will be taken to control the surge in COE prices. The objective of the COE system is to ensure that the vehicle population grows at a sustainable rate so that our roads do not become gridlocked. The supply of COEs is fixed by the quota which takes into account the allowable vehicle growth rate, the actual vehicle de-registrations in the preceding period and the one-time adjustments to compensate for over-projections in de-registrations in 2008 and 2009 under the old methodology. The quota is subsequently distributed through a bidding system, and the prices for the COEs are ultimately determined by the supply of COEs, and the demand for them. In 2010, the supply of COEs was reduced due to the relatively lower de-registrations and the adjustments. This reduction in supply, together with the rising demand for COEs in a strong economy, naturally pushed prices up.”
“Sir, the COE system has been modified many times to curb speculation and increase its transparency since its introduction in 1990. Let me explain why speculation, or attempts to profiteer from the COE system, is not likely to be significant with the existing measures in place. Firstly, all COE bids made in the two car categories (Categories A and B) and the motorcycle category (Category D) must be made in the name of the buyers. Once the COE is obtained, the vehicle has to be registered in the name of the bidder. Therefore, there must be a genuine buyer behind each bid, and the buyer cannot subsequently re-sell the COE to another buyer to profit from a rising COE market. In fact, the Land Transport Authority (LTA) has made the rules so tight that cars registered using Categories A and B COEs cannot be transferred within the first three months, and should the ownership of the car be transferred between the 4th and the 6th months, LTA would impose an additional levy to prevent any possible gain. However, to provide some flexibility and convenience for those who require their vehicles urgently, successful COE bids in Category C (Goods Vehicles and Buses) and Category E (Open Category) in the name of individuals are transferable. However, these can only be transferred once within the first three months, while successful bids by companies are not transferable at all. To discourage speculators, especially for the Category E COEs, we have put in place a number of deterrent measures. In the past, there were instances of speculators with Category E COEs who, when caught in a falling COE market, limited their losses by using these COEs to register cheaper vehicles such as motorcycles and immediately de-register them to claim a near 100% COE rebate.”
“Mr Baey Yam Keng asked the Minister for Community Development, Youth and Sports (a) what is the programme and schedule for upgrading sports facilities to cater to today's public needs; and (b) what are the plans for older facilities like Queenstown Stadium and Swimming Complex, given the trend that newer facilities are integrated with other purposes such as community centres.”
“The daily ridership on the Bukit Panjang Light Rail Transit (BPLRT) has increased by about 2.2% per year over the 10-year period from 2001 to 2010. However in 2008 and 2010, daily ridership grew by more than 7% per year. This has resulted in the BPLRT trains and platforms becoming more crowded, especially during the peak hours. We would like to assure Mr Liang Eng Hwa that one of our top priorities is to address train crowding, including that of the BPLRT system. To meet the rising demand, the LTA is already working with the operator on ways to manage crowding and to enhance the capacity of the BPLRT system, taking into consideration the long-term travel demand. In the meantime, LTA has also been working closely with the public transport operators and community to improve the public transport services in the area. For example, peak hour bus capacity and frequencies have been increased for seven bus services. In particular, service 922 has been re-routed to serve two additional areas in the estate, Jelapang and Bangkit, with an improved peak-hour frequency. Beyond these, LTA is also looking at further improving the provision of bus services in Bukit Panjang town to provide residents with more direct transport options to the city. The LTA will continue to monitor the developments in Bukit Panjang town and work closely with the operators to ensure the adequacy of public transport capacity for the residents. UPGRADING OF SPORTS FACILITIES 18.”
“In this regard, the corporatisation of Changi Airport has also provided CAG as the airport operator with greater focus, private sector discipline and nimbleness to better anticipate the needs of airlines and passengers and stay ahead as a hub of choice. (1)IATA (http://www.iata.org/pressroom/pr/Pages/2010-02-01-01.aspx) (2)IATA has estimated that passenger traffic in Asia-Pacific will increase from 638 million in end 2009 to 855 million by 2013. BUKIT PANJANG LRT RIDERSHIP 15. Mr Liang Eng Hwa asked the Minister for Transport (a) whether the ridership for the Bukit Panjang Light Rail Transit (LRT) system has increased and become more crowded; and (b) whether the Ministry has any plans to enhance the LRT capacity so as to cope with the increasing population at Bukit Panjang town.”
“Together, Changi Airport's three main terminals and Budget Terminal can handle up to 73 million passenger movements annually. This is about 45% more than the 40 million passenger movements that CAG expects for 2010. There is thus sufficient capacity at the airport for traffic growth in the near to medium term. Also, with the corporatisation of Changi Airport in July 2009, a regulatory framework has been put in place to provide for timely investment by CAG in airport infrastructure, runways and other facilities. This will be done through a collaborative, regular master-planning process between CAG and the Civil Aviation Authority of Singapore (CAAS). Building capacity ahead of demand has been a key driver for the success of Changi Airport, and the regulatory framework will ensure that, post-corporatisation, there will continue to be sufficient capacity at Changi Airport to handle future increases in traffic. Ensuring Changi Airport's position as a leading aviation hub in the region and globally in the long term remains a key focus of the Ministry of Transport (MOT) and CAAS. We are cognisant that even as the international air travel market grows, competition for traffic, especially from airports with similar hub aspirations, is intensifying. To stay ahead of the competition, we will continue to build on the strengths that have contributed to Singapore's success as an aviation hub thus far. This would include providing a world-class, safe and secure air transport system for the travelling public, pursuing air services liberalisation at the bilateral and multilateral levels to facilitate growth in local and foreign carriers operations to and beyond Singapore as well as ensuring that there is sufficient capacity to accommodate traffic growth.”
