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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“ Sir, the optimal speed range for arterial and city roads, which is between 20-30 kph, has been determined with the consideration of their operating conditions, such as traffic lights, road junctions with side roads, and their road geometry. Academics from NTU had studied into this carefully some 10 years ago, before we introduced Electronic Road Pricing (ERP), and had recommended such an approach. This is because by taking into account such factors, for example by including the waiting time at traffic lights within the optimal speed range of 20-30 kph, it will better reflect the travelling experience of motorists. As part of the Land Transport Review, we had also engaged a team of NTU professors to assess if we need to update the optimal speed range for our roads. We have concluded that the minimum threshold speed for arterial and city roads should remain at 20 kph, as sub-optimal stop-start traffic conditions would likely take place at speeds below that. MANDATORY GIVE WAY TO BUSES SCHEME (Implementation) 38. Mr Lim Biow Chuan asked the Minister for Transport (a) if he will provide details as to which other countries have implemented the "Mandatory Give Way to Buses Scheme"; and (b) whether there have been any studies to show that such a scheme is effective and can be implemented without causing accidents to other motorists.”
“The joint investigations conducted by the Land Transport Authority (or LTA) and NETS from May to October last year pointed to some 2,900 NETS CashCards as the cause of compatibility problems when used in the In-Vehicle Unit (IU). The affected cards have been replaced with new generation NETS CashCards. The number of motorists who turned up at LTA Authorised Inspection Centres to have their NETS CashCards and IUs tested has since returned to normal levels. In November and December last year, there were about 70,000 cases of non-payment of ERP charges. Of these, only 23 cases were found to be related to compatibility problems, indicating that most of the problems are behind us. Nevertheless, LTA is monitoring the situation closely and will continue to offer motorists a one-stop centre for integrated testing of their NETS CashCards and IUs at LTA Authorised Inspection Centres. LAW ON PROTECTION OF PRIVACY OF INDIVIDUALS AND PERSONAL DATA (Introduction) 24. Er Lee Bee Wah asked the Minister for Information, Communications and the Arts (a) whether his Ministry will consider introducing a comprehensive privacy law to protect the privacy of individuals and their personal data; and (b) what are the existing laws in place to protect (i) people from spam mails and unauthorised sale of personal information to vendors; and (ii) people whose photographs are posted on blogs and other new media platforms without authorisation.”
“In this regard, I note that SBST had earlier said it was "sorry and disappointed" over its instance of non-compliance in the latest QoS assessment, and that it will step up efforts to improve. The bus operators are purchasing more buses, as well as accelerating the recruitment and training of bus drivers. Regular commuters on public transport would have noticed the newer buses already plying our roads. Such efforts by the operators show that the penalty framework helps in inducing the operators to enhance their operations to comply with the QoS standards. Going forward, the PTC will review the penalty framework as and when necessary to ensure that it remains effective. APPENDICES”
“Since October 2007, the Public Transport Council (PTC) has put in place a penalty framework to enforce its set of Quality of Service (QoS) standards for basic bus services. The penalty framework sends a strong and clear signal to the operators that they should consistently strive to do better than what the QoS standards stipulate. The penalties vary with the nature of non-compliance. Broadly, an operator could fail to comply either at the level of an individual bus service, for example, services that are overcrowded, or at the level of its entire bus operation, for example accident rate and bus breakdown rate. Penalties range from $100 per day for each non-compliant bus service in the former, to $10,000 per month for each non-compliant standard in the latter. Given that there are about 260 basic bus services, the financial penalties for non-compliance can add up to a significant sum if the operators are not vigilant in their operations. In the PTC’s recent assessment of the operators’ performance from December 2007 to May 2008, the bus operators largely met the QoS standards set but also had some instances of non-compliance. These include non-compliance with standards, such as scheduled trips operated, adherence to scheduled headways and passenger loading. As a result, financial penalties of $9,300 and $1,000 were imposed on SBS Transit and SMRT Buses respectively. But such instances of non-compliance do not just penalise the operators financially. As Mr Cedric Foo had noted in a report in the Straits Times, the operators "carry a reputation risk in not meeting the standards". He highlighted an important aspect of the penalty framework, which is the signalling and reputation effect, which goes beyond the direct cost of financial penalties.”
“Nevertheless, if the foreigners are unable to find work under TJS and have no means of subsistence, MOM would assist them with housing and upkeep, or expedite their repatriation where possible. The average time taken for investigations to complete is three months but this period could vary depending on the complexity of the cases. Cases that require prosecution may also take a longer time to conclude. While MOM makes every effort to speed up investigations involving these workers to allow them to return home as soon as possible, it is also important to ensure that each case is thoroughly investigated. APPENDICES”
“The last phase of implementation of the new ERP criteria on the remaining seven existing ERP gantries will take place during the next quarterly ERP rate review in February 2009. LTA will monitor traffic conditions on these roads and expressways closely before deciding on what changes are needed then. FOREIGN WORKERS ON SPECIAL PASSES (Numbers) 6. Mr Siew Kum Hong asked the Acting Minister for Manpower (a) how many foreign workers are currently on Special Passes because they are assisting the Ministry in investigations; (b) of these Special Pass holders, how many of them have employment under the Temporary Job Scheme; and (c) for each of the previous five years, how many Special Passes have been issued and what was the average duration of validity. Mr Gan Kim Yong: In the course of investigations, MOM will assess whether a foreign worker's continued presence in Singapore is required in the event of a trial. If the foreign worker's assistance is no longer needed and he is no longer being employed, he will be repatriated. If his assistance is required, he will be issued with a Special Pass for the period of investigations. During this period, MOM will facilitate the worker’s employment under the Temporary Job Scheme (TJS). Since 2005, there has been on average about 2,500 foreign prosecution witnesses on Special Pass at any one time. As of October 2008, there are 537 foreign workers employed under TJS and another 1,598 foreign prosecution witnesses on Special Pass. Of the latter group, most have indicated to MOM that they do not need the TJS as they have alternative means of subsistence and accommodation.”
