S Iswaran
Singapore
“The Maritime and Port Authority of Singapore (MPA) has incorporated the requirements of the International Maritime Organization (IMO) 2020 regulation in its Prevention of Pollution of the Sea (Air) Regulations 2022. The Regulations are applicable to Singapore-registered ships and all other ships while they are in Singapore waters.”
“The Maritime and Port Authority of Singapore (MPA) plans to progressively roll out the charging infrastructure for electric harbour craft operations in the Port of Singapore from 2025.”
“Since 2018, the Land Transport Authority (LTA) has imposed minimum bicycle parking provisions covering different types of developments. The requirements are determined by multiple factors, including the developments’ use, location and gross floor area (GFA).”
“I had addressed similar Parliamentary Questions by Mr Gerald Giam on 29 November 2022 and 10 January 2023, as well as in my Ministerial Statement on 8 May 2023. The Member can refer to these past answers and statement as there has been no material change in the allocation of Certificates of Entitlement.”
“To encourage the uptake of electric cars, the Government has rolled out the Electric Vehicle Early Adoption Incentive and enhanced Vehicular Emissions Scheme. When taken together, it provides up to $45,000 off the Additional Registration Fee of an electric car upon registration.”
“The Land Transport Authority studies all potential changes to the Certificate of Entitlement (COE) system carefully, including conducting sensitivity analysis where appropriate.”
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“To ensure that vehicles are safe for use on our roads, the Land Transport Authority (LTA) requires them to be inspected at Authorised Inspection Centres (AICs). This is more efficient than regulating motor vehicle workshops or their technicians, which could entail greater compliance costs for business owners and consumers. Older vehicles, vehicles used for point-to-point passenger transport, as well as goods vehicles are subjected to more frequent inspections. Vehicles that do not pass these inspections cannot be used on the roads. The AICs are, in turn, regulated by LTA. For example, the inspectors have to attain specific certification, such as a certificate from the National Institute of Technical Education in relevant fields, such as automotive technology, to be qualified. It is an offence under the Road Traffic Act to hire someone without the requisite qualifications. So far, LTA's inspection regime has helped to ensure that the vehicles used locally are in good condition.”
“Today, LTA already allows LED rear lamps which comply with international safety standards to be installed on a vehicle. To ensure safety, these lamps need to be certified and endorsed by the vehicle manufacturer and installed according to the vehicle manufacturer's recommendation. These requirements are the same as those for LED head lamps.”
“MOT is studying measures to ensure that new developments provide sufficient electrical capacity for EV charging and will announce details when ready. Where safety is concerned, EVs and their charging equipment, like hybrid vehicles and internal combustion engine vehicles, are subject to stringent safety standards before they are approved for use. All EVs must comply with internationally-recognised vehicle safety standards, such as the United Nations Economic Commission for Europe Regulations. Similarly, all EV charging equipment must be compliant with our national charging standard, Technical Reference 25, before they can be installed and used. LTA and other relevant agencies regularly review these standards to ensure their relevance and effectiveness. The Fire Code was also revised in September 2021 to include specific fire safety requirements relating to EV charging stations. LTA requires all EV charging operators in public carparks to obtain and maintain public liability insurance to insure against any third-party losses or damages arising from the provision of EV charging infrastructure.”
“We have implemented quotas for the Vaccinated Travel Lanes (VTLs) as a safeguard to manage the public health risk. For VTL (Air), the quota is allocated to airlines operating flights from VTL countries based on the plans they submit. The Civil Aviation Authority of Singapore (CAAS) manages the quota allocation for each country and airline dynamically based on demand, and the total will be kept within the overall quota. For VTL (Land) with Malaysia, the quota is set separately from VTL (Air) and is based on the number of designated buses entering each country per day.”
“The business costs of driving a taxi or private hire car typically include vehicle rental, commissions paid to platform operators as well as fuel cost, which are subject to global fuel price fluctuations. Compared to January 2020, overall costs of business for point-to-point (P2P) drivers have increased by about 6%. This is mainly due to a rise in fuel expenditure, as fuel prices have increased over the past six months. With the gradual recovery of P2P ridership, drivers have also made more trips and seen increased operating costs in recent months. Since February 2020, the Government has supported taxi and private hire car drivers through schemes, such as the Self-Employed Persons Income Relief Scheme (SIRS) and COVID-19 Driver Relief Fund (CDRF). Currently, P2P ridership has recovered to nearly 80% of pre-COVID levels, bolstering drivers' incomes. We are glad that taxi operators have continued to support drivers with rental relief and will monitor the sector to ensure that drivers are coping well in this challenging period.”
“The quota premium depends on the demand and supply for Certificates of Entitlement (COEs). As the supply of motorcycle COEs for each bidding exercise is predominantly dependent on how many motorcycles are deregistered in the preceding period, the recent high prices for motorcycle COEs reflect strong demand. Over the past year, more than 99% of motorcycle temporary COEs issued have been used to register motorcycles. This indicates there is real demand for these COEs, and there is little evidence of motorcycle dealerships and motorcycle-leasing firms bidding for excessive numbers of motorcycle COEs. We recognise that some workers rely on motorcycles for their livelihoods. This is why the Government subjects motorcycles to lower Additional Registration Fees, road taxes and ERP charges, compared to other vehicles types. We understand the concerns over the impact of higher COE prices on motorcycle owners who ride for a living. We are monitoring the situation closely and will take appropriate measures, if warranted.”
“In 2019, the average number of ferry passenger arrivals and departures between Singapore and Batam and Bintan was about 146,000 a week in total. Since Indonesia opened up quarantine-free travel bubbles for fully vaccinated tourist travellers from Singapore to Batam and Bintan from 24 January 2022, the number of ferry passenger arrivals and departures has remained at around 600 per week. Singapore and Indonesia are working towards an arrangement to facilitate two-way quarantine-free travel for fully vaccinated travellers between Singapore and Batam and Bintan, as part of our plans to gradually reopen borders while managing public health risks. We will share more details when ready.”