“Changi Airport has recovered from the economic downturn that adversely affected the international aviation industry in 2008 and 2009, and has been registering positive traffic growth since August last year. In the first ten months of 2010, Changi Airport handled more than 34 million passengers and over 1.5 million tonnes of cargo. This represents an encouraging 15% and 13% year-on-year growth respectively. The Changi Airport Group (CAG) expects the passenger numbers to cross the annual 40 million passenger mark for the first time this year. This is an important milestone in the development of our aviation hub. With Changi Airport's good traffic performance for 2010, we are optimistic that the momentum for traffic growth at Changi Airport will continue over the next few years. With its superior air connectivity, Changi Airport is well positioned to tap the growing Asia-Pacific air travel market, which is now the largest in the world(1). Industry bodies such as the International Air Transport Association (IATA) have also projected strong traffic growth of about 35% for the Asia Pacific region over the next four years(2), driven by the robust economic growth of the major economies in the region, such as China and India. In addition, the increased pace of air services liberalisation in the region has led to growth in short-haul air services, which are likely to contribute even more significantly to Changi Airport's traffic in the coming years. The opening of the two Integrated Resorts, amongst other new tourist attractions in Singapore, will also boost traffic at Changi Airport. Barring major unexpected surprises, we should see healthy traffic growth ahead for Changi Airport.”
“The PTOs are also required to renew their Fire Certificate each year to ensure each station's fire safety standards are up-to-date. On their part, the PTOs conduct regular training and exercises to continuously update their staff of the latest fire safety standards and practices as well as measures to ensure the prompt recovery of public transport services should a fire incident occur. SPECIAL IMMIGRATION COUNTERS FOR SENIOR CITIZENS 14. Mr Seah Kian Peng asked the Minister for Home Affairs given the ageing population, whether the Immigration and Checkpoints Authority will consider dedicating some immigration counters specifically for senior citizens and their family members.”
“The Land Transport Authority (LTA) works closely with the Singapore Civil Defence Force (SCDF) to ensure that adequate fire safety measures are put into place to safeguard commuters' interests. Our public transport infrastructure, such as the Rapid Transit System (RTS) stations and tunnels, as well as bus interchanges and depots, are designed in compliance with prevailing fire safety codes and standards. For example, the MRT stations are built with non-combustible building materials, and equipped with emergency ventilation systems, fire protection systems and emergency lightings. Stations are built with adequate exits so that commuters can evacuate from the platform and station within prescribed timings. Our trains and buses are also designed for fire safety, with fixtures such as fire extinguishers and emergency exits built in to handle fire scenarios. In addition, the bus operators undertake additional safety measures such as using fire-retardant materials for seats and floor mats. As part of the regulatory standards imposed on the Public Transport Operators (PTOs) to ensure safety of the RTS system, the LTA has stipulated zero occurrence of fire incidents in trains, stations and tunnels to ensure that fire safety standards are observed at all times during the PTOs' day-to-day operations. The Public Transport Council (PTC) also sets Quality of Service (QoS) standards relating to the operational safety of bus services. If the PTOs are found to be in breach of the stipulated standards, the LTA or PTC may impose a financial penalty according to the severity of the occurrence. To further ensure that the PTOs are capable of dealing with a fire scenario, the SCDF requires PTOs to conduct at least two fire safety drills in the MRT stations each year.”
“In addition, LTA works with the taxi companies by sharing the results of waiting time surveys at taxi stands with them for the information to be disseminated to their drivers. FIRE SAFETY STANDARDS FOR PUBLIC TRANSPORT OPERATORS 13. Mr Low Thia Khiang asked the Minister for Transport (a) whether sufficient fire safety measures are in place on public transport; and (b) what role does the Government play to ensure that public transport operators meet fire safety standards.”
“Sir, the taxi industry was liberalised to allow market forces to determine the pricing and supply of taxis to meet demand. As a result, our taxi industry is a competitive one where companies have the flexibility to increase their taxi fleet and new entrants can enter the market to cater to the increase in taxi demand. Taxi companies are also able to employ differential pricing through the implementation of surcharges to meet the varying taxi demand at different times of the day and at different locations. Although it is a liberalised industry, the Land Transport Authority (LTA) continues to monitor the service standards and availability of taxis. In consultation with various stakeholders, LTA has instituted Quality of Service (QoS) standards that include measuring the call-booking performance of taxi companies. LTA also monitors the waiting times at taxi stands with high demand that are located in the city and city fringe areas. The results show that taxi companies are meeting the QoS standards for call booking, and that the average waiting time at taxi stands is generally less than 15 minutes. There were, however, occurrences when the waiting times at some taxi stands in the city area exceeded 20 minutes. These were mainly during the 9.00-10.00 pm period and due to the surge in demand for taxis when shopping malls closed. LTA recognises that these malls have an interest in managing the waiting times for their customers, and have been working with some of them to look at ways to facilitate improvements at these taxi stands. These include looking at ways to increase the space for taxis to queue, and facilitate the mall management in calling up taxi companies to broadcast to taxis in the vicinity to ply at taxi stands where the queue is long.”
“Nevertheless, to help the public make more informed travel choices, the CAAS is stepping up efforts to raise awareness on what service levels travellers can expect from airlines, including what to look out for when purchasing air tickets, and the avenues of recourse in the event of airline service lapses. Passengers affected by airline service lapses have various avenues of recourse. They can take up the matter directly with the airline; and if transactions were carried out in Singapore seek assistance from the Consumer Association of Singapore (CASE), or lodge a claim with the Small Claims Tribunal. Where there are unfair practices, recourse is further available under the Consumer Protection (Fair Trading) Act. CAAS will continue to monitor the situation closely and work with stakeholders, including airlines and the operator Changi Airport Group, to ensure that the travelling public is well served through a fair, open and competitive air travel market. (1) The LCCs referred to are Jetstar Group and Tiger Airways respectively. WRITTEN ANSWERS TO QUESTIONS SINGAPORE'S FUTURE-READINESS 1. Miss Penny Low asked the Prime Minister (a) whether a report on the state of Singapore's future-readiness has been made; (b) if so, what is the outlook in terms of Singapore's (i) economic future-readiness in riding the changing tides of the global trade routes and industry sectors; and (ii) social future-readiness in engaging our people and building social capital; and (c) what can the private, public and people sectors do to help Singapore become more future-ready.”