“LTA phased in the implementation of new Electronic Road Pricing (ERP) gantries and the application of new ERP criteria on existing ERP gantries progressively, starting with the CBD and Orchard cordons in July 2008 before extending them to other areas. This is to give motorists time to adjust their travel plans and allow for the impact of ERP changes in the city area to work their way through the rest of the road network. If, as a result of the ERP changes in the city area, fewer motorists drive on the roads leading to the city, then ERP rates at other areas would not need to be adjusted if traffic speeds keep within optimal levels. Since the implementation of ERP changes in the CBD and Orchard cordons in July 2008, traffic speeds in the city have improved significantly and are now within the optimal speed range. At the same time, LTA has also registered general improvement in traffic conditions on the roads and expressways beyond the city area during the ERP operating hours. Consequently, of the six locations that were planned in January 2008, only the gantry along PIE (westbound) near Eunos was implemented in November 2008, as traffic speeds at four locations – Commonwealth Avenue, Jalan Bukit Merah, Alexandra Road and AYE (westbound) – have risen to within the optimum range, while LTA will review if there is a need to implement ERP on Serangoon Road when traffic patterns have stabilised after its work with other agencies to study improvements to the physical environment in the Little India area is completed. Application of the new ERP criteria on existing ERP gantries in the Outer Cordon area also did not lead to as many increases in rates as were initially expected.”
“Dr Lim Wee Kiak asked the Acting Minister for Manpower with the expected rise in unemployment in the coming months (a) what plans does the Ministry have in place to help jobless Singaporeans; (b) what is the Ministry’s plan to stem the tide of retrenchment; and (c) how is the Ministry helping non-unionised workers to be properly compensated when they are retrenched.”
“LTA had therefore worked with the VWOs representing passengers-in-wheelchairs, to find a way to accelerate the rollout of wheelchair-accessible bus routes without unduly compromising safety. It was after these discussions that all the parties concerned agreed to the 80% criterion, as a reasonable balance that can speed up the designation of wheelchair-accessible bus routes, while ensuring safety. Prof. Mehta asked about information on WAB services. There have been extensive efforts to publicise WAB services through multiple channels such as news releases, educational pamphlets and information on online portals such as on SBST's website. The relevant VWOs have also helped to disseminate information to passengers-in-wheelchairs. I would like to take this opportunity to clarify that when passengers-in-wheelchairs are refused boarding, it should happen only on routes which are not yet designated for wheelchair-accessible service. This is in the interests of safety. To indicate a designated wheelchair-accessible service, the windscreens of buses will display decals. The recent confusion arose because decals were displayed on buses plying routes that were not designated as wheelchair-accessible. This should not have happened. SBST had since taken measures to remove the decals on buses when they ply non-wheelchair-accessible routes. Let me assure Members that LTA and the operators are working together as quickly as they can, to ensure that passengers-in-wheelchairs can use our bus system on as many routes as possible, and as soon as possible. JOBLESS SINGAPOREANS (Assistance plans) 23.”
“Prof. Kalyani Mehta's and Ms Eunice Olsen's questions touch on the implementation details of the wheelchair-accessible bus ("WAB") programme. For a bus route to be wheelchair-accessible, two things must happen. First, the buses plying the route must be wheelchair-accessible. The public transport operators are in the process of equipping new buses with wheelchair-accessible ramps, as they replace and renew their fleet. The Government is funding the capital cost of the ramps, which comes to about $21 million in total. By end-2010, 40% of our buses will have wheelchair-accessible ramps, and by 2020, all of them will. Second, the bus stops along the route must be wheelchair-accessible. This involves replacing steps with ramps, removing potential obstacles and creating more space for wheelchairs to manoeuvre. The Land Transport Authority (LTA) is in the process of making all 4,500 bus stops in Singapore wheelchair-accessible by 2010. These two sets of improvements, to the buses and the bus stops, are coordinated between the LTA and the public transport operators so that we can roll out as many wheelchair-accessible bus services as possible to best meet the needs of passengers-in-wheelchairs. The criterion of requiring at least 80% of bus stops to be wheelchair-accessible, before designating the bus route as such, is to balance between the safety of passengers-in-wheelchairs and the speed of implementation. To fully ensure the safety of passengers-in-wheelchairs, ideally 100% of bus stops along a certain route should be made wheelchair-accessible before it can start serving passengers-in-wheelchairs. But we recognise that this will take some time.”
“Dr Fatimah Lateef asked what sources of funding are available to light up backlanes, apart from Community Improvement Projects Committee (CIPC) funds. Currently, all backlane lighting is provided through CIPC funds. In 2007, MND accepted the recommendation of the Committee on Private Estates to extend the CIPC scheme to private estates, to fund minor improvement works there. To implement this recommendation, I understand that MND has decided to expand the existing Estate Upgrading Programme for private estates, to fund small-scale improvement works subject to stipulated cost caps. Such works will include backlane lighting. I also understand from MND that details of this new scheme are being worked out, and that in the meantime MND will continue to process funding applications for backlane lighting under the CIPC scheme. As such, Dr Fatimah could continue to engage MND and the CIPC on the issue of funding backlane lighting. I would like to take this opportunity to clarify that the Land Transport Authority (LTA) is an implementing agent for MND to physically build and repair infrastructure funded under the CIPC scheme. LTA is not in a position to fund the lighting of backlanes, which will be provided under the Estate Upgrading Programme when it is extended to private estates. In the meantime, if there is a need for lighting for non-transport reasons, such as better security or to meet the local community's needs, I understand that MND will continue to process applications under the CIPC scheme. ORGAN DONATION (Reimbursement to donors) 30. Mr Sam Tan Chin Siong asked the Minister for Health whether the Minister will elaborate on how reimbursement to organ donors is preferable to other methods that might govern an organ procurement system to increase organ supply.”
“Sir, signages are provided along arterials roads and expressways ahead of each ERP gantry, to alert motorists of the ERP gantry ahead. These signages are positioned to allow motorists to choose whether to pass through the gantry or use another road. For example, motorists travelling on the East Coast Parkway (ECP) towards the city in the morning will see a sign informing them of the gantry ahead before the Fort Road exit. Motorists can take the Fort Road exit if they do not wish to pass through the ERP gantry on the ECP. Whenever LTA implements a new ERP gantry, extra signages are provided in the initial period of implementation. In addition, the Expressway Monitoring Advisory System (EMAS) Travel Information Displays (TID) are also used to inform motorists when the ERP is in operation. Notwithstanding this, we think it is better for motorists to plan their route and take into account ERP before the start of any journey. Hence, LTA informs the public ahead of time before making any changes to the ERP system. The location and operational hours of each ERP gantry are available in LTA's website and, when significant changes to ERP system are made, extensive publicity through the print media is also used to reach out to motorists. Taken together, the current information provided on the location and operational hours of ERP gantries are adequate to allow motorists to make informed decisions on the routes to take. BACKLANE LIGHTINGS (Funding) 29. Dr Fatimah Lateef asked the Minister for Transport what sources of funding, apart from the Community Improvement Projects Committee funds, can be tapped on to light up the dark areas of backlanes in order to enhance safety and security of the vicinity.”