“Mr Speaker, I thank the Member for his question and I understand fully the intent behind it. I would say we have an agreement today. It is a good agreement. I think the first and most important thing is for us to make sure they are ratified and they enter into force. And then, I think we have the time and opportunity to work on a whole slew of initiatives to foster that closer cooperation and understanding. As I pointed out in my Ministerial Statement, there are all kinds of partnerships in the provision of air navigation services around the world. So, I would not preclude any option going forward, but the basis for ideas like what the Member has suggested, really is that it must be premised on first having a close understanding and cooperation between all the parties concerned and this must be borne out by experience that it can work to mutual benefit and accommodate the needs of both sides well. So, I think we need to focus on this first. I would not preclude alternative structures going forward. But neither do I want to hasten into those sorts of discussions at this point. I think, in general, from a Government point of view, what we have today is a good agreement. Agreements can always be better, but the converse can also be true. So, it is about making sure what we have works and works well for all parties. I think that would then give us the basis on which to build for the future. 2.01 pm”
“Looking ahead, I think what it means is it allows both sides to now focus on operationalising the arrangement, getting more familiar with each other in terms of how we can cooperate further, building confidence and building trust. That is essential because, as Senior Minister Teo made it very clear, we are neighbours, and we will be neighbours well beyond 25 years. So, it is important that at the foundation of our relationship, we have that confidence and trust. And that is the basis on which we want to go forward. So, we will be working on these various initiatives and, I might add that it is very hard to anticipate the trajectory of civil aviation over two and a half decades. A lot has happened in the last 25 years. Indeed, a lot has happened in the last five, six years and we must expect a lot more may happen in the next 25 years. If I may just give you one example. We have the Singapore Airshow on and I met with some aviation officials this morning and one of the focal points is what in the industry they call "network operational efficiencies". This is really about how, between the aircraft avionics and the air navigation service provisions, we can optimise so as to minimise the impediments to smooth flows, because when you have those impediments caused by congestion, weather events and so on, it means aircraft have to circle, burn extra fuel and so on, and it takes on an even more significant hue when we consider these sorts of matters in the context of the broader climate change challenge and the kind of sustainability initiatives that we want to work on. I am just citing that as one example of how we can work together and there are many other areas. But this agreement creates the foundation upon which we can build that stronger, bilateral partnership.”
“Mr Speaker, I thank the Member for his words of appreciation for the various officials who have been engaged in, as Senior Minister Teo described, extensive and intensive discussions on this very important matter and it has been a multi-agency effort involving many Ministries, the Attorney-General's Chambers, and I think it is important that this House puts on record our deep appreciation for their signal contributions to this outcome. Secondly, as I respond to the Member's question on bilateral ties, I am reminded of today's date and its significance for bilateral relations. I think in that spirit, it is important that we see this as an opportunity to build strong, durable and mutually beneficial ties between Indonesia and Singapore. Of course, specifically, in the context of aviation, because we are talking about the FIR Agreement here, but really as a foundation for doing more together. So, what it means is understanding – and, in fact, I made this point in my Ministerial Statement. One of the reasons we were able to get to this outcome is because both sides had a shared commitment to ensuring the safety and efficiency of international civil aviation. I think that is key because it means we understand that this is the paramount objective. Then we have our respective interests that we need to then reconcile. That is what this process has been about. It has been a consultative process, there have been discussions over an extended period and we have now arrived at an outcome that we believe is good for Indonesia, Singapore and international civil aviation.”
“So, if I may go back to what I said in response to an earlier question, whilst the details will evolve as we see the situation developing, the key thing is that this agreement, at its foundation, gives us the clarity, certainty and confidence to move forward on many issues, not just in the interest of Changi Airport, but also in our bilateral interests in terms of aviation cooperation and how we can better serve the international aviation community as air travel grows in Asia.”
“So, as I have said, there is a broader value that this agreement brings for the international civil aviation. Without that assurance, it is really difficult to contemplate how we can move forward for Changi Airport and Singapore, because, ultimately, we are an international aviation hub and, central to that, is our ability to ensure the aircraft landings and take-offs in Changi Airport can be done safely and efficiently. I would say that this is not a unique consideration for Singapore. All airports around the world, especially major aviation hubs, will take this into account, and, in fact, it is central. It would also be the case for Indonesia and its airports. So, whilst we are talking and focusing on Changi Airport, in particular, and our needs, I want to emphasise that this actually brings benefits for all parties, including Indonesian airports. So, specifically for us, what it means is, with that assurance, we can now focus on also a range of other initiatives which will help to enhance the services that we can provide in terms of air navigation but also others to support the broader aviation sector in Singapore. It also means that in our discussions with aviation sector stakeholders, including potential investors and companies which want to set up operations here, we are now able to give them greater clarity on the matter and we can move forward on that basis. We are, as the Member by virtue of her background would be aware, looking also at various investments in technology and so on, which will enable us to enhance the quality of services that we can provide from Changi Airport. This, again, is going to be an important part of the work going forward.”
“If I may paraphrase the Member's question so that I get it clearly, it is really, specifically, how this benefits Changi Airport and Singapore, is that right?”