“The air transport market today is highly competitive and has become increasingly diverse. There is now a wide range of airlines and fares to suit different consumer travel needs. The Low Cost Carriers (LCCs), for example, provide a basic, no-frills service at more competitive rates than traditional Full Service Carriers (FSCs) that offer a comprehensive array of services. We are aware that complaints on LCCs' service standards have increased in recent years. Unlike aviation safety standards which need to be strictly regulated by the Civil Aviation Authority of Singapore (CAAS) in the interest of public safety, there is no compelling case for regulating service offerings by airlines operating at Changi Airport. While regulating airline service standards may provide some assurance of assistance to passengers affected by flight cancellations or other service shortcomings, we have to be mindful that regulatory intervention will ultimately drive up air travel costs and stifle innovation in the air travel market, which is already a very competitive one. Such an outcome would not be in the interest of the travelling public and Singapore as an air hub. Our approach has thus been to allow market forces to influence the level of service standards offered by the airlines. Given the keen market competition, the airlines are well aware that they will have to meet their passengers' expectations or risk losing these customers. The LCCs have recognised this and are starting to address customer feedback and take additional measures to improve customer service. One LCC has issued a customer guarantee commitment, while another has created a task force to look into improving communications with its passengers(1).”
“Under the new WPL-CAT regime, TDVL applicants are required to obtain at least a Level 3 pass in the three areas tested – Listening, Reading and Speaking, before they are allowed to enroll in the TDVL course. To ensure that the knowledge of our taxi drivers is up-to-date, TDVL holders are required to attend a refresher course once every six years. LTA will continue to work with the STA to improve the training of taxi drivers so as to deliver higher service standards for our commuters. SIGN-UP RATE FOR CPF LIFE 31. Assoc. Prof. Fatimah Lateef asked the Minister for Manpower how many Singaporeans have signed up for the CPF Lifelong Income for the Elderly (LIFE) scheme thus far compared to the number of eligible residents.”
“On Ms Wong's query on the service performance of taxi companies in meeting commuters' needs, I wish to highlight that LTA requires all taxi companies to comply with service performance standards under the monthly Quality of Service (QoS) standards. The QoS standards are categorised in three main areas, namely, the availability of taxis via call booking, safety and customer satisfaction. LTA monitors taxi companies' performance very closely and penalties are levied on companies that fail to meet the required standards. In addition, LTA monitors commuters' waiting time at taxi stands with high demand. LTA also conducts monthly public opinion survey of taxi companies' service provision and quarterly mystery customer audits of the service delivery by taxi drivers. Besides sharing these waiting times and survey/audit information with taxi companies, regular meetings with them and the taxi drivers' associations are held to see if there are gaps in service delivery and how best to address them. LTA is currently reviewing how service in the taxi industry can be further improved to better meet the needs of commuters and will announce the improvements by early next year. On measures to professionalise taxi drivers, LTA has been working with the Singapore Taxi Academy (STA) on a number of initiatives. In July 2010, a computer-based English assessment, the Workplace Literacy-Computer Adaptive Test (WPL-CAT), was adopted as a more comprehensive and systematic method of testing the English proficiency of Taxi Driver's Vocational Licence (TDVL) applicants. This replaced the English assessment interviews conducted by the STA for TDVL applicants who do not possess a GCE "O" or "N" level pass in English.”
“Sir, the $1 million Taxi Fund, which LTA set up last year, in consultation with the taxi companies and the National Taxi Association (NTA), was intended as a temporary measure to provide some help to the taxi industry given the expectations then of a severe economic downturn. However, as this is public money, any potential use of the Fund had to fulfil three objectives. First, it should help to improve the service levels of taxi drivers, for example, by supporting initiatives such as programmes on good service behaviours. Second, there is a co-funding element where only up to one-third of the cost of any promotional activities proposed by taxi companies would be taken from the Fund, and it must not involve a direct subsidy of taxi fares. And, lastly, the Fund could also be used to improve demand by improving convenience and accessibility for taxi commuters during major events such as the Singapore River Hongbao, through the construction of additional infrastructure facilities such as temporary taxi stands. As indicated in the reply to a parliamentary question last year, the Fund is open to application by taxi companies and only proposals that meet the stipulated requirements will be approved. While a $1 million budget has been set aside, actual utilisation will depend on the merits of the proposals LTA receives. To date, LTA has received a number of applications and one proposal has been approved for co-funding. LTA also has plans to make use of some of the funds to improve taxi information at taxi stands in the next few months. In addition, LTA is intending to tap on the fund to construct temporary taxi stands around the Chinatown area during the Singapore River Hongbao early next year.”
“Ms Audrey Wong Wai Yen asked the Minister for Transport (a) what has been the impact of the $1 million fund launched last year to improve taxi ridership; (b) whether the Ministry conducts annual service audits of taxi companies to ensure that they are meeting consumers' needs and expectations and changing commuter patterns; and (c) whether the Ministry will consider further measures to professionalise taxi drivers, such as accreditation to raise the perceived job status of taxi driving.”
“Currently, the Land Transport Authority (LTA) does not regulate business operators who make, install or sell vehicle licence plates. We allow the fitting of vehicle licence plates as long as they comply with our technical requirements, remain easily distinguishable at all times, and are securely mounted on the vehicles. Any person who forges a vehicle licence plate, or uses a forged licence plate, is liable, upon conviction, to a fine of up to $5,000, or a jail term of up to 12 months, or both. Licence plates are checked regularly during the periodic vehicle inspections mandated by LTA to ensure that they bear the registration numbers assigned to the vehicle. We share the Member's concern on the recent case of illegal duplication of car licence plates, and will continue to take strict enforcement action against any vehicle owners and vehicle licence plate suppliers who forge plates. LTA records show that, over the past three years, the number of illegal duplication of vehicle licence plates was consistently low at an average of seven per year. These statistics do not justify LTA making it mandatory for vehicle licence plate suppliers to verify vehicle registration and ownership details before fitting the plates onto vehicles. This would cause unnecessary inconvenience to the vast majority of vehicle owners and vehicle licence plate suppliers who are compliant. Similarly, the statistics do not warrant LTA raising the penalties for such offences . Nevertheless, LTA will monitor the situation closely and re-look into the need to regulate vehicle licence plate suppliers and increase the penalties for illegal forgery of vehicle licence plates should the problem become more serious. FUND TO IMPROVE TAXI RIDERSHIP 30.”