“In our densely built-up urbanised landscape, it is inevitable that MRT tracks are sometimes built close to residential housing. LTA will try to minimise noise as much as possible, but some degree of noise is unavoidable, and we ask for public understanding of the matter. ANTI-JUNTA ACTIVISTS (Recent immigration actions by ICA) 23. Ms Eunice Elizabeth Olsen asked the Deputy Prime Minister and Minister for Home Affairs in view of the recent immigration issue involving Myanmar nationals, whether there have been any political pressure or requests, formal or otherwise, from Myanmar to clamp down on anti-junta activists in Singapore and to deny residence to these activists.”
“I would like to assure Members that the Land Transport Authority (LTA) has measures in place to limit the noise levels from MRT trains and tracks. First, all the trains in operation in Singapore have been tested, prior to delivery, to confirm that they comply with LTA's strict noise emission limits. Second, the engineering design of the MRT tracks helps to minimise noise. Our MRT tracks are ballasted tracks with timber sleepers, which provide cushioning whenever the steel wheels of trains come into contact with the steel rail of the tracks. This system also reduces noise that travel through the track by dampening vibrations that may propagate through the track structure. Third, to ensure that noise levels do not worsen as our MRT trains and tracks age, SMRT has put in place a programme of regular equipment inspection and overhaul. SMRT officers examine the wheels of trains every three weeks for abnormalities and imperfections that may generate excessive noise. If imperfections are found, SMRT will restore them to the optimal operating condition. In addition, LTA audits SMRT's maintenance regimes to ensure that SMRT carries out regular inspection and overhaul of infrastructure to the required standards. For example, if the rail tracks are found to have corrugations exceeding 0.3 mm, the operator will have to grind down the affected section of rail, so as to reduce the noise such corrugations can cause. Fourth, LTA has worked together with SMRT to measure the noise generated by trains at selected locations close to major residential estates every three months. Where the noise levels are close to the noise emission limits, SMRT will carry out preventive maintenance.”
“We studied over several consecutive quarters, two/three quarters, to see whether or not this is sustained. In the case of the review that we did in January, we studied the travel patterns for over close to two years. So if you were to look back, before we did put up the gantries, there were a lot of complaints that the traffic in the CBD area, the Singapore River Line and also in the Bugis/Marina area was getting bad. So it was not something that was done pre-emptively, but rather studied over a long period of time. OFF-PEAK CARS (Removal of restricted hours on Saturdays) 10. Mr Zaqy Mohamad asked the Minister for Transport whether his Ministry will consider removing the restricted hours for off-peak cars on Saturdays in view of the Ministry's efforts to regulate traffic on Saturdays using ERP and greater adoption of the five-day work week.”
“ERP is not a revenue measure. I said that many times in this House, and we have got to just look at the facts. Since we implemented ERP in 1998, we have bought down vehicle ownership taxes. If you look at it before the latest round, the forgone revenue for the Government is about $1.2 billion every year and against that, the ERP collected was a hundred million dollars. As I said, if motorists were to drive less, the Government would be happy to collect less. It is really a congestion measure. The 20 kph to 30 kph optimal speed range that she is talking about is based on empirical study. We had a team from NTU study the speed-flow curve, where below a certain threshold level, we start to get stop-start conditions. We determine the threshold level based on the road capacity and the travel patterns. It was not a number that we just plucked out from the air and said, "This is the number that we are going to put in.". This study was done 10 years ago. At that time, the team ascertained that the 20 kph was the threshold level, and if we went to, say, 19 or 18 kph, we started getting stop-start traffic. When we did the current review for the Land Transport Master Plan in January this year, we got the same team to study it again. They looked at it and they felt that 20 kph was still the threshold level. We do not install ERP gantries pre-emptively. We actually study the traffic over a sustained period of time. So if you travel around Singapore, there are some roads which are not congested, there is no ERP gantry there. Only if the fall in speed is sustained over a period of time, we would put up the ERP. So it is not a pre-emptive measure.”
“However, even where ERP affects travel patterns in that some choose to avoid, say, the evening ERP on the CTE, there is also a flip side to the story. Others who were previously unable to get home early at all because of traffic jams are now able to do so if they wish, and can plan ahead with a much higher degree of certainty because of ERP. For example, after the gantry on the CTE before the PIE exit was implemented in November 2007, traffic volume between 6 and 7 pm fell by about 700 vehicles. But traffic speeds for the remaining 7,000 vehicles that continued to use the CTE increased from 34 kph to 50 kph. So 7,000 drivers now enjoy the benefit of a smoother and more predictable commute home. If we do not have ERP to deal with congestion, then motorists, and even large numbers of bus commuters, will get stuck in traffic jams, spend a long time on the road getting to work, and not be able to get home on time. This is hardly conducive to work and family life. By having ERP, we can be assured that commuters will get to their destinations on time, and give commuters a choice, rather than leaving everyone with no choice but to endure the daily grind of gridlocked traffic.”
“Sir, there are many factors affecting businesses, people’s work patterns and family life, and it is not possible to separate them, and determine conclusively to what extent each one of them has played a part. For example, businesses could be affected by economic conditions, consumer confidence and even the weather. So while retailers within ERP zones have given feedback that ERP is one of the reasons their businesses have been affected, they also recognise that their business outside ERP hours has also been poor. Retailers elsewhere outside the ERP zones have also reported reduced business in recent months. However, from time to time, LTA does gather trend data to see if it is possible to draw inferences from them. One example is its study of the impact on retail sales in Orchard Road, where we implemented ERP on Saturdays and extended ERP to 8 pm on weekdays in October 2005. The study showed that growth of retail sales in Orchard Road was in fact faster after ERP expansion than before. Retail sales had grown by about 4% in the year before ERP was expanded. In the year after ERP expansion, retail sales grew by %, more than twice the growth a year ago. This compares more favourably with businesses outside of the CBD, where the growth in retail sales had remained more or less the same over the period in question. So the findings in this particular study of the impact of ERP on retail sales would suggest that ERP, contrary to popular belief, has a positive effect on businesses. These findings mirror the experience in London, where a similar study on the congestion pricing system there, showed that business became better after congestion pricing was introduced compared to before. As with business, there are also many factors affecting work patterns and family life.”