“Mr Speaker, I thank the Member for his question. If I may reiterate, the delegation arrangement under the FIR Agreement is for 25 years and it also states that it shall be extended by mutual consent if both sides find it beneficial to do so. Indonesia and Singapore will consult each other and ICAO prior to the end of 25 years to ensure safety and efficiency of international civil aviation beyond the 25 years. Therefore, this is an agreement and, at its heart, its durability is underpinned by this set of provisions. Any deviations from this will have to be resolved through bilateral discussions and consultation and, ultimately, approval from ICAO, which will also involve consultation with stakeholders. So, I think it would be premature to consider any other alternatives. At this point, our focus is to bring these agreements into force, operationalise them. Because many of the questions that are being posed are hypothetical. Because we need to implement them, understand them fully and appreciate the value and the impact they have on the way we manage collectively air navigation services. Then, that will inform future decisions. On the maps itself, I think this is something that will have to be through bilateral consultation, the decision. At this point, we are not releasing the maps.”
“Mr Speaker, I thank the Member for her question, which is an important one, specifically, how this agreement benefits Changi Airport. So, if I may underscore a point that I made earlier, this is an agreement that does not just benefit Changi Airport, it actually also benefits Indonesian airports, for example, Batam, Bintan and Tanjung Pinang and, perhaps most crucially, it also benefits international civil aviation on the point of ensuring its safety and efficiency. And once we keep that as the baseline, then we can look ahead because what it means is that despite all the forecasts for growth in aviation in the Asia Pacific region, unless we are able to ensure traffic is managed well, smoothly and, most importantly, safely, we will not be able to benefit collectively or individually from that growth. So, what this agreement does is that it not only gives us clarity on an important matter for both sides but also for the international aviation community which has a strong interest in this matter. With that as the foundation, we can then proceed to work on other important initiatives, whether it is investment in technology, infrastructure and also building closer cooperation between Indonesia and Singapore, in terms of aviation cooperation and, of course, extending beyond that into other areas. So, I would say that, at its core, this agreement, once it has gone through the entire process and comes into force, it will provide clarity, certainty and, therefore, give confidence to all parties involved to then proceed with the necessary initiatives to prepare for the growth in aviation in our part of the world.”
“This is a durable FIR Agreement. We will have 25 years to implement the FIR Agreement and gain experience from the new arrangements. It will allow both sides to strengthen our bilateral transport ties and it establishes a foundation for further cooperation in the provision of ANS and in other areas. The aviation sector will continue to develop with advancements in technology and ANS procedures. As air traffic and airports grow, our operational needs and aviation standards will also evolve. All these elements will shape the circumstances under which we will make decisions in the future. Under the FIR Agreement, the delegation arrangement shall be extended by mutual consent, should both sides find it beneficial to do so. Singapore and Indonesia have agreed to consult each other and ICAO before the end of the 25 years, to ensure the safety and efficiency of international civil aviation beyond the 25-year duration. Mr Speaker, Sir, in summary, the FIR Agreement is a key pillar of the Expanded Framework, which will advance our mutual interests. We were able to achieve this outcome because both sides approached the negotiations with a shared commitment to uphold the safety and efficiency and support the growth of international civil aviation. It has also laid a firm foundation for closer cooperation in aviation and other areas between Indonesia and Singapore. In closing, I would like to express our deep appreciation to the negotiating teams from Singapore and Indonesia, in particular, our MOT and CAAS officers, for their hard work in concluding the agreement and achieving an outcome that is good for Singapore, Indonesia and international civil aviation.”
“With the FIR Agreement and closer bilateral cooperation, airlines and other aviation stakeholders will have more opportunities to tap on the future growth in air traffic in this region, grow their operations, connect more passengers, attract more investments and create more jobs in our regional aviation sector. Mr Speaker, Sir, in short, the FIR Agreement is a significant milestone in our bilateral transport relationship with Indonesia, which will bring benefits to Singapore, Indonesia and the international civil aviation community. Ms Poh Li San and Mr Melvin Yong asked about the implementation of the FIR Agreement. As explained by Senior Minister Teo Chee Hean, the FIR Agreement, Defence Cooperation Agreement and Extradition Treaty are to be brought into force and implemented simultaneously. For the FIR Agreement, first, the domestic processes for both sides to ratify all three agreements have to be completed. Second, the technical teams are working through the detailed coordination procedures for the FIR Agreement, which are necessary to ensure a smooth transition in air navigation arrangements and to uphold safety and efficiency. Third, Singapore and Indonesia will jointly consult all relevant stakeholders and submit a Proposal for Amendment for the FIR boundary realignment and delegation arrangement to ICAO for approval. Fourth, once the FIR boundary realignment and delegation arrangements are approved by ICAO, Indonesia and Singapore will agree on a date to implement the FIR Agreement and for all the three agreements to enter into force together. Mr Pritam Singh and Mr Saktiandi Supaat also asked what will happen after the 25-year duration of the FIR Agreement. Senior Minister Teo Chee Hean has spoken on this. Let me add from the civil aviation perspective.”
“Ms Poh Li San, Mr Saktiandi Supaat, Mr Melvin Yong, Mr Lim Biow Chuan and Mr Gerald Giam asked about the implications of the FIR Agreement. Miss Cheryl Chan also asked the same in a question for written response. The FIR Agreement decisively resolves a key longstanding issue on the bilateral agenda and paves the way for closer cooperation in air traffic management and other aviation issues. It clarifies how ANS will be provided in this busy and complex airspace and ensures that air traffic flows in our region, including to and from Changi and Indonesian airports, will continue to be safe and efficient. Let me elaborate. Every major airport in the world has a contiguous block of airspace for its arrival and departure procedures, which is essential for ensuring safety. It is necessary to deconflict aircraft when they are taking off or landing, which are critical phases of flight and when safety risks are the highest. Changi Airport, for example, had nearly 400,000 flights each year pre-COVID-19. The FIR Agreement allows Singapore to continue providing ANS within a contiguous block of airspace which is sufficient for Changi Airport's present and future needs. It will support the continued growth and competitiveness of Singapore's air hub and aviation-related sectors. The FIR Agreement will also ensure the safe and efficient management of traffic to Indonesian airports, including Batam, Bintan and Tanjung Pinang airports, which are in close proximity to Changi. The international civil aviation community will also benefit. The International Air Transport Association forecasts that air traffic in the Asia-Pacific will have the highest growth globally over the next 20 years.”
