Sun Xueling
Singapore
“We are deploying electric vehicle (EV) chargers in tandem with growing demand, within the constraints of space and electricity. As EV technology is continuously improving, we are also mindful not to overbuild as chargers can become obsolete quickly.”
“I thank Member Dr Choo Pei Ling for raising feedback from her Tengah residents. Currently, two multi-storey car parks in Tengah have EV chargers, and LTA subsidiary, EV-Electric (EVe) Charging Pte Ltd, is in the process of deploying EV chargers in another eight multi-storey car parks in Tengah.”
“The Government targets to deploy 60,000 electric vehicle (EV) charging points by 2030, which comprise 40,000 in public car parks, and 20,000 in private premises. As of March 2026, there are 30,500 EV charging points deployed in Singapore. We are on track to achieving our 2030 target in tandem with the growing demand for EVs.”
“In 2025, about 30% of Build-To-Order (BTO) blocks were completed earlier than their estimated completion dates at the point of flat booking. On average, these blocks were completed about two months earlier.”
“Yes, thank you. We agree with Dr Neo that it is important to bring together the wider ecosystem and we will consult all stakeholders. The Ministry of Transport's immediate focus is to drive the usage of drones more extensively, especially by the public sector and this is because we already have many potential use cases.”
“I thank the Member for her question. Earlier, I mentioned in my reply that the HDB notifies buyers at three junctures. This is to give buyers adequate time to plan. And that is why it is at the one year before, six months before and three months before.”
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“Several Members including Mr Henry Kwek, Mr Ang Wei Neng, Ms Mariam Jaafar and Mr Louis Chua have made similar points in this House on 24 September 2025. Mr Azhar suggested that rents be monitored and adjusted by a committee, like the Public Transport Council. I would like to highlight that shop rentals are fundamentally different from public transport fares. Shops can have a variety of attributes, like location, layout, trade use and branding, which leads to different service offerings and therefore command different rental rates. Also, unlike public transport, each rental transaction is a distinct contractual agreement between willing landlords and tenants, where landlords and tenants take into account market dynamics before making their decision. Public transport, on the other hand, serves the mass public and allows for fare-setting to ensure affordability and financial sustainability. Mr Azhar Othman and Mr Pritam Singh, like the Members before them, including Mr Henry Kwek, Mr Ang Wei Neng and Ms Mariam Jaafar, want to see reasonable and sustainable HDB shop rental rates. At MND, we have the same objectives. Let me share what HDB is doing to keep HDB rental rates reasonable and competitive. First, HDB ensures a good supply of shops in every HDB estate and town. When there is adequate supply, tenants have a choice of where to rent, and customers have a choice of where to buy. If rents and product prices are too expensive, both tenants and customers have a choice to go elsewhere. Second, for shops rented out by HDB, we have introduced new measures to keep rents stable. To encourage prudent bids, successful bidders of all new shop tenders from January 2026 are required to maintain their tendered rent for two tenancy terms instead of one tenancy term of three years.”
“The published framework emphasises three key aspects of play – physical, social and creative – to address the developmental needs of younger children aged two to five, and older children aged five to 12. We will apply the framework as we build new playgrounds in BTO projects from 2026, and we will work with Town Councils to refresh existing ones in other developed estates. More will be shared in the coming months. Another aspect of a good living environment is convenient access to essential goods and services. Mr Louis Chua asked about how we ensure good supply and diversity of our neighbourhood shops. Our usual approach is to have a Town Centre at the heart of every HDB town, to serve as the key commercial hub and provide a broad range of goods and services, such as supermarkets, food and beverage outlets and retail shops. The town centre is complemented by neighbourhood centres that are distributed across the town. In selected precincts that are located further away from the town centre and neighbourhood centres, HDB will also build precinct shops which generally include an eating house, supermarket or minimart and a few shops. Most residents will be able to access commercial facilities with a food court or eating house within 400 metres from their homes. I thank Mr Louis Chua for his suggestion on having large-scale tenders for hot food vending machine cafes. Most residents would prefer commercial facilities, such as a food court or eating houses. When Members have identified specific HDB estates that need vending machines or hot food and which is supported by market demand and supply, HDB will discuss with Members to facilitate the process. Mr Azhar Othman and Mr Pritam Singh raised suggestions on rental rates and transparency.”
“Finally, we have also heard feedback about indiscriminate dumping of bulky waste for a small number of new BTO projects, especially during the initial move-in period. HDB is working with the NEA and Town Councils to step up the provision of skip tanks, which are large bins for disposing of bulky items and receptacles, such as metal cages or recycling bins, to provide convenience to residents during the initial move-in period. Since August 2025, HDB has been providing 50% co-funding to Town Councils that wish to deploy skip tanks at newly completed projects within the first year of the project's completion. We will continue to do so for projects in new large-scale BTO estates. In addition, HDB will strengthen enforcement against indiscriminate dumping by renovation contractors. This includes reviewing the penalty framework to implement stiffer penalties for errant contractors. Every estate is different and there can be project-specific issues that cause some variation. However, with the basic principles established, we can strive towards achieving these standards for new large-scale BTO estates and can improve the move-in experience for our residents. We are also improving the liveability of our estates through stakeholder and resident engagement. We recognise that our HDB homes are not only a roof above our heads but also a place to grow and to improve our well-being. In December last year, we introduced the Play Values Framework. This recognises that our playgrounds are an important infrastructure and community space for our young families with children. With this in mind, we actively consulted early childhood and health professionals, playground specialists and parents.”