“Before the implementation of the ERP gantries along the Singapore River Line, traffic speeds across the three ERP gantries in the southbound direction and across the two ERP gantries in the northbound direction were below the lower threshold speed of 20 km/hr from 6.00 pm to 7.30 pm on weekdays, reaching as low as 18 km/hr. The ERP was imposed to ensure that speeds on these roads can be restored to the optimal speed range of 20-30 km/hr. APPENDICES”
“Mr Zaqy Mohamad asked the Minister for Health (a) if he will provide the trends in sexually-transmitted infections (STIs) among youths below the age of 25 over the past 10 years; (b) whether his Ministry has performed any formal study on the level of sexual activity and infections among youths and its correlation to their socio-economic profile and education level; and (c) what are the programs in place to tackle the rising trend of STIs among youths and if there are KPIs linked to the level of STI infections to measure the success of the programs.”
“By the end of this financial year, another six tenders will be called for projects at Pandan Reservoir, Jurong Lake, Alexandra Canal, Sungei Whampoa at St George's Lane, Sungei Serangoon at Lorong Halus and Sungei Kallang at Bishan Park. Detailed designs of the projects are currently ongoing. For the three demonstration projects, their tenders were called in 2006 before the increase in construction costs. For the two projects at Sungei Punggol and Lower Seletar which were recently launched, construction costs have gone up by 15%-20% on average based on tender returns. We are mitigating the increasing construction costs in several ways. At the detailed planning stage, PUB and its consultants review the scope and design of each project to optimise spending while meeting the community's needs. PUB also explores the use of innovative products and new technology to reduce construction and maintenance costs. For example, for the project at Bishan Park, PUB is exploring the use of concrete that is recycled from the redevelopment works to provide the material for the rock bedding instead of using imported natural rocks. In the face of rising construction costs, we will have to review the scope and implementation of the projects not yet undertaken based on tender returns. We will inform Advisors and community leaders early if we need to adjust implementation schedules due to cost escalations beyond available budget. Nonetheless, I would like to emphasise that we will make every effort to push ahead by reaping cost savings where possible. The ABC Waters Programme is a long term initiative and we are committed to developing Singapore into a "City of Gardens and Water". WRITTEN ANSWERS TO QUESTIONS SEXUALLY-TRANSMITTED INFECTIONS AMONG YOUTHS 1.”
“Dr Lim Wee Kiak asked the Minister for the Environment and Water Resources if he will provide an update on the status of the Active, Beautiful and Clean Waters projects and whether the increase in construction costs has affected their progress. Assoc. Prof. Dr Yaacob Ibrahim: I am pleased to provide an update on the progress of the Active, Beautiful and Clean (ABC) Waters Programme. This programme transforms our drains, canals and reservoirs into beautiful, vibrant and flowing streams, rivers and lakes, creating new social and recreational focal points for the community to enjoy. In doing so, we hope that residents will develop a bond with our water resources, and hence cherish and keep them clean. Under the initial phase, PUB carried out three demonstration projects. The first project along Kallang River at Kolam Ayer was completed in February this year, with strong community support for the project. There are now more activities such as morning exercises and community gardening at the waterfront, and Mid Autumn festival celebrations recently. The second project at Bedok Reservoir was completed in March this year. Since then, a number of activities have been held there, for example, the 'Hydro Sapiens' performance of the Singapore Arts Festival. The third project at MacRitchie Reservoir will be completed by the first half of next year. For the iconic floating wetland project at Sungei Punggol, construction works were launched by PM this year. At Lower Seletar Reservoir, construction works have started for a water performance stage and a heritage bridge among other features. Both projects are expected to be completed by 2010.”
“To reduce business costs, owners and hirers of goods vehicles are currently allowed to use their vehicles to transport their workers to and from their places of work or business, subject to various safety regulations. LTA has put in place a set of rules under the Road Traffic Act to enhance the safety of workers transported at the rear of lorries and pickup trucks. These rules require the workers to be safely seated at a height of not more than 3.2 metres from the ground. A label must also be displayed on the goods vehicles to indicate the maximum number of workers that can be transported, based on a minimum space requirement per person. If goods are also transported, the number of persons should be reduced accordingly. The label serves as a reminder to the vehicle owner of the maximum number of workers the vehicle can carry as well as facilitates enforcement against errant employers who overload their vehicles. As announced earlier this year, a Work Group, co-chaired by the Land Transport Authority and Ministry of Manpower, has been formed to review and further enhance the safety of workers transported on lorries. This Work Group comprises representatives from Government agencies and the various industry stakeholders such as the Singapore Contractors Association, the Singapore Transport Association and the Singapore School and Private Hire Bus Owners' Association. The Work Group is reviewing the adequacy of the existing safety regulations and studying what more can be done. The Work Group expects to complete its report and begin implementation of its recommendations before the end of 2008. ACTIVE, BEAUTIFUL AND CLEAN WATERS PROGRAMME (Progress update) 30.”
“It is a price cap formula, which takes into account macro-economic factors. It is not a cost-plus formula, where the cost increases of the PTOs are allowed to be passed through. This ensures that the PTOs cannot unilaterally raise fares based on what the market can bear. In fact, the fare formula has a productivity extraction component which allows commuters to benefit from the PTOs' productivity and efficiency enhancements, in the form of lower fare increases in future years. Indeed, our MRT fares are much lower when compared against major cities such as Hong Kong, London, New York and Tokyo. And this is on a PPP (Purchasing Power Parity) adjusted basis. Ms Phua also mentioned faster and better public transport services. To ensure that the pursuit of profit is not at the expense of service quality, we have put in place a set of Quality of Service (QoS) Standards for buses, and Operating Performance Standards (OPS) for rail. These standards specify the expected service levels and are reviewed regularly. The Government also works in close partnership with the PTOs to improve services where possible, such as injecting additional train trips during peak hours and lunchtime. The PTOs are also motivated to ensure that their services meet the needs of their customers, as their profitability improves if more commuters make use of their services. This approach has served us well. For example, SMRT recently won the 'Best Passenger Experience Award' at the inaugural Metro Awards 2008, beating other finalists such as Copenhagen Metro and MTR Corporation (Hong Kong).”
“I would like to assure Ms Denise Phua that having public transport operators (PTOs) as for-profit entities is not incompatible with providing high-quality and affordable public transport services. Our approach is to ensure that our PTOs are motivated to operate as efficiently as possible, within a regulatory framework that safeguards the interests of the commuting public, so that the whole system produces the best outcome for commuters. Ms Phua mentioned cheaper public transport. It is the PTOs' profit motive that drives them to constantly strive for efficiency and productivity improvements to reduce costs. Without the profit motive, the PTOs would have fewer incentives to continuously review their operations and services, and to introduce cost-saving innovations, such as improving manpower rostering and work processes. Experiences in other jurisdictions show that public transport services run by state-owned enterprises without the profit motive tend to have higher costs. For instance, we were informed by the transport authorities in Adelaide that costs fell by some 20% after they privatised their public transport operations. A study in 2006 showed that SMRT had the lowest operating costs per passenger amongst nine other international rail operators, of which eight were state-owned operators. While motivated to keep costs down, SMRT is also prevented from over-charging to increase its profits by a strong regulatory price control framework. Our public transport fare increases are capped by a fare adjustment formula administered by the Public Transport Council (PTC). This fare adjustment formula has been carefully deliberated and refined over the years to ensure commuters' interests are safeguarded.”