“The evening ERP rates along the CTE are again to ensure smooth traffic flow during the evening. If we were to waive them, it does not mean the congestion will disappear. The congestion will still be there. PUBLIC TRANSPORT FOR CHILDREN 17. Mrs Mildred Tan: asked the Minister for Transport (a) whether the Ministry will consider giving free public transport to children below the age of six given that this is the case in many developed countries; and (b) how is the height limit of 0.9 metre for free public transport decided upon and whether there is a basis to move this limit upwards.”
“The Member is right in that we are doing some widening works on the CTE. If that leads to significant traffic improvement, it would be reflected when we conduct our quarterly review and the ERP rates will be adjusted accordingly. Er Lee Bee Wah: Thank you, Mr Speaker. I would like to ask if the Minister would consider a waiver of the evening ERP rates along the CTE.”
“This is not prudent as the optimal speed ranges are determined based on the physical capacity of the roads. Allowing a lower speed threshold because of population growth will simply lead to poorer service levels on our roads and more widespread congestion, as the physical capacity of the roads remain unchanged. We do not, however, rely solely on ERP. We adopt a holistic approach to meet the needs of a rising population and increased economic activities, with ERP being considered only as a last resort. Existing roads are widened or new roads are built wherever possible. However, given our land constraints, relying on public transport which is the more efficient way to cater to our growing transport needs has to be the way forward. And that is why the Government is spending $60 billion to double our rail network in the next 10 to 15 years. We are also putting in more priority measures on the roads to speed up bus travel such as extending bus lanes and the Mandatory Give Way to Buses scheme to more locations. At the same time, we recognise that vehicle population growth has to be managed. Therefore, we have also lowered vehicle population growth rate from 3% to 1.5% per annum. Sir, there is no silver bullet here to ensure smooth-flowing traffic. Instead, all these measures are necessary to ensure that Singaporeans continue to enjoy a high quality living environment in one of the most densely populated city states in the world.”
“Sir, our ERP system helps to ensure smooth-flowing traffic on our roads by managing the demand for driving. As the demand for driving changes over time, the Land Transport Authority (LTA) reviews the ERP rates on a quarterly basis in February, May, August and November as well as for the two major school holidays in June and December. ERP rates are adjusted up or down, when necessary, to maintain traffic speeds within the optimal speed ranges. The optimal speed ranges of 45 kph to 65 kph for expressways and 20 kph to 30 kph for other roads, were determined taking into account the physical capacity of the roads. They are calibrated to allow the optimal number of vehicles on the roads while ensuring that traffic flow does not degenerate into start-stop situations. In the recent fourth quarter review where ERP rates were raised for some half hour timeslots, LTA had carried out traffic speed measurements of the relevant roads over a two-week period in October, and from these data, determined that traffic speeds had fallen below the optimal range. The regular reviews of ERP rates provide a self-adjusting mechanism, based on prevailing traffic conditions, to ensure that ERP continues to be effective in maintaining smooth traffic flow on our roads. To answer Ms Irene Ng, traffic speeds on the CTE have been consistently maintained within the optimal range of 45 kph to 65 kph during the ERP operating hours. If we look across nationwide, we have been able to keep at least 95% of our road network within that optimal range during the morning peak hours. Mdm Cynthia Phua asked whether we should review the optimal speed range to reflect the higher traffic due to population growth.”
“Mr Speaker, Sir, with your permission, may I take Question Nos. 15 and 16 together as they are related?”
“LTA has been conducting detailed studies on the possibility of retrofitting selected overhead bridges in the immediate vicinity of MRT stations with lifts. This is a thorough study, covering not just the selection of bridges and technical feasibility, but also how the lifts will be operated and maintained once they are installed. As this is a significant undertaking, we have to weigh this carefully against cost considerations and other available alternatives. CPF SAVINGS FOR TERTIARY EDUCATION 8. Mdm Ho Geok Choo asked the Minister for Manpower (a) what measures are in place to help parents who utilised their CPF savings to pay for their children's tertiary education and end up being short of retirement funds when their children default on repayments; (b) how punitive are the measures against children who fail to repay the loan amount to their parents' CPF accounts; and (c) how does the Ministry help CPF members to recover their money.”
“We would like to assure Mdm Halimah Yacob that we recognise the need to continually adapt our transportation system and road infrastructure to the changing demographics of our society. In fact, on-going improvements are already being rolled out progressively on the public transport network and pedestrian facilities to improve barrier-free access for our commuters, including the elderly. For example, by the end of this year, LTA would have completed a $60 million island-wide programme to make public pedestrian walkways, taxi and bus shelters, and public roads barrier-free and elderly-friendly. Our pedestrian overhead bridges facilitate the safe crossing of roads. Where there is demand and traffic conditions allow, LTA will explore the provision of traffic light crossings at the road-level, and adjusting the traffic light timings as appropriate so that the elderly can cross our roads safely. We have piloted programmes such as the Green Man Plus scheme, where senior citizens can extend the "Green-man" pedestrian crossing time by using their senior citizen concession farecards at selected traffic junctions. We will continue with these efforts going forward. Specific to pedestrian overhead bridges, LTA has been constructing these in compliance with existing accessibility codes. For instance, there are guidelines for the steps to be adequately low and wide, so that they are more elderly-friendly. Where space permits, LTA has also been providing ramps at more pedestrian overhead bridges, to make it easier for the less ambulant and the elderly to use. We are also exploring other ways to further enhance the accessibility of pedestrian overhead bridges for the elderly.”