“First, HDB will aim to site childcare centres in the first blocks to be completed. This better aligns the timeline for childcare centre readiness and the first batch of residents moving in. Second, HDB and ECDA will also streamline construction and handover processes. Potential childcare centre operators will be invited to view the premises as early as possible, to facilitate planning for renovation works. Taken together, childcare centres in new large-scale BTO estates will be up and running earlier. We will plan for them to commence operations within six months after the first batch of residents collect their keys. The fourth area is with regard to sheltered linkways. Today, HDB plans new BTO estates with a network of sheltered linkways to support residents' daily movements from within the precinct to key transport nodes nearby, such as bus stops. Where practical, linkways are also built to connect residents to amenities adjacent to the BTO estate, such as schools or neighbourhood centres. Moving forward, HDB will enhance the standard for the provision of sheltered linkways in new BTOs where there are clear benefits to residents' safety and convenience, and these linkways will be built before residents move in. However, not all linkways will be built prior to key collection as residents' walking patterns and accessibility needs may evolve after they move in. Town Councils and other agencies may also add or extend linkways progressively, factoring in residents' walking patterns and new amenities which may be introduced over time. This ensures that estates remain connected in service of residents' needs over time.”
“First, HDB has relooked construction timelines and will bring forward the completion of shops as close as possible to the first batch of key collection. HDB will also pre-build outdoor refreshment areas, instead of coffee shop operators having to do so themselves. This will reap time savings of up to eight months and provide cost savings for operators. Next, HDB will increase the rent-free period for HDB shops in new BTO projects from two months to a maximum of six months. Similarly, for coffee shops, their rent-free period will increase from the current three months to a maximum of six months. This will apply to shop tenders from March 2026, and shops will need to start operations early to enjoy the maximum six-month rent-free period. For the first two years of operations, HDB also staggers rents, with rent set at 80% and 90% for the first and second year respectively. To enhance support for shop operators, HDB will further lower the rent paid in the first year to 70%. Shop operators can start with a smaller offering of groceries and cooked food, before ramping up to the full offering when a critical mass of residents move in. Finally, subject to market interest, HDB will consider deploying ready-to-eat, value meals in some HDB blocks that are further away from the coffee shops. Third, the timelines for childcare centres starting operations can vary. We found that some childcare centres are ready seven months after the first batch of residents collect their keys, while others can take more than a year to be ready. This can be problematic for families who have young children at the point of moving in. Moving forward, we will work closely with ECDA to better support residents with young children moving into new large-scale BTO estates.”
“To improve the move-in experience, MND and HDB set up the BTO Coordination Committee comprising partner agencies like the Land Transport Authority (LTA), National Environment Agency (NEA), Early Childhood Development Agency (ECDA), Infocomm Media Development Authority (IMDA) and People's Association (PA). In the past eight months, we have had intensive discussions with grassroots advisers and identified five key areas where agencies will better support residents moving into new large-scale BTO estates. First, bus operations in new housing estates are usually introduced when there is a critical mass of residents, about three months after the first residents have collected their keys. We have heard feedback that the first batch of residents need earlier transport connectivity to help in their moving-in. To support transport connectivity, HDB and LTA will plan for at least one bus service to be operational in tandem with the first batch of key collection in new large-scale BTO estates. These bus services will be accessible from a bus stop within walking distance of the BTOs and connect residents to amenities and transport nodes such as bus interchanges or MRT stations. In cases where a regular service cannot commence immediately, agencies will look at interim shuttle bus services. 2.00 pm Second, residents want some access to cooked food and groceries when they move in. Currently, shop operators who rent from HDB commence operations about nine months after the first batch of residents collect their keys, as this is when they assess that there are enough residents to support their business viability. HDB will introduce three initiatives to support shop operators so that residents can enjoy earlier access to cooked food and groceries.”
“Eligible families receive priority allocation for up to 5% of flats sold in the BTO and Sale of Balance Flats (SBF) exercises. TCPS has been quite popular with application rates of around five times for 5-room and bigger flats. I am pleased to share that we will enhance the TCPS. First, we will double the current TCPS quota from 5% of the BTO and SBF flat supply to 10% of the BTO and SBF flat supply. This will allow more eligible families to secure a flat. Second, we will expand the eligibility criteria so that families can qualify for TCPS from the time when the mother is expecting her third child. These changes will take effect from the June 2026 sales exercise. Furthermore, to support larger families, we will work towards increasing the supply of bigger flats in the longer term. This is part of our strategy to sustain a robust supply of HDB flats. We recognise that there will be applicants who face specific and unique challenges, such as single unwed parents, as mentioned by Mr Cai Yinzhou and Mr Foo Cexiang or those with widowed or divorced parents, as mentioned by Ms Sylvia Lim. Mr David Hoe also earlier suggested greater flexibility on the Minimum Occupation Period for families who have grown and need bigger flats with more space. For such cases, we will consider their extenuating circumstances and are prepared to exercise flexibility on a case-by-case basis. Beyond flat affordability and accessibility, we are also doing more to support residents' move-in and living experience. For residents moving into new large-scale BTO estates, new amenities may take some time to become fully operational.”
“Our BTO flats are priced with significant market discounts. Even for young couples just starting out in your careers, it is likely that you will be able to make your monthly HDB housing repayments with little or no cash outlay. This was the case for nine out of 10 first-timer families who collected keys to their BTO flats in 2025. For first-timer young couples, the Staggered Downpayment Scheme reduces the initial downpayment to as low as 5% of the flat price. Couples where one party is in or freshly out of school or National Service can apply to defer their income assessment for the Enhanced CPF Housing Grant and an HDB housing loan until just before key collection and potentially have their initial downpayment further reduced to 2.5% of the flat price. Third, for eligible families who have booked a flat and require temporary housing while awaiting flat completion, we support them through subsidised rental via the Parenthood Provisional Housing Scheme (PPHS). Since 2021, we have significantly ramped up PPHS supply from about 800 units to more than 4,000 today. Mr Cai Yinzhou asked about raising the PPHS income ceiling. Today, the PPHS income ceiling is set at $7,000 to better target support at families who are less able to afford renting a flat from the open market. Collectively, these measures demonstrate our commitment to support young couples in purchasing their first home. As families settle in and grow, their housing needs may change. Mr Foo Cexiang and Ms Nadia Ahmad Samdin asked how we are supporting the needs of larger families. Today, families with three or more children can benefit from the Third Child Priority Scheme (TCPS). The scheme is open to both first- and second-timer households.”