“Based on the parameters endorsed by the two Leaders, Coordinating Ministers, Ministers and officials from multiple agencies were involved in the negotiations. MOT/CAAS officials, especially ANS experts, worked closely with their Indonesian counterparts to address the complex technical details, taking into account ICAO rules. The outcome of this consultative negotiation process is an FIR Agreement that ensures the safety and efficiency of air traffic, addresses Indonesia and Singapore's interests and needs, and benefits international civil aviation. Mr Gerald Giam asked about the air traffic arrangements under the FIR Agreement. Let me briefly take Members through the key elements. First, realignment of the FIR boundary. The boundary between the Jakarta FIR and the Singapore FIR will be realigned to meet Indonesia's desire to realign the FIR boundaries, and largely take into account Indonesia's territorial baselines. Second, delegation arrangement. Indonesia will delegate to Singapore the provision of ANS for the airspace closest to Changi, to meet Changi Airport's current and future needs. Third, under the delegation arrangement, CAAS will provide ANS, such as air traffic services, publication of aeronautical information and designing of air routes within the airspace where the provision of ANS has been delegated to Singapore. The FIR Agreement also caters for civil-military cooperation in air traffic management, based on ICAO provisions. Fourth, the delegation arrangement under the FIR Agreement is for 25 years and shall be extended by mutual consent if both sides find it beneficial to do so. Indonesia and Singapore will consult each other and ICAO prior to the end of the 25 years, to ensure safety and efficiency of international civil aviation beyond the 25 years.”
“The third is where the state provides ANS in the FIR and territorial airspace of a neighbouring state. This is typically done through delegation arrangements. For example, in order to manage traffic for Geneva Airport, Switzerland provides air traffic services for French airspace that is part of the Marseille FIR through a delegation arrangement. So, territorial airspace, FIRs and the provision of ANS. These come together across the world in different models. But regardless of the model adopted, the paramount objective is to ensure the safety and efficiency of international civil aviation in accordance with ICAO rules. The FIR issue has been on the Indonesia-Singapore bilateral agenda for several decades. Its resolution will bring clarity not just to both countries, but also to the international civil aviation community. It would also lay the foundation for us to strengthen bilateral cooperation in the aviation sector and across our broader relationship. Singapore and Indonesia, therefore, agreed to discuss the FIR issue as an integral part of a broader framework, endorsed by Prime Minister Lee and President Jokowi, to achieve a durable and balanced set of agreements that meets both sides' core interests. Our aim was to: first, uphold the safety and efficiency of international civil aviation; second, meet Indonesia's desire to align the FIR boundaries to correspond with its territorial airspace; and third, accommodate current traffic and future growth of Changi and Indonesian airports. The negotiations entailed significant involvement and commitment at all levels of Government, given the strategic, political, operational and technical considerations.”
“Mr Speaker, Sir, Senior Minister and Coordinating Minister for National Security Teo Chee Hean has explained the key considerations underpinning the agreements signed at the Singapore-Indonesia Leaders' Retreat on 25 January 2022, the main elements of the agreements, their implications for our bilateral relations and the implementation process. I will now bring Members through the specifics of the Agreement on the Realignment of the Boundary between the Jakarta Flight Information Region (FIR) and the Singapore FIR and respond to the various questions from Members on the considerations, implications and the way forward for the FIR Agreement. Mr Speaker, Sir, let me first outline how civil air traffic is managed around the world. Every state has its own territorial airspace over which it has sovereignty. Then, there are Flight Information Regions (FIRs), which are blocks of airspace assigned by the International Civil Aviation Organization (ICAO) to air navigation services (ANS) providers, such as the Civil Aviation Authority of Singapore (CAAS), for the purpose of managing civil air traffic. FIRs do not have to follow territorial boundaries. The provision of ANS around the world falls into three broad models. The first is where the state provides ANS for an FIR that is within its territorial airspace. For example, the Aeronautical Radio of Thailand Limited (Aerothai) provides ANS for Thai airspace within the Bangkok FIR. The second is where the state provides ANS within its FIR, but the FIR extends beyond its territorial airspace. For example, Indonesia provides ANS over Christmas Island, which is part of Australia's airspace but within the Jakarta FIR. Likewise, the US provides ANS over Canadian airspace within US FIRs.”
“The Ministry of Health’s (MOH) current assessment is that the enhanced testing regime and limits on the number of VTL arrivals that we imposed after the Omicron variant was designated as a Variant of Concern are sufficient to manage the public health risk, and there is no need to introduce a 24-hour Stay-Home Notice for VTL travellers. The Ministry of Transport (MOT) will continue to work closely with MOH to regularly review our border measures, and reopen our borders in a careful and calibrated manner while safeguarding public health.”
“The On-Board Unit (OBU) has been designed to balance several needs. These include performing the charging functions accurately and securely in different vehicle types and environments, as well as being able to interoperate with both the existing system and the new global navigation satellite system (GNSS). The Land Transport Authority (LTA) conducted surveys and focus group discussions with motorists last year to better understand and meet motorists’ preferences for OBU installation positions and display user interface. While this will not lead to a fundamental redesign of the OBU at this juncture, it will help improve the motorists’ experience. As previously announced, we are also studying the option of allowing motorists to use their smartphones as the display screen of the OBU and will be engaging the industry on possible ways to implement this. The nexgen ERP system is designed for long-term use. It is supported by GNSS technology which remains one of the most commonly used navigation technologies today. In addition, the nexgen ERP system is based on open standards and adopts a modular design to provide greater flexibility for future updates and improvements. We will continue to monitor technological developments and incorporate refinements where feasible.”