“One of the most heavily-utilised bus stops at Block 270 in Bukit Panjang was also recently converted to a "bus hub", where the bus bay was lengthened to accommodate more buses at any one time. This has reduced the dwell time of buses at the bus stop and also shortened the overall journey time for bus commuters. For the elderly or the disabled, Service 171, which travels to town through Bukit Panjang, is now a wheelchair-accessible service. In the early part of next year, Bukit Panjang Interchange will also be upgraded to be wheelchair-accessible. Besides improvements to the bus services, Bukit Panjang residents also benefited from a new entrance to Fajar LRT station that is connected by a covered linkway to nearby blocks, and can look forward to the completion of the Jurong East Modification Project in 2011 which will ease crowding on the MRT system. Over the longer term, residents can also look forward to having a new MRT station in Bukit Panjang when the second stage of the Downtown Line is operational. MODIFICATION OF OVERHEAD BRIDGES 7. Mdm Halimah Yacob asked the Minister for Transport in view of Singapore's rapidly ageing population (a) whether LTA has any plans to modify the existing overhead bridges which the elderly find very difficult to use; (b) if so, when will such modification works start; and (c) whether LTA will ensure that new pedestrian bridges are also elderly friendly.”
“This has improved the overall public transport journey experience for commuters. On bus route changes, what stood out from the feedback during the community consultation process was that, in most cases, the majority of the residents were not in favour of major changes to the existing routes as that would be disruptive. This is also what we have learnt from the experience in other countries – that major "big-bang" changes tend to be disruptive and confusing for commuters. Changes to the system should therefore be calibrated, incremental and progressive. Our principle has also been that any change must benefit the majority of commuters. Route changes will therefore be introduced gradually, with some changes expected by year-end and more to be progressively implemented later on an ongoing basis. Going forward, LTA will periodically update Advisers to the Grassroots Organisations on the major public transport improvements in their wards. The next update will reach the Advisers over the next few weeks. These updates will include improvements for both the bus and the rail networks as they work in tandem to bring integrated public transport services to our commuters and improve the overall public transport travel experience for all. Dr Teo has also asked about improvements to the bus services in Bukit Panjang. Bukit Panjang has benefited from various improvements to the bus services in the area. For example, Service 922 was re-routed earlier this year to serve an additional two areas in the estate – Jelapang and Bangkit, with an improved peak hour frequency. As part of the quarterly review, service improvement measures were also identified for seven bus services which ply the Bukit Panjang area, to improve the loading situation on these services during peak hours.”
“The central bus planning consultations with the community led by Minister Lim Hwee Hua is one of the many platforms we use to gather feedback and work with the public to improve our public transport services. Such consultations are an on-going process and not a 'once-off' effort. From the consultations to date, we have received useful feedback on several aspects of the public transport network, including the frequency and reliability of bus services, journey times as well as suggestions for route changes. The Land Transport Authority (LTA) has been actively implementing a holistic range of public transport improvement measures based on the feedback gathered. For example, since June this year, LTA has formalised a process through which they work with the public transport operators every quarter to identify specific bus services for improvement. The improvements are rolled out expeditiously after each quarterly review, and they have helped to improve the loading situation and ease crowding on the identified bus services. LTA has also been improving the travel time and reliability of bus services through the implementation of bus priority measures, such as bus lanes and the mandatory-give-way-to-bus scheme. The mandatory-give-way-to-bus scheme has recently been expanded to cover another 24 bus stops, and we now have 178 km of bus lanes in total. LTA has rolled out improvements of public transport facilities, such as new integrated transport hubs, upgrades to existing interchanges, more barrier free facilities and covered linkways to transport nodes. Real-time information and system maps are also being made more widely available to improve information dissemination to facilitate journey planning.”
“Fatimah Lateef asked the Senior Minister (a) whether there are guidelines for banks and credit card companies to adhere to in inviting customers to apply for credit cards/packages and, if so, which agency oversees the enforcement of these guidelines; and (b) why are individuals with bad credit history, multiple credit card debts and arrears still receiving personalised letters and advertisements inviting them to invest and apply for more credit cards/packages.”
“We call it the Singapore Mental Health Study and we expect to complete it in a few months' time. It should provide us with valuable insights. For example, what are the help-seeking behaviours of patients with mental illnesses? What is the social and economic impact of mental disorders in Singapore? This will provide a more complete picture of the state of mental health in Singapore. Meanwhile, we continue to invest in this sector. I have shared our plans in this House in March this year. I do not propose to repeat them. Just to give one illustration, a significant portion of our investment is to expand community-based psychiatric services and capabilities. We are now supporting each patient with a serious mental illness with a case manager. This way, we can better ensure the discharged patients will comply with their treatment and have access to the rehabilitation services that they need. We are also roping in more GPs to help, through the shared care programme with public hospitals. This will be more convenient for the patients, and some patients may also be more willing to seek treatment there. That is why we are extending portable subsidy via the Primary Care Partnership Scheme (PCPS) to the common mental conditions of schizophrenia and major depression. Overall, in terms of prevention, control and treatment programmes, we have made some progress in recent years. But we know that much more lies ahead and we must continue to work on this area. WRITTEN ANSWERS TO QUESTIONS GUIDELINES FOR APPLICATIONS OF CREDIT FACILITIES (Invitation to apply for credit facilities) 1. Assoc. Prof.”
“This requires all such vehicles to secure a parking lot in an authorised Heavy Vehicle Park. Heavy vehicles must be parked overnight in the designated parking lot when not in use, and not along public streets or in private housing estates. Enforcement actions will be taken against vehicle owners who do not comply. MENTAL HEALTH 27. Mdm Halimah Yacob asked the Minister for Health (a) if he will give an assessment of the state of mental health in Singapore; (b) whether the Ministry keeps statistics on the number of people who are seeking treatment for mental health problems in Singapore by age group, gender, educational level, race and occupation; and (c) if he will give an update on the measures taken to improve mental health in Singapore. Mr Khaw Boon Wan: The prevalence of mental illnesses in Singapore is comparable to that in other developed countries. Let me illustrate with two common mental disorders: schizophrenia and anxiety disorder. The life-time prevalence of schizophrenia is estimated at below 1% in most countries. Ours is similar, at 0.7%. As for anxiety disorder, our prevalence is 3.4%. This is similar to our Asian counterparts, like Beijing of 3.2% and Japan of 5.3%. The west, however, appears to experience a higher rate of prevalence, from about 6% in Germany to 12% in France to 18% in the USA. In terms of patient load, we served 18,300 new outpatients last year in our public psychiatric clinics. This was an increase of 700 new patients as compared to the previous year. On the inpatient side, there were 10,800 admissions last year, similar to the previous year. We have some basic demographic statistics on the mentally ill patients. But we are conducting a more detailed nation-wide epidemiological study, to gather more data.”