“For example, the revised specifications require soil investigation holes along the tunnel route to be drilled more frequently, every 25 metres compared to the earlier requirement of 50-75 metres. It has also added more early warning devices to detect any abnormal movement of soil. In addition, LTA has added technical refinements to the tunnel boring machines, to improve ground stability during tunnelling. These improvement measures, which are part of LTA's continuous efforts to improve safety practices, reduce the risk of encountering unexpected soil conditions and road subsidence from tunnelling. SEXUAL HARASSMENT IN THE WORKPLACE 54. Mr Siew Kum Hong asked the Prime Minister whether the Government, as the largest employer in Singapore, will set a positive example for other employers by instituting appropriate best practices to address the problem of sexual harassment in the workplace, in light of the recent Research Study on Workplace Sexual Harassment 2008 by the Association of Women for Action and Research which highlighted this growing challenge in workplaces.”
“Since 2005, there have been four incidents of road subsidence from MRT tunnelling works. Other than the Cornwall Gardens incident in May 2008, there were two other incidents at North Buona Vista Road and Telok Blangah Road. In all four cases, LTA took swift recovery actions within a day. I would like to reassure Members that LTA has instituted a strict regime of safety processes for all their projects, including those which involve tunnelling works. Before any physical work is started, LTA's engineers would carry out an extensive investigation into the nature and composition of the soil, search building records for details of the safety condition of nearby buildings, and inspect ground conditions and buildings in the area. During construction, LTA installs and monitors a range of instruments to detect any early signs of soil movement or possible damage to nearby structures. If necessary, they will carry out soil conditioning work to strengthen the ground. A Tunnel Task Force Committee, comprising senior LTA officials, tunnel specialists from the construction industry and geotechnical engineering consultants, oversee and review all of LTA's tunnelling operations to ensure safety. In addition, LTA regularly consults an International Board of Advisors (IBA), made up of world-renowned engineers and academics, to review the technical aspects of the tunnelling with particular emphasis on safety. Going forward and as a precautionary measure, LTA has undertaken a comprehensive safety review and tightened its tunnelling specifications, which are technical requirements imposed on all tunnelling works.”
“The Minister does not consider these things. The Public Transport Council considers these things and the Public Transport Council looks into these matters every year. The Member is talking about student/child concession, which has actually not been changed for many years, and also the concession for senior citizens, polytechnic and tertiary students. But one thing that the Council will always have to bear in mind when they review these is that, every time they lower fares for one group of commuters, another group of commuters will have to take a higher burden. This is something that they will have to consider. 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; reported without amendment; read a Third time and passed. CONSUMER PROTECTION (FAIR TRADING) (AMENDMENT) BILL Order for Second Reading read. 5.14 pm”
“My apologies to Mr Seng. The second question first. As I mentioned just now, the PTC is looking into this data right now - all these transfers that are taking place - and seeing how best to do this year's exercise where the majority of the commuters will benefit. So that is being done. What we know is that four out of 10 commuters take transfers every day but, as I said earlier, this understates the benefit because a person might take a transfer every other day and it is not captured in the four in 10 data. The other point about transfer rebate, that is exactly what the PTC has to do. They have to see what level to raise the transfer rebate this year because it does have an impact on the PTOs' finances, and they have to make sure that they do it in such a way that the PTOs continue to be viable in the long term. As Mr Cedric Foo mentioned, the PTOs need these earnings to come in because companies need to invest, renew their fleet and upgrade. So this is a challenge, like Mr Ong Kian Min said, that the PTC will have to do, and they have to balance these two things.”
“This is exactly what the PTC would have to do in this year's exercise. That is why I said they have to look into two things. One is the fact that, with distance-based through fares, commuters will benefit, and the other is that the PTOs would also benefit. I think one point that is worth emphasising is that, however we cut it, the immediate impact on the PTOs is a loss of revenue. So when you cut it and say that this is the amount that the PTOs will have to take, it is forgone revenue for the PTOs as they are effectively transferring this to the commuters who would not pay this amount anymore. In the case of commuters, if they were to take some of the adjustments, they are not taking on an extra burden, it is really a redistribution exercise. This is the amount being paid out in transfer rebate and we are spreading it between those who take direct trips and those who take transfer trips. So as long as the PTOs take part of the burden of adjustment, overall at the net level, commuters are ahead. But what should that number be, that is his question. Should it be more or less? Should it be 50-50? Should it be more than 50-50? This is something that the PTC will have to deliberate and make a decision for this year's fare review.”
“The PTC deliberates on this matter and it looks at the PTOs' ROTA (Return on Total Assets). This matter actually has been debated in Parliament and the Government has accepted that we will use ROTA as an indicator on the financial health of the PTOs. In deciding what is the right ROTA figure, there is no magic number, because it changes over time and circumstances might be different, so we normally look at the benchmark – what are comparable PTOs and industries, whether in Singapore or overseas, how they are doing – before making a decision on this.”
“Before the Council makes deliberations, whether it be on distance-based through fares or on the annual fare review, it invites submissions, it hears out the PTOs, and then makes a decision. So there is due process. Some Members mentioned about season passes. The LTA is working on it. It is also working on central bus planning, such as more direct routes. These are matters which PTC and LTA will look into, but what is important is that when it looks into this, one of the key things that they have to take note of is to ensure that whatever that has been developed, proposed and launched is commercially viable. I think Mr Ong Kian Min made that point. He said that the challenge is to ensure that when we do all these things to try to benefit the commuters, it is also important, at the same time, to ensure that, if you are launching a travel pass, or you are working out a particular bus route, at the end of the day, you do not compromise the financial viability of the system as a whole. In fact, this goes to Mr Lim Biow Chuan's last point where he said that some people are confused and they think we set up the PTC to protect the PTOs, which is not the case. As I have said, the PTC was set up to find a balance between the commuters' interest – to ensure that they have an affordable high quality public transport system – and the financial viability of the PTOs. The financial viability of the PTOs is important because if the PTOs are financially not viable, your public transport service will deteriorate over time and that is against the commuters' interest, and that is why the PTC has to do this balancing act.”