“For the Thomson-East Coast Line, the Land Transport Authority (LTA) has assessed that it will save up to a million dollars per year by not opening these two MRT stations that will be heavily under-utilised. Mount Pleasant and Marina South MRT stations will open in tandem with the completion of housing developments in the respective areas. LTA will work with land use agencies to closely monitor the pace of development in the areas surrounding the stations, and will update on the opening dates when ready.”
“As of December 2021, Sengkang had 28 publicly accessible EV charging points deployed across shopping malls, petrol stations and HDB carparks. This will increase to 45 later this year under the joint LTA-URA pilot tender. We will progressively deploy and increase the number of EV charging points in all HDB carparks in tandem with our EV adoption rates, taking into account available electrical capacity, and upgrading electrical infrastructure where necessary.”
“The Government is committed to building around 1300km of cycling paths by 2030 under the Islandwide Cycling Network programme. With this, we will have cycling path networks in all HDB towns to support the uptake of active mobility in a safe and convenient way for all path users. The Land Transport Authority (LTA) has continued to implement new cycling paths despite the delays caused by COVID-19. There is now a total of around 500km of cycling paths across Singapore, and that will be extended to 800km in two to three years’ time. Many Singaporeans have benefitted from the greater connectivity of the cycling path network. To this end, works are ongoing in the Central Area and towns such as Bukit Panjang, Choa Chu Kang, Toa Payoh, and Woodlands. These will be progressively completed in the next few years. Concurrently, LTA has called tenders for engineering consultancy studies to facilitate the design of cycling paths in other towns, including Gek Poh and Nanyang estates. We will provide an update on the construction timeline when details are available.”
“All bicycles, manual or power-assisted, need to have a white front light and red rear light or reflector that are clearly visible, when ridden between 7.00 pm and 7.00 am the following day on public paths and roads. This is a key safe riding rule that is included in public education efforts by LTA, such as the recent graciousness campaign on path sharing and the ongoing road safety campaign. The importance of the use of lights, along with safe riding practices, are also featured in the recently revamped “Confidence on Wheels” programme. When conducting joint enforcement operations, LTA and the Traffic Police (TP) also use these opportunities to promote awareness of rules through the distribution of educational materials on active mobility.”
“Since 1 July 2020, motorised personal mobility devices (PMDs) used in Singapore must comply with UL2272 standards. With continued enforcement and education efforts, more users are aware of this regulation. In 2021, an average of 46 instances of users riding non-UL2272 motorised PMDs were detected each month – which is about half the number of users caught when the regulation was first introduced. The UL2272 requirement for motorised PMDs applies to the entire device, including its battery and circuitry. This ensures that the motorised PMD, as a whole, is safe for use. Any replacement component, including batteries, should be of the same make and model as the original component. Replacing the battery with a different model would render it non-compliant and would be an offence of illegal modification. Using such non-compliant devices on public paths and roads is also an offence. The maximum penalties for such offences were last increased in 2020 and will be regularly reviewed. To ensure continued compliance with device requirements, LTA requires all new e-scooters to undergo inspection before they can be registered and mandatory inspections every two years. Since 2021, to stem the inflow of non-compliant motorised PMDs, LTA also requires all imported motorised PMDs to have a valid approval before being brought into Singapore. The number of motorised PMD fires each year has been steadily decreasing since 2019. Last but not least, LTA and the Singapore Civil Defence Force (SCDF) conduct regular public education efforts, to educate motorised PMD users that they should not modify their devices and should only use original power adaptors and battery models for that device type.”
“Since the onset of the COVID-19 pandemic in January 2020, LTA has issued advisories to taxi and private hire car (PHC) drivers on measures that drivers can take to protect themselves from COVID-19. For example, they can improve ventilation by not using the recirculation mode of the vehicles’ air-conditioning system and winding down windows. Passengers are also advised to sit at the back, diagonally from the drivers where possible. MOH has assessed that the current measures remain sufficient to minimise the risk of in-vehicle transmission of COVID-19 and its variants. At this juncture, there is no need for extra precautionary measures, such as having drivers put on full personal protective equipment. Furthermore, more than 99% of active taxi and PHC drivers are fully vaccinated. We urge all taxi and PHC drivers to continue to take the necessary precautions and to adhere to LTA’s advisories. Those who are not vaccinated should do so if medically eligible and those who are eligible for booster shots should also take them quickly.”
“Based on BCA’s Code on Accessibility in the Built Environment, all 148 MRT stations have at least one barrier free route from the station entrance to the train platform, including at least one lift between the station concourse and train platform levels. In addition, taking into consideration the volume and profile of commuters, as well as technical feasibility, 17 of these stations have two lifts installed. This number will increase as all new MRT stations will be fitted with two lifts wherever possible. The lifts in our network have an indicative lifespan of 20 to 25 years and their age varies from station to station. In practice, the actual operational lifespan of the lifts depends on several factors, including the inherent design, level of usage and maintenance. Before any lift reaches the end of its operational lifespan, the engineers would closely monitor the condition of the lift and either replace or renew it. In the event of a lift breakdown, our rail operators have Standard Operating Procedures (SOPs) to inform, help and guide commuters and to activate their engineers to repair the lifts as soon as possible. They would put up signs to inform commuters about the lift breakdown, provide alerts via mobile apps and station their staff along the train platform and station concourse to provide assistance to commuters. Such assistance would include helping commuters with personal mobility aids use stair lifts, where they have been installed. Commuters would also be advised to travel to adjacent stations and take wheelchair accessible buses or taxis to reach their destination, as an alternative.”