“Mr Chairman, I thank Members for their questions and suggestions. Housing is a deeply personal issue because housing needs vary across households and life stages. For example, couples thinking about settling down and starting a family will have different needs from seniors planning ahead for retirement and independent living. We want to ensure that our housing policies and options cater to the diverse needs of various groups across different life stages. Many young couples apply for a BTO flat as their first home. As Mr Foo Cexiang pointed out, affordability and accessibility are top concerns for these young couples. This is understandable since housing is likely one of their most significant financial commitments at this stage of their life journey. Securing a home may feel daunting for those who have just started working or if you have heard stories of people who applied many times but were unable to secure a flat. We understand these concerns, which is why we will continue to support our young couples in your homeownership journey. First, as Minister Chee mentioned in his speech, we will maintain a strong supply of BTO flats. The majority of these flats – at least 90% of 4-room and bigger flats – are set aside for first-timer families. About two-thirds of first-timer families who applied in 2023 and 2024 were able to book a flat. Since then, application rates have fallen further. In the most recent BTO sales exercise just last month, the median application rate for first-timer families applying for 3-room and bigger flats was 0.9 times. For young couples who want to secure a flat earlier, we encourage you to consider applying for a less competitive project. Your chances of success will be higher. Second, we continue to keep flats affordable.”
“For example, following joint raids by SPF and HDB on massage establishments in HDB estates, HDB and SPF worked with sold shop owners to evict close to 40 massage establishment operators in 2025. SPF will continue to conduct enforcement checks and ensure public entertainment outlets and massage establishments comply with the rules and regulations and take strict action against errant operators. On the Member's suggestion for structured pre-approval consultation, this is consistent with agencies' broader objective of providing greater clarity and transparency upfront. Today, applicants are provided with information on relevant planning parameters, licensing requirements and tenancy conditions. These set out the types of activities permitted and the operating standards expected. Agencies will continue to look at how to make these information clearer and more transparent upfront for applicants. We also thank the Member for her suggestion regarding Good Neighbour Agreements. We would encourage it at the grassroots level as a way to establish good social norms and community relations between local businesses and residents. Government agencies would rely on legally binding tenancy agreements and/or licenses but will take into account the feedback from the community when considering the amount of outdoor leasing space and rental renewals. To conclude, the Government is committed to maintaining liveable neighbourhoods through proper planning, careful gatekeeping and firm enforcement when needed. We want to achieve the best balance for both residents and business operators and we welcome the Member's suggestions to do this even better. [(proc text) Question put, and agreed to. (proc text)] [(proc text) Resolved, "That Parliament do now adjourn." (proc text)] 6.49 pm”
“Where new business models with new products and new service offerings emerge to challenge existing regulations and trade mix controls, agencies will review the relevant frameworks to strike a balance between protecting residents from disamenities and preserving business viability and entrepreneurship. Moving on to enforcement, there is no one-size-fits-all approach as it involves real-world operations with multiple stakeholders and varying circumstances. Agencies actively monitor businesses and take calibrated but firm action when issues arise. When repeated issues arise, we trigger tighter conditions and stronger enforcement action using planning, licensing and tenancy levers. I thank the Member for her suggestion on a more coordinated enforcement framework and a single case view. Today, agencies strive to work closely together on enforcement. For example, URA works with agencies to adopt a three-strikes approach to deal with problems. When a business flouts any rules or requirements, they will receive a warning letter. If a business operator gets three warning letters in total, the relevant authorities may cancel their licence or planning permission or refuse to renew it. For food establishments operating in HDB estates, HDB takes into account the feedback received by different agencies when assessing tenancy and tenancy renewals. For instance, HDB works with the National Environment Agency when there is feedback on noise and other environmental concerns. HDB also takes into account feedback provided to the SPF regarding law and order concerns. Most operators have been cooperative when HDB steps in to remind them of their tenancy conditions and the feedback received. Where warranted, agencies have taken firm joint enforcement action.”
“Beyond determining where businesses can locate, agencies also have approval mechanisms to assess who can operate and under what conditions. Licensing serves as a gatekeeping tool to assess operator suitability and establish operational requirements to manage and to mitigate potential disamenities. Nightlife establishments and massage establishments are regulated by the SPF and the licensing framework ensures that these venues are not misused for vice activities and to minimise law and order concerns. During the licence application process, SPF conducts background checks on applicants, including reviews of their general records for links to errant establishments. I note the Member’s comments on the disamenities caused by open concept massage establishments which are exempted from licensing. Her feedback is very timely. SPF is currently reviewing the massage establishment regulations to ensure that the regulatory regime is updated and fit for purpose. Industry consultation will be done in due course. Beyond licensing, agencies use tenancy conditions as an additional lever to mitigate disamenities. For example, food establishments such as coffee shops and small eateries are often located near residential areas to serve residents’ daily needs. For food establishments operating in HDB estates, HDB imposes tenancy conditions to manage potential disamenities. For instance, to minimise noise, HDB requires coffee shops to stop the use of outdoor refreshment areas by 11.00 pm. To control odour issues and to maintain hygiene, coffee shops are required to install appropriate exhaust systems and grease traps, and to implement proper waste management practices.”