“Sir, over the past three years, an average of 22 speed-related fatal and injury accidents involving heavy vehicles were reported to the Police a year. The Member asked about more stringent speed limits for heavy vehicles. We have considered this carefully, but decided against it. This is because lowering the present speed limit for heavy vehicles will increase the speed differential between heavy vehicles and other vehicles travelling on the same roads which could in turn create more safety concerns – in general, a larger speed differential between different classes of vehicles could lead to higher incidences of vehicular interactions such as lane changing, braking and overtaking. Our focus should therefore be on ensuring that drivers of heavy vehicles drive safely within the prescribed speed limits. A speed limiter regime was introduced by the Traffic Police in 1999 to curb speeding violations by heavy vehicles. As the regime has been in place for 10 years and the existing speed limiters are prone to tampering, the Traffic Police has explored the latest technologies available in the market with the intent to enhance the present speed limiter regime. Last year, Traffic Police conducted a three-month trial to test the effectiveness of a Global Positioning System (GPS) based system to enhance the present speed limiter regime for heavy vehicles. The enhanced system consists of a front-end tracking device installed in the vehicles and has the ability to detect tampering via a back-end monitoring system. The enhanced speed limiter regime for heavy vehicles will be introduced by the Traffic Police in due course. The parking of heavy vehicles is regulated under the Vehicle Parking Certificate (VPC) Scheme.”
“NEA will consider the two suggestions, that is to mobilise volunteers to help if there is such an incident in the future and whether some of these findings of the post-disaster study can be shared with the environmental groups. ACCOMMODATION FOR FOREIGN WORKERS 10. Mr Christopher de Souza asked the Minister for Manpower (a) whether he will consider a requirement for employers of foreign workers to show proof of accommodation that will be provided for their workers before they are issued with work permits to ensure appropriate housing for the workers; (b) what is the number of workers who have been found to be housed in inappropriate accommodation in the last three years; and (c) whether heavier sentences, such as longer jail terms, can be imposed on errant employers to deter repeat offenders.”
“MPA is finalising its investigation into the collision to determine the exact cause of the incident. Nonetheless, I am confident that the lessons learnt from this experience will allow us to be even better prepared for any future incidents.”
“Our agencies did all that they could to contain the oil spill out at sea, but the unfavourable wind and tidal conditions caused the oil slick to reach our shores on the morning of 26th May 2010. NEA and other agencies immediately began cleaning operations on-shore, using a variety of means including the use of oil dispersant, absorbent materials, non-toxic and bio- degradable cleaning agents, vacuum suction trucks and the removal of crude oil-contaminated sand. In total, more than 495 workers were mobilised for the beach clean-up. Through these efforts, East Coast Beach and Changi Beach were re-opened for water activities on 4th June 2010. NParks has assessed that there was minimal immediate impact to the coastal and marine life in Chek Jawa. Some marine life was affected at Changi Beach but the damage was not extensive. Nevertheless, NParks and NEA are working with NUS on an impact assessment and monitoring study which will cover short-term impact as well as the long-term recovery of coastal and marine bio-diversity at these areas. Our agencies have gathered a number of valuable lessons from this oil spill. While we have in place adequate resources to combat an oil spill of this magnitude or indeed even one of a much larger scale, our containment efforts at sea will always face the challenge of factors that are beyond human control, such as weather and tidal conditions. What is important is that our agencies do their utmost to minimise the incidence of oil coming on-shore; and if it still does, to ensure a quick response to clean it up. I am heartened to note that the relevant agencies are exploring new technology to expedite the containment and clean-up efforts. Mr Speaker, Sir, our agencies did a good job in combating this oil spill.”
“Mr Speaker, Sir, on the morning of 25th May 2010, the Maritime Port Authority (MPA) detected that a bulk carrier and an oil tanker were approaching dangerously close to each other in the eastern end of the Singapore Strait. In spite of MPA’s repeated warnings, both vessels unfortunately collided 13 kilometres southeast of Changi East. The oil tanker sustained damage to one of its cargo tanks, resulting in an estimated 2,500 tonnes of crude oil being spilt into the sea. Upon notification of the incident, MPA immediately dispatched emergency response crafts which arrived at the affected area within 40 minutes. Containment booms were deployed around the tanker to contain the oil spilling from the vessel and chemical dispersants were used to break down the spilt oil. To supplement these efforts at sea, an inter-agency effort was simultaneously launched to protect our coastline from the oil spill. MPA deployed additional booms near to shore and alerted waterfront facilities that were at risk of being affected by the spill. Oil booms were also deployed by NParks to protect Chek Jawa while AVA loaned and helped to install canvas skirting at our fish farms in the East Johor Straits to act as barriers to the oil slick. Our agencies monitored the situation round-the-clock, including air quality at our beaches given reports of a petroleum-like smell. As the oil spill could affect Malaysian and Indonesian waters, MPA promptly notified the Malaysian and Indonesian authorities of the incident. We also provided Malaysia and Indonesia with regular updates and offered to assist in their response efforts. This was in line with an existing trilateral arrangement among the littoral States on combating oil spills in our region.”