“In the second half of 2021, there were 1,400 new electric car registrations, comprising 7.2% of total new car registrations during this period. We have plans to deploy 60,000 charging points by 2030, of which 40,000 will be at public carparks and 20,000 at private premises. To do this, we will progressively deploy EV charging points in HDB carparks based on available electrical capacity and upgrade electrical infrastructure where necessary. We assess that this will be adequate to meet expected EV charging demand in aggregate based on the projected EV population, since a typical electric car user will only require a full charge roughly once a week. That said, we recognise that there may be some parking locations with strong charging demand. We will work with EV charging operators to develop solutions for such locations. We will also review and update our charging point deployment plans based on actual adoption rates. There is strong interest among private building owners today to install EV charging points in commercial developments like retail malls and petrol stations. The Government is also facilitating deployment of EV chargers at non-landed private residences through the EV Common Charger Grant. Our transition to EVs will require our automotive workforce to pick up new skills that can be applied to EVs and EV charging systems. Although this is a medium-term transition, the Government is already working with industry partners to step up support for our workers. For example, the Singapore Motor Workshop Association Training Academy, supported by Enterprise Singapore (ESG), Workforce Singapore (WSG) and JTC Corporation (JTC), will train at least 1,000 automotive workshop technicians over the next three years to maintain EVs.”
“There are around 2,200 electric vehicle (EV) charging points in Singapore today, of which, around 300 were installed by commercial operators in the past year. In 2022, there will be more than 600 charging points deployed at public carparks under the joint LTA-URA pilot tender, in addition to charging points in other locations like private residences, malls and petrol stations. LTA will continue to monitor EV adoption trends and accelerate the deployment of our EV-charging network where necessary to meet our 2030 target of 60,000 charging points islandwide.”
“As of end 2021, 1,636 electric cars and taxis registered since 1 January 2021 benefited from the Electric Vehicle Early Adoption Incentive (EEAI). Overall, the proportion of electric cars and taxis registered has increased from ~0.2% in 2020 to ~4.4% in 2021. The rebates given under the EEAI scheme in 2021 are about $30 million.”
“LTA does not distinguish vehicles by their intended use when illegal parking offences are detected. The total number of notices of traffic offence issued for illegal parking against motorcycles, vans and lorries, which are typically used for deliveries, was 59,990 in 2019, 41,132 in 2020, and 53,499 in 2021 (from January to November 2021). The locations recorded on these notices are, generally, based on the road nearest to where the offences were detected and not their proximity to commercial malls or other buildings. Illegal parking causes disamenities and safety risks. The agencies are monitoring the ground situation closely and will engage commercial malls where necessary to address the varying needs of different users, including those of delivery riders/drivers, while minimising parking disamenities. This includes encouraging mall operators to provide adequate temporary parking lots for deliveries.”
“From 2017 to 2021, there was an average of about 560 serious accidents each year involving cyclists on roads, and about 90 serious accidents each year on shared paths, that is, cycling paths in towns and park connectors island-wide. Over the years, LTA has introduced various regulations to promote the safe use of bicycles and power-assisted bicycles on roads and paths. These include speed limits of 25 kilometres per hour on cycling paths and 10 kilometres per hour on footpaths, which were last revised in 2018. It is difficult to assess the direct impact of each regulation on safety outcomes. But, taken holistically, together with regular education campaigns and enforcement efforts, the number of serious accidents per year has remained relatively stable, notwithstanding the increasing popularity of cycling in recent years. LTA will continue to step up education and enforcement efforts, to strengthen knowledge of and compliance with safe cycling practices. At the same time, we urge all road and path users to continue to play their part to use our shared spaces in a responsible manner.”
“Discretionary right turns help to optimise traffic flow as motorists are able to execute the turn when there is no conflicting pedestrian or vehicular traffic. This is particularly useful at junctions with low traffic. However, for junctions where there is a higher risk of accidents, LTA has been progressively introducing Red Amber Green (RAG) signals. Such junctions that have been installed with RAG signals have seen a decrease of about 40% in accidents involving right turns. Besides RAG signals, LTA also enhances junction safety through other initiatives, such as appropriate road markings, lighted road studs, integrated pedestrian countdown timers and signs.”
“All travellers who enter Singapore under the Vaccinated Travel Lanes (VTLs) undergo an on-arrival test (OAT) and are required to self-isolate until they produce a negative OAT result. OAT has been effective in identifying COVID-19-positive individuals and isolating them before they interact with the community. As of 31 December 2021, more than 220,000 VTL-Air and VTL-Land travellers had entered Singapore, of whom less than 1% were found to be COVID-19-positive based on their OAT results and were isolated according to the prevailing public health protocols. With the emergence of Omicron, the testing regime for travellers arriving via VTLs has been enhanced to reduce the risk of spread of Omicron in Singapore. From 7 December 2021, arriving VTL travellers have been required to perform daily self-administered Antigen Rapid Tests (ARTs) on Days 2 to 7 of their arrival in Singapore. Travellers are required to upload their test results on Days 2, 4, 5 and 6. On Days 3 and 7, they undergo supervised self-administered ARTs at Combined Test Centres or Quick Test Centres and the results are automatically uploaded to MOH’s database. Those who test positive are contacted to undergo a confirmatory Polymerase Chain Reaction (PCR) test. Travellers who do not submit their test results or attend their supervised tests are contacted and reminded to do so. The overall compliance rate for the VTL testing regime has been about 99%. MOH’s current assessment is that the enhanced testing regime and limits on the number of VTL arrivals are sufficient to manage the public health risk and there is no need to reintroduce Stay-Home Notice for VTL travellers.”
“International evidence indicates that the Omicron variant, while more transmissible, is less severe, and vaccination, especially with boosting, continues to provide good protection from severe illness. For now, MOH’s assessment is that the enhanced testing regime and limits on the number of VTL arrivals are sufficient to manage the public health risk. We will continue to work closely with MOH to regularly review our border measures and protocols.”