“URA will continue to plan for such types of commercial activity to better serve residents. There is also demand for other businesses, such as nightlife venues and massage establishments. Most nightlife establishments like bars and karaoke lounges are situated away from residential areas. Nightlife establishments are not allowed in both sold and rental HDB shops. New nightlife establishments are also not allowed within commercial developments integrated with residential units. Responding to the Member’s point to look at local concentration of such outlets, the URA and SPF have identified exclusion areas, including Jalan Besar, where new nightlife or massage establishments are not allowed due to the high concentration of existing outlets and complaints from residents. Government agencies will continue to work closely with grassroots advisors to manage local concentration issues and will not hesitate to turf out unsavoury operators who do not adhere to regulations or tenancy conditions. Massage establishments such as sports massage, chiropractor clinics and Traditional Chinese Medicine clinics, if properly regulated, provide wellness services that residents value, which is why they are allowed to operate in the heartlands. That said, HDB imposes planning and trade mix controls on heartland shops to strike a balance between having a vibrant commercial landscape and preserving the residential character of our HDB heartlands. HDB maintains a published list of allowable uses. Any change of use must first obtain HDB’s approval. For massage establishments, HDB sets quotas to regulate their numbers in each estate. Since September 2024, HDB has tightened the quota of licensed massage establishments in HDB estates.”
“Mr Speaker, I thank the Member, Ms Denise Phua, for her Adjournment Motion on managing commercial activities in our residential neighbourhoods. Many residents value having shops, eateries and entertainment options close to home, as they bring convenience and vibrancy to daily life. A coffee shop downstairs can mean a quick bite anytime. Supermarkets provide easy access to daily necessities. Nearby entertainment options offer spaces for friends and families to gather and to socialise. These businesses play an important role in serving community needs and often add value to homes. However, I fully agree with the Member that because these activities operate close to homes, they need to be carefully managed to ensure that they remain compatible with residential living. Government agencies therefore work together to plan, regulate and license commercial activities to balance community needs and residents’ well-being. In some cases, such as commercially run shopping malls or privately-owned HDB shops, market forces determine the mix of shops while adhering to regulations. The Member has shared challenges faced by residents arising from noise, smell, hygiene and concerns on safety, caused by commercial activity. She has also proposed some measures with regard to legislative coverage, planning and enforcement. I will share how Government agencies plan, gatekeep and enforce rules for commercial activities to balance the needs of both residents and business operators. I will also respond to her recommendations. First, on planning. URA considers where and what type of businesses can be located, knowing that different businesses can affect residents differently. Most businesses benefit residents and cause little disturbance, like retail shops and medical clinics.”
“Thank you for the suggestion. Let me consult with my MOM colleagues.”
“I thank the Member for his question and also his suggestion. With regard to ring-fencing, it is quite close to what the earlier Member had shared. It is along the same lines as to whether or not there can be regulations, whether or not the car dealer industry should be regulated. I had shared in my earlier reply that this can lead to increased compliance burden, which can eventually find its way into becoming higher cost for drivers as well as passengers. That said, I recognise the difficulties that the current set of drivers who are impacted by the Autobahn situation face. The matter is now before the High Court, but because these drivers are unsecured creditors, it is likely that they will face difficulties getting their deposits back. And that is why, I think moving forward, we need to work closely with the associations to see how to better equip our drivers about what they understand about their rental contracts. And where these drivers who are currently impacted face financial difficulties, I think we can work together to see and together with community help, see how we can best help these drivers. I would also like to add that I think most importantly, which is what LTA has done together with NPHVA and NTA, is to quickly secure new earning opportunities for the drivers, which is what has been done together as a tripartite group to quickly work with GrabRentals, CDG Rent-A-Car, to make sure that the affected drivers are able to secure new vehicles at good contractual terms, so they can quickly get back onto the roads and to continue earning an income.”
“I thank the Member for raising the questions. LTA will work with the associations to increase drivers' awareness of their rental contract terms so that they are more aware of their contractual rights and obligations. On her second point, LTA will set up a workgroup to review the vocational licence curriculum and this review of the curriculum will include the recent Platform Workers Act and its relevant protections. We are also open to including in the curriculum, education on contractual matters.”
“We are deeply sympathetic towards the plight of drivers who are affected by the Autobahn business failure. We recognise the impact large car rental companies have on drivers' livelihoods when such companies become financially distressed or insolvent. That is why, when the Autobahn situation happened, the Land Transport Authority (LTA) worked swiftly with the National Taxi Association (NTA), the National Private Hire Vehicles Association (NPHVA) and the point-to-point (P2P) operators to help affected drivers secure other vehicles and earning opportunities. If drivers wish to seek civil recourse, the National Trades Union Congress (NTUC) also has a legal clinic to provide legal advice to members, including on contractual issues. Availing of such support does not require car fleet owners to be regulated. Regulation can result in increased compliance burden and ownership cost for private hire vehicles which could likely be passed through to drivers and passengers.”
“I thank the Member for the questions that she raised. HDB can consider providing an advisory to the neighbours on proper usage of air-conditioners, for instance, when it comes to the length of air-conditioning use or temperature settings. As to her suggestion on wall and ceiling enhancements, HDB has to explore if these enhancements will truly work. And as for whether or not we could stipulate them, I think we will have to take a look the specific circumstances, the specific cases. Where there are egregious uses where it has led to damage in the corresponding neighbour's flat, then based on the case specifics, we will have to see how the compensation can be best shared by the two individuals.”
“In 2025, the Housing and Development Board (HDB) received a total of about 240 cases of feedback regarding condensation and mould on walls or ceilings arising from neighbours' use of air-conditioners. Upon receiving such feedback, HDB will conduct inspections to determine the cause of the condensation and mould, and provide appropriate advice to the flat owners and neighbours, including how they are using their air-conditioners. We also recommend flat owners to keep rooms well-ventilated to minimise mould growth and consider the use of mould-resistant paint as a preventive measure.”
“I thank the Member for his question. When reviewing the Building (Strata Management) Act, we will be looking at the powers of the Management Corporation Strata Title. I will be sharing more information in due course.”