“So the idea was to give the PTC a range of sanctions and they can then calibrate how best to meet particular circumstances, including the $100,000 fine that Mr Cedric Foo brought up. It is a part of the range of measures. Next, Mr Lim Biow Chuan pointed out that section 24(8), which refers to any criminal offence, should really be for an offence under the Act. He is right because if you read section 24(8), it refers back to section 24(4) and that makes it clear that the offence in question is an offence under the Act. Mr Lim also brought up the point about section 24AA on the review of fares and whether or not financial viability would be one of the considerations when the PTC deliberates on this matter. The answer is yes. Section 24AA says that the PTC must take into account the interest of the public, and the interest of the public is wide enough to cover the financial viability of the public transport operators. Mdm Ho Geok Choo and Mr Lim Biow Chuan asked about the recourse if PTOs are unhappy with the PTC's decision. The PTC plays many roles. But in the case of the fare review, it is really taking on the position of an arbiter and so it is not really a case of the relation between the PTC and the public transport operators. The Council is trying to balance the interest of the public transport operators and the interest of the commuters. We deliberated and decided that we should have an independent body, comprising people from all walks of life, that looks into this matter and that was why the PTC was set up in 1987. They will be the final decision maker when it comes to matters relating to fares. That is the reason why the PTOs cannot appeal beyond the PTC to the Minister. In terms of consultation, the process is therefore built into the system.”
“On the matter of community engagement which Mdm Cynthia Phua brought up, as Members know, right now, we have set up a division called the Land Transport Community Partnership Division precisely for the reasons that the Member has said, ie, it is important that our land transport planners and decision makers have a feel of the issues on the ground. So, every constituency now has a Land Transport Authority officer sitting in their Citizens' Consultative Committee taking in the feedback. If there is more that can be done, whether small groups should be formed like Mdm Cynthia Phua suggested, this is something that we can study. But the principle is there, that we want to engage and hear what the difficulties are on the ground and see how best some of these difficulties can be resolved. There are also some clarifications which Members – Mr Lim Biow Chuan and Mdm Ho Geok Choo – sought on amendments to certain specific clauses. Mr Lim Biow Chuan asked about the suspension of the approved fares. The whole idea, when we amended the Act, was to give the PTC a range of sanctions that they can use. So it can be a censure, it can be a fine, it can be a suspension which is really a temporary revocation for not longer than six months, or it can revoke the approved fares completely. And when it does that, like Mr Cedric Foo mentioned, it is a draconian measure. So when will we use this? It has to be very grave and repeated breaches, because if you revoke the approved fares, there are serious financial consequences on the public transport operators as they will still be running the service. It does not mean that when you revoke the fares, they stop running the service, which is the point Mr Lim Biow Chuan brought up.”
“First, he asked whether under the amendments to the Act we are changing the current position, which is that a public transport operator can charge a lower fare. The answer is no. It is up to the public transport operators. They can offer discounts, whatever package they want, and to offer a lower fare than that which is approved by the PTC. What are the principal circumstances in which they are not allowed to do that? It is in the premium bus sector. In the premium bus sector, there is a price floor. This is to ensure that the premium bus operators do not cannibalise the basic bus services because they run only during the peak hours. So, if we allow them to price-compete with the basic bus operators, the basic bus operators would be under stress. The basic bus operators, when they run a service, they have to run it for at least 18 hours a day, whereas in the case of the premium bus operator, they only run it during the peak periods. For the premium bus services, they are not allowed to price-compete, they compete on quality. Mr Siew also brought up, in terms of representation to the PTC, that there should be commuter input. This is actually part and parcel of the PTC as embodied in the composition of its members. Community leaders are members of the PTC. It takes in people from all walks of life. We wanted to ensure that it is representative. So I would like to assure Mr Siew that that has actually been taken into account and is part and parcel of PTC as an institution.”
“I fully support him in this. Another issue that was brought up by Members is enhancing the existing hub-and-spoke system. To put matters in perspective, we have a good public transport system. We conduct surveys every year. In the last two years, 2006 and 2007, eight in 10 commuters who took public transport said that, overall, they were satisfied with it. Yes, certainly, there are areas for improvement. Members have mentioned, for example, waiting time and travel time. All these can be improved, and both the LTA and the PTC are looking into these pain points in our system. Mr Foo asked what else are we doing to enhance the hub-and-spoke system. As Members would know, we are doubling the rail network within a span of 12 years. We will spend close to $40 billion. Every other year, there will either be a new rail extension or stage of rail line opening. For example, next year, we are going to have the Circle Line opening up in the north-east sector. We are also having more integrated public transport facilities. We have also introduced integrated public transport travel information, a point which Mdm Cynthia Phua brought up, that is we are using technology to provide travel information to commuters. We will see what more we can do. And, of course, we are looking into central bus planning, which a few Members mentioned. LTA will be the central public transport planner. They are already doing that now for the rail system. They will take on board from 2009 onwards the bus side, so that they can look at the system as a whole, how best to optimise the network from the commuters' viewpoint. Mr Siew Kum Hong made two points.”
“The PTOs benefit, as Mr Ong Kian Min correctly pointed out, as they should see higher ridership in the long term. Both benefit, so as a matter of principle, both should bear some of the costs. What the PTC will be doing is to look into the details of this and see how these adjustment costs should be borne between the public transport operators and the commuters. It is worth emphasising what PTC Chairman, Mr Gerald Ee, said that for this year's fare revision and fare restructuring exercises which are both taking place at the same time, even though the maximum fare cap this year is 3%, his Council will endeavour to ensure that the net fare adjustment will be below 1%. This is actually lower than last year's fare cap, which was 1.8%. He further said that he would also, when looking at the details of this fare revision and fare restructuring, ensure that the majority of commuters benefit, that they will pay less than 3%. This will turn on the transfer rebate the Council will give, how this will be allocated between the PTOs and the commuters, what sort of fare increase and how is that spread across the fare stages. I would like to assure the House that he understands the current difficult economic conditions and that his Council will endeavour to make sure that the majority of commuters benefit. Mr Cedric Foo also pointed out that under the current system, what is happening is that commuters who are taking direct trips are effectively being cross-subsidised by those taking transfer journeys, and he is right. I think Mr Ong Kian Min alluded to it in his speech when he said that we are actually trying to correct an existing inequity in the system. He said quite rightly that it is the majority of people who will benefit and that those who benefit should actually speak up.”