“We started the Vaccinated Travel Lane (VTL) scheme in September 2021 and, by end November, had progressively expanded the scheme to 27 countries. On 26 November 2021, the World Health Organization designated the Omicron variant as a Variant of Concern. In response, we halted the expansion of the VTL scheme to more countries and deferred the launch of the VTL scheme to Qatar, Saudi Arabia and the United Arab Emirates as a precautionary move. We also decided to maintain the daily quota of VTL (Air) travellers at 10,000 rather than increase it to 15,000 as we had earlier intended. On 22 December 2021, given the rapid and global spread of the Omicron variant, we froze the sale of new VTL flight and bus tickets for entry into Singapore from 23 December 2021 to 20 January 2022. We have also imposed a 50% limit on the daily number of VTL travellers from 21 January 2022. These were calibrated moves that balanced the need to manage the risk of imported Omicron cases while minimising disruption to travellers who had already made VTL bookings to enter Singapore. In addition, we tightened the testing regime for VTL travellers. Besides the pre-departure and on-arrival COVID-19 tests, VTL travellers are required to undergo daily self-administered Antigen Rapid Tests (ARTs) on Days 2 to 7 of their arrival in Singapore, and those who test positive are required to undergo a confirmatory Polymerase Chain Reaction (PCR) test. Whilst these enhanced measures may have caused some inconvenience for travellers, they were necessary to give us valuable time to study and understand the Omicron variant and to strengthen our defences, including enhancing our healthcare capacity and getting more people vaccinated and boosted.”
“As part of the effort to restore connectivity between Singapore and Malaysia, the Vaccinated Travel Lane Land (VTL-Land) was launched on 29 November 2021. VTL-Land has enabled residents and workers on both sides of the Causeway to reunite with their families, while taking into consideration the public health situation in both countries. Transtar Travel Pte Ltd (Transtar) and Handal Indah Sdn Bhd (also known as Causeway Link) were appointed by Singapore and Malaysia respectively to operate VTL-Land bus services as a start. Transtar was a suitable choice as the Singapore-designated bus operator to start off the implementation of the VTL-Land bus service, as it has more than 20 years of experience in operating cross-border bus services between Singapore and Malaysia. It also has a ready online system for travellers to purchase bus tickets, operation facilities at Larkin Sentral Bus Terminal and a fleet of buses that could meet the operational requirements for VTL-Land. Singapore and Malaysia will continue to monitor the situation and review the transport options under VTL-Land, including potentially appointing more bus operators, to operate VTL-Land bus services.”
“When amending bus routes, LTA does its best to enable commuters to complete their journeys on public transport with minimal inconvenience, while balancing operational and financial considerations. For example, with the shortening of Service 22 and Service 66 which used to ply Bedok Reservoir Road, Service 65 was retained and adjusted so that commuters would continue to have a bus connection between the central areas and Tampines. LTA also increased the frequency of Service 228 during the morning peak, for commuters who travel between Bedok Reservoir Road and Bedok Interchange. Service ambassadors are also deployed at key bus stops along the amended routes on the first few days of implementation to guide commuters, including the elderly. They assist commuters and advise them on the most efficient travel route to reach their destinations. LTA and the Public Transport Council have also worked with the operators to promote a more inclusive and caring commuter culture in our public transport system to complement the above measures. This includes growing the Caring Commuter Champion volunteer corps to educate members of the public to assist vulnerable commuters, including the elderly and people with disabilities.”
“Our current traffic light system is an adaptive system which can adjust traffic light timings based on traffic flow. LTA has been working with A*STAR’s Institute for Infocomm Research (I2R) on the CoopeRative and UnIfied Smart Traffic SystEm (CRUISE) project. The project will trial the use of artificial intelligence and multi-sensor data integration across multiple traffic junctions, to achieve further efficiency in road network operations. If successful, this could form the basis of our next generation smart traffic light control system. With laboratory simulation and controlled testing completed in 2020, LTA is now conducting trials along Corporation Road and Boon Lay Way to gather data. These trials had been planned to commence in end 2020, but the timelines were pushed back to May 2021 due to the impact of COVID-19. The project is still in its early R&D phase. The algorithms would have to be refined using collected data, before progressing to further controlled testing and expanded on-site trials. The project would also need to clear robust and rigorous testing to ensure safety and performance before large-scale implementation can be considered.”
“In 2021, electric vehicles (EVs) comprised 3.8% of all new car registrations in Singapore, compared to 0.2% in 2020. To support EV charging, consumer electrical infrastructure supporting residential carparks, such as consumer switch rooms and substations, will be upgraded progressively. Over 1,000 switch rooms and 900 substations will need to be upgraded to enable the deployment of EV chargers to support a predominantly EV population by 2040, under our vision for a 100% cleaner energy vehicle fleet. LTA is working with EMA and HDB to assess the pace and extent of upgrades needed.”
“The Maritime and Port Authority of Singapore (MPA) has put in place safety measures in our port to reduce the risk of spread of the virus into and within Singapore and to safeguard the well-being of maritime personnel. For example, companies require MPA’s approval for shore-based personnel to board vessels that have called at or received sign-on crew from higher-risk countries within 14 days prior to their arrival in Singapore. To date, no Omicron cases have been detected on ships calling at the Port of Singapore. Since November 2020, the Singapore Tourism Board (STB) has only allowed cruise ships to sail out of Singapore if they start and end their sailings in Singapore, with no stops elsewhere. We will continue to review our measures for the maritime sector in line with MOH’s approach for frontline workers.”