“The Hong Kong authorities are still investigating the Wang Fuk Court fire incident. Notwithstanding, the Government has been reviewing the learning points based on the early observations. Where relevant, the Ministry of National Development will incorporate findings from the review into our legislative and policy framework, including the Building (Strata Management) Act.”
“I thank the Member for her supplementary questions. Friendly Streets will be implemented in high-pedestrian flow, high-activity areas. So, for instance, near hawker centres, near markets, near Mass Rapid Transit (MRT) stations, near community clubs. We have completed five Friendly Street projects earlier this year in Toa Payoh, Ang Mo Kio, West Coast, Bukit Batok West and Tampines. We have received strong support and feedback from the residents. Average vehicular speeds at these Friendly Streets have dropped by about 20% and this contributes toward pedestrian safety. On her second question, indeed, under the Friendly Streets initiative, we could incorporate elements, such as signalised pedestrian crossing, kerbless crossing, reduce speed limits. These were, for example, launched in Punggol just last weekend. These are initiatives which will benefit both the elderly as well as young families. As I have shared earlier, we will expand the Friendly Streets initiatives to all towns by 2030. And within each town, the Friendly Streets initiatives will be launched in areas with high pedestrian flow and close to amenities. And I have heard her feedback, so we will continue to identify more areas to implement Friendly Streets and also, potentially, Nee Soon South, as suggested by Ms Lee.”
“Beyond the completion of the planned 50 Silver Zones island-wide, there are currently no plans to designate additional Silver Zones. In its place, we have launched the Friendly Streets initiative. Introduced in 2023, Friendly Streets encompass and build on existing efforts, such as Silver Zones. The Land Transport Authority (LTA) will continue to make commutes in our neighbourhoods safer, more convenient and comfortable for all by expanding the Friendly Streets initiative to all towns by 2030.”
“I thank the Member for her supplementary question, as well as her feedback. Indeed, we would like to do more for our commuters with different needs. I would just like to add that for the AV shuttles, because at the current moment we are buying vehicles from the market and they are of a smaller size. Most of them now are five-seaters and, as a result of that, these very small number of vehicles – there are about 10 of them right now in this pilot phase – do not fully include all the design parameters that we would like to have to be able to serve as diverse a spectrum of needs of commuters as possible. So, what we would like to do moving forward is that we will share this feedback that the Member has with the manufacturers of these AV shuttles and look at how to incorporate this right from the onset, rather than have to add on subsequently, which would add on cost, just as the Member has shared. Separately, where we are able to do so, in terms of the infrastructure on the ground, whether it is at the pick-up and drop-off points or the bus stops, when we scale up the AV shuttles to a larger scale, with more vehicles and more AV shuttles on the roads, we will definitely adopt a universal design philosophy so that we do not have to add on subsequently, which would incur costs in terms of infrastructure.”
“In the initial pilot phase of the deployment, a safety operator, who will be on board the autonomous vehicle (AV) shuttle, can assist passengers. Ambassadors will also be on the ground to assist with boarding, alighting and journey planning. Only larger AVs like the eight-seater Robobus autonomous shuttle will be able to accommodate folded wheelchairs and strollers at the moment, but in time there will be more of such vehicles. Safety is our key priority. We will work with the AV operators to consider the accessibility and inclusivity of AV rides for commuters with different mobility needs.”
“I thank the Member for his question. Under Singapore's laws, the Government can order the take down of content linked to illegal activities and non-compliance can lead to further enforcement actions like blocking access or app removal. So, this is with regards to illegal chat groups that promote the provision of illegal P2P services. MOT and LTA are also looking to obtain further legal powers to ensure that online platforms comply with LTA's removal request for illegal P2P services should the platforms remain unresponsive. At the same time, the LTA has also been conducting operations to infiltrate into these chat groups and to take action against providers of such illegal services. Unfortunately, for operational reasons, I cannot share more details. But rest assured that LTA is aware of the situation.”
“I thank the Member for his question. As part of the review of the Cross Border Taxi Scheme, we will be consulting our associations to ensure that fares are reasonable to our passengers, while providing assurance to Singaporean drivers that cross-border trips are viable, given their operational cost. I think what the Member is concerned about is rides that are illegal, and the fares of these illegal rides are undercutting the fares and the services that are being provided by legal provision of such services. So, for such illegal provision of services where fares are undercutting the fares that are pre-negotiated between both countries' authorities, we will enforce in a strict manner against such illegal providers of services.”
“I thank the Member for her supplementary question. Such apps have to be recognised by both Singapore and Malaysia. So, where we are aware that there are apps that are being used to provide cross-border services, but have actually not been endorsed by our local authorities before-hand, we will investigate. We cannot allow the proliferation of apps that have not been discussed between both authorities before. This is to ensure that there will not be illegal P2P trips being conducted via such apps.”
“Thank you. I had shared in my main reply that part of the discussions that we are having with the Malaysian authorities is to allow Singapore as well as Malaysian vehicles to drop off at any point in Singapore and in Johor Bahru, because there is demand, this is a need that has been expressed by commuters. But that said, it is very important that we enforce effectively. And that is why I have emphasised the need for us to have the installation of the OBU, for instance, for the purposes of location tracking and also discussing with platform operators to use their technology platforms to track where the vehicles are going.”
“I thank the Member for his supplementary questions. There have been several discussions between Singapore's MOT as well as Malaysia's Ministry of Transport and Agensi Pengangkutan Awam Darat (APAD). Amongst the discussion points that we have include a higher quota of taxis for each country, the introduction of larger multi-purpose vehicle taxi models and the use of ride-hailing apps to make bookings. The Member had a second question with regard to private hire vehicles. This, I would approach cautiously because we have been having discussions with our local NPHVA. They are conscious that if we should liberalise the Cross Border Taxi Scheme too widely and not have a separate scheme for private hire vehicles, there could be a situation where private hire vehicles could end up providing illegal P2P services in Singapore. I think what is important to note is that any vehicle, especially those which are foreign that operate in Singapore, they need to have the necessary decals, the necessary livery, so that is very clear that they are part of a licence scheme that has been negotiated between both countries, and not individuals owning private hire vehicles conducting illegal P2P trips. Sorry, the Member had a third question. Yes, could I ask him to repeat that?”