“Mr Speaker, Sir, I thank Members for their comments and strong support for the Bill. Let me just take the House through some of the key issues that Members have raised in the course of this debate. Mr Cedric Foo brought up an important point. He said that, right now, four in 10 commuters benefit because they make transfers daily. But he argued that the potential benefit should be wider. And he is right, it is much wider. The four in 10 ratio understates the benefits to the commuters because it is looking at whether or not the commuter takes the transfer daily. But the commuter might not take it every day. He might take it two or three times a week. So Mr Foo is right and it is an important point to stress that the benefits of this distance-based through fare that we are putting through today are much wider than four in 10 commuters. In fact, in terms of potential benefit, it is even wider. Travel patterns change. If we take a commuter today who does not make any transfer at all, he might change his place of work and his home, and that might involve transfer journeys in the future. Even if he does not change his place of work or his home, he now has the option of choosing what is the optimal service combination to get to his destination. As Members have said, this might be a shorter waiting time and a faster journey, without having to pay a transfer penalty. The other item that has been brought up is this issue that as we move towards distance-based through fares, how do we allocate the adjustment costs? As a matter of principle, both the public transport operators (PTOs) and the commuters benefit and therefore they should each bear some of the adjustment costs. The commuters benefit because they now have a fairer fare structure and greater choices.”
“To ensure due process in making these changes, we propose to insert a new section 24AB, which requires the PTC to give notice to and consult the relevant parties. Once the PTC decides on the revisions in fares, it would need powers to enforce its decisions, to ensure the public transport operators comply with its decisions. Clause 4 of the Bill amends section 24 of the Act to enable the PTC to take a wider range of enforcement measures if the operator does not comply with its decision. Depending on the gravity of the non-compliance, the PTC can decide to revoke its approval of the operators' fares, suspend its approval for a period not exceeding six months, impose a financial penalty not exceeding $100,000 or publicly censure the operator. The PTC will be required to give notice to the operators concerned, and allow the operators to show cause as to why the PTC should not take action before carrying out the enforcement. To align the current enforcement provisions with the changes, clause 3 of the Bill amends section 23 of the Act to make it clear that any public transport fares suspended by the PTC will be deemed not to be an approved fare. Clause 3 also clarifies section 23 to make it an offence to charge fares that are not approved by the PTC under the amended provisions of the Act. The introduction of distance-based through fares will mean structural changes to our bus and RTS fares. This is necessary to better integrate our hub-and-spoke public transport system, and will benefit commuters by giving them more choices. By giving the PTC the necessary powers to integrate our fare structure and introduce distance-based through fares, it would help to realise our vision of a more people-centred land transport system. Sir, I beg to move. Question proposed. 4.07 pm”
“This will give the PTC the necessary mandate to integrate fares by introducing distance-based through fares. The key amendments arising from this new function are: (i) The PTC to initiate and impose changes to the public transport fare structure and the apportionment of fare revenue among the public transport operators; and (ii) The widening of its range of enforcement powers on its decisions on fares. Let me elaborate and highlight the key provisions in the Bill. First, the PTC will be able to initiate a review of the bus and RTS fares and make changes to the fares and apportionment of fare revenues, for the purposes of integrating public transport fares. This will be in addition to the PTC's current mandate in the annual fare revision exercise. To do this, clause 5 proposes inserting two new sections to the PTC Act. Section 24AA empowers the PTC to make structural changes to any fare by varying them, or imposing such changes as conditions to its approval of fares. The PTC would also need to have powers to determine the rules for revenue-sharing among the public transport operators. This is meant to ensure the continued financial viability of the operators and the overall system, even as fares are being changed to a more integrated form. Section 24AA will, therefore, also provide the PTC with the power to impose conditions on operators with regard to the apportionment of fare revenues. Such conditions could also require the operators to publish the integrated fares for the benefit of commuters. These structural changes will affect many parties, especially the public transport operators who provide the services.”
“A better, more integrated fare structure would be distance-based through fares: charging commuters based on the distance travelled, regardless of the number of transfers made. This would be more equitable for all commuters as it will eliminate any cross-subsidy between transfers and direct journeys. It would also benefit all commuters, whether they make transfers or not, in that all commuters would be given more choices over the routes for their journeys. They would not be penalised for choosing to make transfers if doing so were faster, more direct or provided a better travel experience, compared to having to wait for a direct service in order to avoid paying the "transfer penalty". More importantly, distance-based through fares would make our public transport system more seamless. As transfers are part and parcel of a hub-and-spoke network, we should have a fare structure that removes the current impediments to making transfers. In addition, providing commuters with more choices and greater convenience will increase the attractiveness of public transport as a whole. As the PTC already oversees matters related to public transport fares, it is the most appropriate agency to lead the integration of public transport fares. To that end, a new function has to be enacted in the PTC Act. Sir, the PTC Act will be amended for the PTC to take on a new function: to drive fare integration by introducing distance-based through fares. Clause 2 of the Bill expands the PTC's current functions under section 4 of the PTC Act, to include promoting and facilitating the integration of bus and Rapid Transit System (RTS) fares to ensure the provision of efficient public transport services and facilities.”
“Mr Speaker, Sir, I beg to move, "That the Bill be now read a Second time." Sir, the Bill seeks to amend the Public Transport Council Act (PTC Act) to enable the PTC to support the development of a more integrated public transport system, by introducing distance-based through fares. Our public transport system is based on a hub-and-spoke model. This is a much more efficient model than having many direct services. How this works is that we have more frequent and faster services bringing commuters to a transport hub and then onwards to their destination, with the same amount of resources. This will deliver better outcomes for commuters because more frequent feeder services will mean shorter waiting times for commuters. Making transfers can also reduce overall travel time, especially for longer journeys. This is the correct model for a compact city state like Singapore. Going forward, we will enhance our hub-and-spoke public transport system to address waiting time, travel time and crowding levels, which Members often raise in this House, as key areas of concern to commuters. Transfers are part and parcel of a hub-and-spoke system. However, our fare structure today is not fully integrated and does not support transfers. In fact, a commuter pays more to make a transfer journey compared to a direct journey, even if he travels on a comparable route over the same distance. Although he receives a rebate of 25 cents whenever he makes a transfer between bus and rapid transit, or between buses, this does not fully cover the additional cost of the transfer. Commuters who make transfers today therefore bear a financial 'penalty' for making a transfer. In effect, revenues from transfer journeys cross-subsidise direct journeys.”