“The purpose of the Vehicle Quota System (VQS) is to manage the growth of the vehicle population in Singapore so that our roads remain free flowing. The number of COEs available is calculated based on the number of vehicles de-registered in the preceding six months, the allowable growth in vehicle population and any adjustments arising from cancelled or expired COEs. This formula applies to all vehicle types, including motorcycles. Our general approach is not to intervene and manage the price of COEs as doing so would undermine the larger transport objective of controlling the vehicle population growth rate. The pricing of motorcycle COEs would therefore be left to overall supply and demand dynamics, no different from other COE categories. Nevertheless, for social equity reasons, motorcycles have already been allocated a separate COE category so that motorcycle buyers need not compete with car buyers for COEs. In addition, motorcycles attract a much lower Additional Registration Fee (ARF) rate of 15% of the Open Market Value (OMV), as compared to 100% of OMV for cars. We are also glad to inform Mr Teo that, contrary to his expectation, public transport is actually cheaper on average than owning a motorcycle. CASELOAD OF SUBORDINATE COURTS 7. Ms Sylvia Lim asked the Minister for Law (a) whether there has been a significant increase in the caseload of the Subordinate Courts over the last 10 years; (b) how manpower resources or work processes are being augmented to meet any such increase; and (c) whether temporary staff are hired at the Subordinate Courts and, if so, in what roles.”
“Between 2007 and 2009, the average monthly breakdown rate of our public buses is 1.25% of the total number of buses operated in the month. This is for both the basic bus service operators, SBS Transit and SMRT Buses. The average accident rate for our public buses was about 0.63 cases per 100,000 bus-km travelled. A total of 15 fatalities resulted from bus accidents – seven in 2007, six in 2008 and two in 2009. Under the Quality of Service (QoS), Standards prescribed by the PTC, the bus breakdown rate for a public bus service operator should be less than 1.5% of the monthly operating buses and the accident rate should be less than 0.75 accidents per 100,000 bus-km travelled each month. Based on these standards, the two operators have been performing at an acceptable level. Nevertheless, they are keenly aware that any breakdown or accident involving their buses is costly and disruptive to commuters. They also risk being penalised by the PTC if their breakdown or accident rates fall below the QoS Standards. Hence, they have instituted robust and comprehensive bus maintenance regimes, continual safety training for their drivers, disciplinary procedures for errant drivers as well as incentive schemes for safe driving, to keep breakdowns and accidents to a minimum. COE QUOTA FOR MOTORCYCLES 6. Mr Teo Siong Seng asked the Minister for Transport whether his Ministry will maintain a sufficient COE quota for motorcycles to keep its COE prices stable and affordable for the benefit of the low-income group who may need motorcycles to earn a living and cannot afford public transport costs.”
“Dr Lim Wee Kiak asked the Minister for Manpower in light of the recent accident between a tree-pruning crane and a double-decker bus at Chai Chee Street (a) what steps are being taken to prevent such accidents from recurring; and (b) whether the Ministry will consider the pruning of trees after the operating hours of public buses, when there is lesser road traffic.”
“The junction of Tampines Avenue 1 with Tampines Avenue 10 used to be a T-junction before it was converted into a cross junction on 18th July this year, as part of the road widening project for Tampines Avenue 10. The new traffic arrangement prevents potentially dangerous cross-traffic between vehicles coming from the Kaki Bukit Viaduct and Bedok North Road. The new junction is also more efficient at discharging traffic. The old T-junction was identified as an accident-prone location from the traffic accident statistics in that area. As such, additional safety enhancement measures have been incorporated in the design for the new cross junction. In particular, as the majority of the accidents in the past had primarily involved vehicles making right turns from Tampines Avenue 10 to Tampines Avenue 1, the traffic movement at this junction is now fully controlled by traffic signals. Motorists are allowed to proceed into the intersection only when permitted by the traffic signals. This enhances safety at the junction. As the configuration of the junction is new, the Land Transport Authority (LTA) has installed various traffic signs and markings along the affected stretches of road to alert motorists to the new road system, and has also engaged the surrounding residents to inform them of the new traffic arrangement. More traffic signs and markings will also be installed in the coming weeks. Based on the accident records from the Traffic Police, there has been only one minor accident at the location since the new junction was completed. LTA will continue to monitor the performance of this junction, and introduce additional measures if necessary. TREE-PRUNING CRANE ACCIDENTS 45.”
“Mr Sin Boon Ann asked the Minister for Transport (a) how many accidents have taken place since the commencement of the new traffic direction at the junction of Tampines Avenue 10 and Tampines Avenue 1; and (b) what further measures is the LTA taking to improve traffic safety at the junction.”
“The Land Transport Authority (LTA), in its new role as the central bus network planner, looks at various aspects of the physical bus network, including bus routes, service specifications and infrastructure facilities, and plans for the network holistically, taking into consideration the development of rail lines and other related transport infrastructure. However, LTA's new role does not extend to setting of fare policies which remain under the ambit of the Public Transport Council (PTC), nor to terms and conditions of concession fares which are granted by the public transport operators. On senior citizen concession, both Assoc. Prof. Fatimah Lateef and Er Lee Bee Wah asked if more concessionary benefits can be given to senior citizens. Today, senior citizens enjoy concessionary travel from 9.00 am on weekdays and full day on weekends and Public Holidays. This is a result of the extension of concession hours for senior citizens by operators over the years. As the costs of such concessions are cross-subsidised by other full-fare paying commuters, the operators would have to take this into consideration when considering any change to the concessionary schemes. Nonetheless, the Government encourages the public transport operators to extend concessions where they are able to do so. For low-income families, including senior citizens, who may still need additional assistance, the Government will continue to assist these families and senior citizens through various community-led initiatives and work support schemes under the Ministry of Community Development, Youth and Sports/Community Development Councils and the CCC ComCare Fund. SAFETY AT TAMPINES JUNCTION 44.”
“A transfer fee is levied when a used vehicle is transferred from one owner to another. It comprises two components – a small administrative fee and a tax. The administrative fee is $3 for motorcycles and $10 for all other vehicles. The tax, which is also referred to as an Additional Transfer Fee, is set at 2% of the assessed value of the vehicle and is part of our national taxation framework. It goes into the Government's Consolidated Fund, which funds the various Government programmes for the benefit of all Singaporeans. A review on the Additional Transfer Fee is currently ongoing and the recommendations will be announced when ready. ROOM RATES AND REVENUE AT INTEGRATED RESORTS 36. Mr Seah Kian Peng asked the Minister for Trade and Industry in view of the recent success of the casinos (a) what has been the increase in hotel rates from April to June 2010; (b) whether such increases are sustainable and whether there are plans to increase the supply of hotel rooms; and (c) what is the breakdown of casino revenue received from Singaporeans and overseas spenders.”