“I thank the Member for her supplementary questions. Indeed, there is a lot of unmet demand from commuters who would like to travel more frequently across the border. We have families with children, families with the elderly, families who want to visit relatives in Johor Bahru. They want to do shopping trips. They want to go on short holidays. So, it is under these conditions that we are looking at how to enhance the current Cross Border Taxi Scheme. The Member had some questions with regard to the use of technology. We see that some of our taxi operators have already rolled out online booking forms, phone calls as well, to facilitate doorstep pick-up in Singapore. At the same time, I have shared that we can make use of the installation of the on-board unit (OBU), especially on foreign taxis, in order to enhance location tracking. And not to forget our platform operators, the ride-hail platform operators, also have technology platforms that they can use to enhance location tracking. So, these are ways in which we can ensure that foreign vehicles are not conducting illegal P2P trips in Singapore. The second question she had was with regard to fares. When it comes to fares, we will have discussions with the NTA as well as the NPHVA to understand what are the reasonable fares we should be looking at to enhance cross-border trips. We know that there are cost disparities between the cost of operating as well as driving in Singapore versus Johor Bahru, so, we will take this into consideration when setting fares.”
“The Land Transport Authority (LTA) has been conducting enforcement operations against illegal point-to-point (P2P) services. Since July this year, the LTA has impounded 107 vehicles whose drivers were caught providing illegal services. We recognise that there is demand from commuters for more convenient cross-border P2P services. The Ministry of Transport (MOT) and LTA have been exploring options to enhance the existing arrangements. For instance, under the Cross Border Taxi Scheme, we are discussing with Malaysia possible options to liberalise the scheme, including to allow Malaysian cross-border taxis to drop off passengers anywhere in Singapore, and Singaporean taxis to do likewise in Johor Bahru. This will provide greater convenience to commuters from both countries. To minimise foreign taxis cruising around empty and potentially carrying out illegal trips, these foreign taxis would only be allowed to pick up passengers at designated points so that they do not infringe into the local P2P market. However, for the convenience of commuters, we will identify more pick-up points in both Johor Bahru and Singapore. We will discuss options with the Malaysian authorities on a reciprocal basis. We will continue to engage the National Taxi Association (NTA) and the National Private Hire Vehicles Association (NPHVA) to take in their suggestions. We are also exploring using location tracking, including ERP 2.0, and other measures to prevent illegal trips by cross-border taxis within Singapore. LTA will continue its enforcement efforts even after enhancements to the existing arrangements are rolled out.”
“Mr Speaker, may I have your permission to take Question Nos 1 to 2 in today’s Order Paper together, please?”
“The international aviation community reaffirmed its commitment to CORSIA at the recent ICAO Assembly last month. Singapore is already complying with the monitoring, reporting and verification requirements under CORSIA. When implemented, the SAF framework will further enable aircraft operators to comply with the requirements under CORSIA, such as by procuring SAF that is CORSIA-eligible. Legislation, such as this Bill, alongside others, such as the Air Navigation (Carbon Emissions and Reporting) Regulations, will continue to support our sustainability plans. Mr Speaker, Sir, this Bill enables Singapore to take a meaningful step towards decarbonising aviation. It balances our environmental responsibility with pragmatism, providing the foundation for Singapore to grow as a sustainable air hub. I thank Members for supporting this Bill and I look forward to working closely with all stakeholders to implement this Bill effectively. Mr Speaker, Sir, I beg to move.”
“This will give producers the certainty to invest in production capacity and supply chains in Singapore and the region. As a member of the international civil aviation community, Singapore is committed to ensure that the SAF procured complies with the requirements under ICAO's CORSIA. In line with Singapore's Sustainable Jurong Island vision to manufacture sustainable products to help sectors decarbonise, the Economic Development Board has been in discussions with existing energy majors on retrofitting existing refinery units, and new entrants for greenfield SAF production. The Agency for Science, Technology and Research (A*STAR) and research institutes are also pre-investing in technologies that could be of use to advance biofuels production. These are part of our efforts to build a sustainable and reliable SAF ecosystem, which will also result in more good jobs for Singaporeans. Should this Bill pass, CAAS will share more details on the central procurement of SAF and SAF environmental attributes subsequently. To Mr Cai, Mr Tan and Mr Yip's questions on governance and reporting requirements, the SAF Fund will be administered and managed by CAAS, with robust governance mechanisms in place to ensure transparency and accountability in the use of the Fund. These include regular reporting, independent audits and outcome tracking against the national SAF target. CAAS will provide updates on the SAF Fund and SAF target in its annual financial statements and sustainability reports. Mr Chia and Mr Yip asked about how the Bill would work in tandem with international frameworks, such as CORSIA. CORSIA is the world's only global market-based measure for international aviation.”