“In some ways, I think Changi Airport or its surrounding facilities are not too different from many commercial building settings and so on. This flow of people is from different sources and there are all kinds of activities and convergences. First, we will be informed by the general settings and requirements and make sure that these are observed rigorously. Second, we are also working with, as I have said, MOH, NEA and BCA. These are specialised agencies that have important perspectives that then informs the measures that we can take in Changi Airport, as necessary. So, let me assure Members that it is something that we are watching and monitoring closely and we will continue to take all necessary steps to protect the health and safety of our workers.”
“Mr Speaker, if I may take the second question first and thanking the Member for raising these matters. Our highest priority is protecting the health and welfare of our frontline airport workers because, without them, the airport will not be able to function. So, we have undertaken a whole series of steps to ensure that our workers are protected to the best of our ability. And that is why I mentioned, specifically, the moves we have made with respect to personal protective equipment, or PPEs, and we have heightened them. In almost all the settings, they now wear N95 masks, for example, apart from the usual garb. I would add that we have also the testing protocols that we have enhanced. All of these, on the one hand, ensure a higher level of safety for our workers. But I must also emphasise that it also means additional inconveniences and challenges. So, it is a constant recalibration, taking into account the risks, whilst we also focus on the welfare of the workers. So, the short answer to the Member's question is, of course, SMMs are our top priority and, when it comes to aspects like facial IDs and so on, all the necessary protocols are put in place and, if there is evidence that we need to do more, we will do more. But I just wanted to highlight to Members – and I have been engaged in conversations with the union leaders and so on – that every one of these moves does impose a real human burden, which we have to take into account. On the first point on detection and how we continue to monitor, CAAS and Changi Airport are not the specialists in this area. But they are fully committed to protecting the environment to the best of their ability.”
“But we are committed, as I have said earlier, to reclaiming and rebuilding our status as an international aviation hub. And our VTLs have helped us to raise volumes to about 15% or so of pre-COVID-19 levels by the end of last year and, based on both global projections and our own anticipation, we should be able to do better this year. But how much and how fast are really a function of the environment. And we need to always prioritise the public health assessment. I would add that, beyond safe recovery, the longer-term competitive proposition of Changi will also rest on sustainability. And that is something that CAAS is working on with all the partners. That will also be an important competitive differentiator for us going forward. The Member's second point was on passenger volumes and, if we want to increase passenger volumes, what would it entail. I think it is fair to say that the current protocols, whilst necessary, do impose a limit on how much we can grow within the current set of formulations. So, we will have to work with our health authorities and the aviation partners to ascertain how much flexibility we have, going forward, and what are the possible rate-limiting steps or aspects that we need to reconfigure so that we can go for the next bound of growth in terms of passenger volumes in Changi. And that is an effort that is currently being undertaken by MOT with CAAS and all our partners.”
“Mr Speaker, I thank the Member for his questions. First, on the reports that he has cited, I do not think I can speak with authority on the specific plans that the Indonesian government or, for that matter, any other government or regional players have. But let me start by saying that Changi is no stranger to competition. We have always had to compete with a whole variety of regional hubs. And there will continue to be new hubs that will emerge. Therefore, it is critical that we work at the system level with all the partners – whether it is Changi Airport Group, airline partners, SATS and other ground handlers, the unions and, certainly, the Government agencies, including CAAS. It is important that we mount a systemic response to preserve our competitiveness as an international aviation hub. Central to that, in terms of looking ahead, I think that it will be underpinned by two key factors. The first is to emerge from the COVID-19 pandemic in a manner that is safe and robust so that travellers, airlines and, indeed, the general population, have the confidence that air travel can, in fact, continue in a safe manner and that Changi is one of the places that they can travel through with utmost confidence. That is key. That is what we are working towards. So, throughout the last 12 to 18 months, for all the airport players here in the aviation cluster, basically, it has been a Herculean effort because we have had to invert the operating model in Changi. A civilian airport, in general, is designed for an experience, for passengers to interact and we have had to reverse that logic and start to look at segmentation, testing and all kinds of other necessary protocols to protect health, but it means the travel experience is diminished.”
“Ultimately, we want to work towards quarantine-free travel for all vaccinated travellers. Singapore’s global connectivity is critical to our economic competitiveness and the livelihoods of our people. It underpins our status as an international business centre and global trading hub. Over the past two years, the Government has provided significant support to preserve core capabilities in this strategic sector and to help them tide over this crisis. We will continue to work closely with our aviation stakeholders to rebuild a safe and sustainable Changi aviation hub.”
“To Mr Leon Perera’s question, we do not restrict any airline from applying to operate VTL flights; the overall quota of inbound VTL travellers is allocated to airlines based on the plans they submit to CAAS. Low-cost carriers, such as Scoot, AirAsia and Jetstar Asia, already operate VTL flights from Malaysia. Scoot also operates VTL flights from Thailand and the Republic of Korea, Australia and Germany. Mr Perera also asked if we would allow more VTL flights during festive periods. You have heard from the MTF and also in today's session in Parliament, we closely monitor the demand for VTL flights and will regularly review the VTL quotas, always taking into consideration the prevailing public health assessment. Mr Shawn Huang asked about our plans for the Singapore Airshow in 2022. The Singapore Airshow is one of the world’s leading airshows that bring together aerospace and defence leaders and key decision makers to conduct business and forge partnerships. The event organiser, Experia Events Pte Ltd, has announced that Singapore Airshow 2022 will go ahead from 15 to 18 February, for trade visitors only. To ensure the success of Singapore Airshow 2022, our Government agencies are working closely with the organiser on the public health protocols to facilitate its safe and smooth execution, including ensuring the safe entry of international trade attendees and safe management measures at the event. As part of living with COVID-19, we must shift to a new setting that will enable us to stay connected to the world. It is essential that we press on with our mission to reopen our borders. The VTL scheme is a useful pathfinder for us to establish, test and build confidence in safe reopening to vaccinated travellers.”