“WRITTEN ANSWERS TO QUESTIONS GOVERNMENT OF SINGAPORE INVESTMENT CORPORATION INVESTMENT IN UBS (Implicatons from ongoing investigations) 1. Mr Siew Kum Hong asked the Senior Minister whether the ongoing investigations in the US into allegations that UBS’ private bank helped clients evade taxes and that UBS had defrauded its clients who had purchased auction rate securities have any implications for the investment by the Government of Singapore Investment Corporation in UBS and for Singapore’s aspiration to be a global financial centre and a private banking hub.”
“LTA re-surfaces roads when its regular regime of road assessment and maintenance indicate the need to do so. Specially equipped vehicles collect road data on expressways once every year, and on major roads once every three years. The data collected is analysed, and this form the basis for LTA to plan, prioritise and implement its road re-surfacing programmes. In addition, LTA carries out visual inspections of the surfaces of expressways every week and of major roads every fortnight. These visual inspections are to pick up any signs of distress or defects along the roads, such as potholes, so that the necessary rectification works can be carried out. Typically, our expressways are resurfaced every three to five years and our major roads every five to 10 years. For minor and residential roads, regular visual inspections are carried out every two months to assess the need for resurfacing of the roads. When the road surface is found to be in poor condition, re-surfacing would be carried out for the affected stretch. Typically, our minor roads are resurfaced every 10 to 20 years and for the residential roads every 30 to 40 years(4). Different-coloured tones of road tarmac are typically caused by the road works of various utility service agencies, such as PowerGrid Limited, PowerGas Limited, the Public Utilities Board and Singapore Telecom. When these utility service agencies carry out road works such as pipe or cable laying, LTA requires that the affected lane be re-surfaced once the works are completed. This results in the different-coloured tones between the newly re-surfaced lane and the other lanes. Only the affected lane is re-surfaced, in order to minimise disruption to traffic. (4) Residential roads are less stressed than other roads.”
“Sir, the ERP system is designed to deduct ERP payment on a pay-as-you-use basis. If a motorist passes through an operating ERP gantry without a CashCard inserted in the In-vehicle Unit (IU), or with a CashCard with insufficient balance, in addition to the outstanding ERP charge, an administrative charge is also levied to recover the additional cost of processing that ERP transaction. The additional cost of processing the transaction does not depend on the quantum of ERP charge that was not paid. Instead, it is based on the cost of processing the transaction and varies according to the mode of payment used. Hence, the administrative charge levied is different for different modes of payment, ranging from $4 to $10. For example, motorists who pay by cheque, or with cash, at Post Office counters or at LTA’s service counters, are levied a $10 administrative charge. If payments are made by electronic means through AXS machines, Self-service Automated Machines (SAMs), Onemotoring website, etc, the charge payable would be $8. Motorists who pay through their mobile service provider will only pay a $4 administrative charge. RE-SURFACING OF ROAD TARMAC (Policy) 63. Mr Ong Ah Heng asked the Minister for Transport what is the policy regarding the re-surfacing of road tarmac as many roads have either turned grey and/or layered with different tones of tarmac.”
“It is only with mutual respect that taxi drivers can provide a service that their passengers are happy with. MANDATORY CANING OF OVERSTAYERS 51. Mr Gautam Banerjee asked the Deputy Prime Minister and Minister for Home Affairs (a) whether the introduction of mandatory caning of at least 3 strokes for foreigners who overstay 90 days or more, which was introduced in 1989, has been a sufficient deterrent to curb the immigration offender problem; and (b) how does the annual number of overstayers in recent years compare with the annual number of overstayers before the introduction of mandatory caning.”
“The Land Transport Authority (LTA) has various channels, such as the customer service hotline, SMS and the online feedback form for members of the public to provide feedback on errant taxi drivers. To facilitate the investigation, members of the public will need to provide the date, time and place of incident, the taxi registration number and a brief description of the incident. LTA will then interview the taxi driver, the complainant and witnesses, if any. Only when LTA is clearly satisfied that there has been an infringement of the rules and regulations will LTA proceed to penalise the taxi driver. The taxi driver can appeal to LTA, and, if the driver’s licence is suspended, appeal to the Minister for Transport as well. Over the past three years from 2005 to 2007, 486 taxi drivers were issued composition fines arising from complaints by members of the public. Of these, 400 were also given demerit points. In situations where taxi drivers encounter difficult passengers, they have been advised to handle the situation calmly and avoid entering into arguments with these passengers. If taxi drivers require assistance, they can alert their taxi companies’ call centres or contact the Police. If LTA’s investigation reveals that the fault does not lie with the taxi driver, LTA will not take any action against the taxi driver. The taxi industry is a service industry. Both LTA and the taxi companies place strong emphasis on taxi drivers providing quality service to their passengers. LTA will continue to work closely with the taxi companies and the taxi drivers’ associations collectively to improve the service levels of taxi drivers. However, passengers also have a part to play by treating taxi drivers fairly.”
“Ms Ellen Lee asked the Minister for Transport (a) if he will explain the process of how the Land Transport Authority (LTA) handles complaints from members of the public about taxi drivers; (b) how many taxi drivers were given demerit points/penalised due to customer complaints over the past three years; and (c) what is the action taken by LTA when the investigations revealed that the customer is unreasonable, rude or abusive.”
“The safety of taxi drivers is a key concern of the taxi companies and taxi drivers’ associations. To enhance the safety of taxi drivers, taxi companies have installed security systems in their taxis. One such system has distress alarms that are linked to their company’s vehicle location system which uses Global Positioning System (GPS) technology to track the location of their taxis. When a taxi driver triggers the distress alarm, his location can be immediately established and the Police will be notified to assist. Hardware installations are only part of the answer. Very often, simple preventive measures like educating taxi drivers on the do's and don’ts and the appropriate responses to take when faced with potential threats, which the taxi companies have also undertaken, can be more effective. For example, taxi drivers have been advised not to keep valuables in their taxis and to keep their cash out of sight. When confronted with armed robbers, they are advised not to put up resistance in order to minimise the risk of bodily injury. The taxi companies and their drivers have great interest in the issue of drivers’ safety, and they have been conscientious in addressing such concerns. The Land Transport Authority will work closely with the taxi companies, taxi drivers' associations and the Police to facilitate their efforts in enhancing taxi drivers’ safety and collectively deterring crime against taxi drivers. TAXI DRIVERS (Complaints from members of the public) 50.”
“Mr Yeo Guat Kwang asked the Minister for Defence (a) what is the Ministry’s policy towards National Service enlistees studying in a private university and seeking deferment to the next NS intake in order to sit for end-term or year-end university examinations; and (b) whether he will consider amending the Enlistment Act to allow some flexibility and clarity in its enlistment policy so that students who are genuinely scheduled to sit for examinations may seek deferment to a later intake.”