“We will continue to prioritise providing cost certainty to passengers and businesses. Ms Poh and Mr Cai asked about the decision to impose the levy on passengers instead of airlines. To clarify, the SAF levy is payable by persons that will be specified in the Order, such as aircraft operators. The levy payable is calculated based on, among other things, the ultimate user of the air transport service, such as the passengers or shippers. Aircraft operators will be allowed to pass on the levy to the end users such as passengers and shippers. To assure Mr Yip, if the levy is passed on to end users, the amount of the SAF levy that each end user is paying must be reflected transparently. Mr Yip asked about the exemption criteria for the SAF levy. The SAF levy will apply to all flights departing from Singapore. We nonetheless recognise that there are flights where the levy should not be payable, such as aircraft used for flight training and flights for charitable and humanitarian purposes. The types of flights that are excluded from the payment of SAF levy will be specified in the Order, similar to the approach taken for the aviation levy and airport development levy. Ms Poh asked for details on the public consultations done. CAAS has been engaging airlines and other industry partners closely on the SAF levy framework since last year. Feedback has been constructive. CAAS will continue to do so as it firms up details for implementation. Mr Cai, Mr Chia, Ms Lee, Ms Poh, Mr Sharael Taha, Mr Tan and Mr Yip asked for more details on the procurement of SAF and our plans to strengthen production capabilities. To support long-term supply resilience, Singapore's 1% SAF uplift target is designed to send a clear and credible demand signal to the market.”
“This strengthens Singapore’s position as a global aviation hub, which in turn benefits origin-destination passengers, particularly Singapore residents, by making flights more convenient and affordable. As passengers may choose to transit or transfer through different hubs, we need to ensure that Changi remains competitive so that they will continue to choose to transit or transfer through Changi. As such, there are currently no plans for passengers transiting or transferring through Changi Airport to incur the SAF levy. Mr Tan had also asked about potential carbon leakage arising from the levy and if airline operators may choose to operate elsewhere. Airlines choose where to operate based on a variety of factors including safety, network, connectivity and experience at various airports. In addition, other jurisdictions in the region are exploring and developing SAF policies and targets. Our differentiated approach towards transit and transfer passengers will avoid situations where such passengers choose to fly via other air hubs or airlines where there are no SAF policies in place. Mr Sharael Taha and Mr Yip asked about how Singapore will manage the volatility of SAF prices to minimise disruption to airlines and consumers. Mr Cai Yinzhou also asked about the methodology used to calculate the SAF premium. SAF levy rates will be calculated based on the current 1% SAF target. However, within a fixed period, should the actual SAF premium fluctuate, the SAF levy rates will remain fixed. This provides certainty to passengers and airlines. What then changes is the actual SAF uplift. As the SAF market remains nascent, we will closely monitor SAF premiums and global developments, and review if adjustments to the SAF levy are required in the longer run.”
“We will review Singapore's national SAF target and the SAF levy periodically, taking into account global developments in SAF supply, prices and the policies of other countries. To echo Mr Foo, Ms Gho and Ms Poh, we will ensure Singapore remains aligned with international progress while safeguarding our hub's competitiveness. Ms Lee, Ms Gho, Mr Taha, Mr Tan and Mr Yip have asked about further details on the design of the SAF levy. Should this Bill pass, CAAS will share more details on the SAF levy and the implementation date by the end of this year. The SAF levy is designed to allocate the cost of meeting Singapore’s SAF target across different user groups, including passenger, cargo and general or business aviation flights based on their relative fuel consumption. This approach ensures that the costs of SAF adoption are shared across all air transport users. For passenger flights, we have earlier estimated the SAF levy amounts for passengers on an economy class direct flight to be about $3, $6 and $16 for short-, medium- and long-haul flights respectively. I would like to assure the House that the levy to be announced later this year is within what we have communicated earlier and is determined based on factors such as distance flown and cabin class. Stakeholders will be given sufficient lead time to prepare ahead of the implementation date. As Mr Yip has highlighted, transit and transfer passengers are a critical part of air traffic through Changi Airport. Although they do not start or end their journeys in Singapore, transit and transfer passengers enhance Singapore’s connectivity by supporting a broader network of destinations and higher flight frequencies.”
“Mr Deputy Speaker, I thank Members for their support of the Bill, as well as their comments and suggestions. Ms Lee Hui Ying, Ms Gho Sze Kee, Mr Sharael Taha and Mr Yip Hon Weng asked about the impact of the SAF levy on Singapore’s hub competitiveness. Singapore has chosen a pragmatic and balanced approach. We are a council member of ICAO and are committed to working towards the ICAO's long-term aspirational goal of net zero carbon emissions for international aviation by 2050. Airlines and passengers fly through Changi Airport for various reasons, including safety, network and connectivity. [Mr Speaker in the Chair] We will continue to keep a close watch on our charges and costs to ensure our air hub's competitiveness. With regard to SAF's adoption, we have calibrated our approach to our circumstances, with safeguards to maintain our air hub’s competitiveness. As international aviation moves towards decarbonisation, our modest 1% SAF target sends a firm demand signal to spur production and ecosystem development in Singapore. As a leading air hub, this lays the groundwork for Singapore’s broader SAF adoption in the future. At the same time, with a fixed cost envelope approach, we can decide how much costs we want to bear and provide cost certainty for airlines and passengers. This ensures that our competitiveness is not adversely impacted. We have also adopted a differentiated approach for transit and transfer passengers where they will not incur the levy. I will elaborate on this later. Mr Dennis Tan and Ms Poh Li San asked about adjustments and triggers to the SAF target and levy in the future if airlines were to voluntarily decarbonise or if SAF prices remain volatile.”