“I personally am sympathetic to this. The concession hours start from 9.00 am. But under our structure, the Member is quite right that the public transport operators have to make this decision. It is part of their business decision because any decision that they make on concession means that somewhere else in the system that cost will have to be borne. So this is where we are. The PTC will take in all these relevant feedback. I think the next time when they review the fares, they will look into all these feedback. RETIREMENT AGE 8. Mr Laurence Wee Yoke Thong asked the Prime Minister whether the Government will consider doing away with retirement age and, if so, what measures will the Government take to change mindsets and promote continuing education among the different cohorts of older people. 9. Mdm Ho Geok Choo asked the Prime Minister what is the Ministry's position on doing away with retirement age.”
“After distance fare, the latest July 2010 travel data showed that 64% of senior citizens now made at least one transfer journey a week. Similarly, just as there are senior citizens who take long direct journeys, there are others who take shorter journeys who have benefited from the lower fares which I mentioned earlier, in answer to Dr Lim Wee Kiak. Just as I mentioned in my reply just now, the PTC had to find an appropriate balance here. Lowering, say, the maximum fares on long distance journeys would benefit transfers and long distance travellers, but those who make shorter journeys would have to pay more as a result. I know for a fact that if the PTC could have benefited all commuters, they would have done so, 100% of commuters. Mr Gerard Ee, the PTC Chairman, said as much but as he pointed out, this is not possible. If PTC lowers the cost for one group of commuters, another group or groups would have to bear this cost. Of course, different people may have distributed the cost differently, as it is a matter of judgment what the appropriate balance is. But the outcome of any judgment will involve some groups seeing immediate benefits and others paying more in this transition to a better and fairer fare system. Under our public transport framework, we have entrusted this decision to the Public Transport Council. I believe that they have tried their best. On the Member's second question of whether the public transport operators will pick up the tab for the vouchers, it is a commercial decision. It is something that we can put to them, and it is something that they have to consider.”
“The first question is really the issue of the mobility of senior citizens. We are concerned that they are less mobile and whether this system would unfairly penalise them. I think it is useful to make a few points here. I said this in the main reply but I think it is worth repeating. Dr Lim Wee Kiak tells me this time round, I have to go very slowly and explain this. So I am going to do this. First, it is not the intention of distance fare to penalise those who are less mobile. What distance fare does is to ensure that if a commuter travels the same distance either by a direct or a transfer journey, he pays the same fare. As the fare is the same, distance fare does not force us to make transfer journeys in order to benefit. Instead distance fare allows us to choose the best way to get to our destination without worrying about paying extra if we do make a transfer. Thus, the aim is to make the fare system fairer rather than to force commuters to make transfers. The second issue about senior citizens – senior citizens are a diverse group. Senior citizen concession card holders start at the age of 60. Yes, some do not make transfers, but many others do. Prior to distance fare, 62% of senior citizens took transfers at least once a week. The PTC took this into account in its decision to implement distance fare for senior citizens. The feedback they received in the run up before the implementation of distance fare was that senior citizens who took transfers felt that they were being unfairly penalised as the fare system required them to pay more to keep fares low for other senior citizens. The PTC decided that a fairer fare system is for all senior citizens to pay the same for the same distance travelled.”
“I do not know the details of the specific case that the Member brought up from the TODAY paper. We can look into that. But the earlier question is one I can answer when she asked the balance of benefit for students. I will give Members the impact based on the data tracked after 3rd July. For students, 76% saw weekly savings and 24% saw an increase.”
“2 km, they do not pay an additional charge. This means that the discount is higher than 25%. They have this base of 25% less than adult fares, but the minute they cross 7.2 km, the discount actually shoots up, higher than 25%. This is what the PTC has done. As I have said, the PTC deliberated over this at great length because they understood exactly what the Member said that some commuters would be affected. Nevertheless, we recognise that senior citizens are a diverse group and some would, indeed, like she said, have difficulty coping with this fare increase. Rather than adjust this balance, which I have just described, which benefits about seven in 10 senior citizens, the way to proceed to help senior citizens who have difficulty coping with the fare increases is through a more direct and targeted way. Members, please use your welfare fund or ComCare Fund to help them – as what Mr Gan Kim Yong did in Chua Chu Kang. That is an option.”
“Sir, the Member is right that some senior citizens would face significant fare increases. That is right. The PTC agonised over this but it had to make a decision on what is the best fare structure that will benefit commuters as a whole. I mentioned earlier in my main reply and I think it is worth explaining to Members again the sort of fare structure they have decided upon for senior citizens. In the past, in the old system, if a senior citizen was to take two bus trips to complete the journey from A to B, he would have to pay the same flat rate twice. So there is an additional penalty in there. If he was to take two bus trips to complete the journey in 2007, the fares would come up to about 109 cents, ie, before the transition to distance fare. Today, they will pay a maximum of about 86 cents. Previously, because it was not distance based, even if he travelled a short distance, he paid 109 cents the minute he took two bus trips. Now they pay up to 86 cents. If distance is less than that, they would not pay 86 cents. So that is the first thing for senior citizens when they make transfers. The other thing the PTC did, which I mentioned earlier in response to Dr Lim Wee Kiak's question, is that for shorter distances, they have brought fares down. If you look at where the starting point was previously, it would have been 72 cents after the fares were restored. This is the starting rate for senior citizens. Now it is 53 cents when they take an air-conditioned bus service. And if they take a feeder bus service, they pay 53 cents regardless of distance travelled, whether to the market or within the neighbourhood. The third thing which the PTC did was to cap the maximum distance for senior citizens. They capped it at 7.2 km, that means anything above 7.”