“CAAS may procure, manage, account for and allocate SAF and SAF environmental attributes, or establish and appoint a company to carry out these functions. SAF environmental attributes (SAF EAs) represent the difference in carbon dioxide emissions between the same quantities of SAF and conventional aviation fuel throughout their respective life cycles. Under the Bill, the SAF and SAF EAs may be allocated to persons who pay SAF levies or any other person as prescribed in an Order. Clause 5 of the Bill inserts new sections 25C and 25D. The new section 25C establishes the SAF Fund, which comprises, among other moneys, all the SAF levies collected, and all interests and penalties imposed in relation to the SAF levies. The new section 25D sets out an exhaustive list of the purposes of the SAF Fund, which includes procuring SAF and SAF EAs and paying for the costs of procuring, managing and allocating SAF and SAF EAs. Clauses 6, 7 and 8 make miscellaneous amendments to sections 86, 87 and 87A to align the provisions on the aviation levy and airport development levy with the new section 87B for consistency. This Bill is an important enabler of Singapore's aviation decarbonisation journey. It reflects Singapore’s commitment to international decarbonisation goals and our determination to pursue a pragmatic and balanced approach that supports the competitiveness of our Singapore air hub. We will continue to work closely with the aviation industry and stakeholders to ensure the smooth implementation of this Bill. Sir, I seek to move. [(proc text) Question proposed. (proc text)]”
“This ensures cost certainty for airlines, passengers and shippers. Airlines can plan with confidence, and passengers and shippers can expect predictable and stable charges, instead of facing sharp and unpredictable fluctuations. We will also aggregate SAF demand across airlines and centrally procure SAF using the SAF levy collected. This allows us to secure better commercial terms with fuel suppliers and ensures that the levy proceeds are used in an accountable and effective manner. Our approach balances ambition with pragmatism. It helps to encourage SAF production through clear demand signals, while ensuring that costs remain contained, predictable and fairly shared. These in turn allow us to meet our environmental responsibilities while safeguarding the competitiveness of our air hub. Mr Deputy Speaker, I will now go into the key features of the Bill, which proposes to make amendments to the Civil Aviation Authority of Singapore Act 2009. Clause 9 of the Bill provides for the SAF levy to be payable in respect of passengers, cargoes and flights departing from an airport in Singapore to land in a place outside Singapore. The airports in Singapore that require the payment of SAF levy will be as specified in an Order made by the Minister for Transport. Clause 9 also provides that the SAF levy is payable to the Civil Aviation Authority of Singapore (CAAS). The amount or rate will be prescribed in the Order and must be paid into the SAF Fund. The Order may also provide for other details, such as different amounts or rates that may be imposed in respect of different classes of passengers, cargoes, airports or aircraft. Clause 3 of the Bill amends section 7(1) to create a new function for CAAS.”
“Subsidies, on the other hand, require large and recurring fiscal commitments, which are not fiscally sustainable for Singapore. Singapore has therefore chosen a pragmatic and balanced approach, calibrated to our circumstances. We do this in three ways: through a SAF target, fixed cost envelope model and centralised procurement approach. To anchor supply resilience, Singapore has set a 1% SAF uplift target by 2026, with the goal to raise this to 3% to 5% by 2030, subject to global developments and the wider availability of SAF. We have consulted the industry and assessed that starting with a 1% target is manageable. It will not increase air ticket prices significantly. On the other hand, the 1% target will send a firm demand signal to the market to spur production and industry development in Singapore. It allows us to do our part to support aviation decarbonisation, while laying the groundwork for broader adoption in the future. At the same time, cost certainty is critical. SAF is still a nascent product that is subject to high price volatility. Unlike fossil jet fuel, airlines cannot hedge the price of SAF. Simply mandating the use of SAF would impose unpredictable and unsustainable costs on airlines and passengers as SAF prices may vary significantly. This is why Singapore will adopt a fixed cost envelope model, funded through a SAF levy. Under this model, the total amount spent on SAF each year will be pre-determined based on our SAF target and the projected SAF premium. The amount needed will be collected upfront via the SAF levy. Importantly, the levy quantum for that year will not change even if the actual SAF premium differs from our projection. Instead, SAF uplift volumes will be adjusted accordingly.”
“Recognising the importance of SAF to aviation decarbonisation, ICAO and its member states have agreed to a collective global aspirational vision to reduce international aviation emissions by five percent by 2030 through the use of SAF and other cleaner energies. However, there are challenges in the adoption of SAF. Firstly, global supply remains limited, with production capacity only gradually scaling up. Number two, on the demand side, uptake is uneven and often concentrated in regions with strong mandates or subsidies. Number three, the sector is still nascent, and the costs remain high and volatile. Currently, SAF costs about three to four times more than conventional jet fuel. Countries around the world have taken different approaches. Some jurisdictions adopt mandates. They require fuel suppliers to blend SAF into conventional jet fuel. The European Union's (EU’s) ReFuelEU Aviation Regulation, for instance, requires a two percent SAF blend by 2025, rising progressively to 70% by 2050. The United Kingdom's (UK’s) SAF mandate targets a 10% blend by 2030. They are exploring a revenue certainty mechanism to encourage investment in SAF production. This includes a guaranteed minimum level of revenue for SAF producers, even when market prices fluctuate. Other jurisdictions use incentives. In the United States (US), federal incentives as well as state-level programmes help to lower the cost of SAF and encourage domestic production. We have studied these approaches for Singapore carefully. Both have their merits, but they also come with trade-offs. Due to price volatility, mandates create significant cost uncertainty for airlines and passengers. In adopting SAF, we want to provide cost certainty to airlines and passengers and ensure that the cost is manageable.”
“Mr Deputy Speaker, on behalf of the Acting Minister for Transport, I move, “That the Bill be now read a Second time”. Aviation is a critical sector for Singapore. It connects us to the world and anchors our status as a global hub. Prime Minister Lawrence Wong just broke ground on Terminal 5, which will increase Changi’s capacity by about 50 million passengers a year. As we continue to grow, we want to do so sustainably, so that future generations of Singaporeans can also experience the joy of air travel and Singapore can continue to serve as a premier air hub for the region and the world. The International Civil Aviation Organization (ICAO) has set a long-term aspirational goal of net zero carbon emissions for international aviation by 2050. As a member of the international civil aviation community and an ICAO Council Member, we are committed to working towards that goal. We will do so in a practical manner, advancing both sustainability and competitiveness, not one at the expense of the other. The Singapore Sustainable Air Hub Blueprint was launched last year and sets out Singapore’s approach. Within this, the implementation of sustainable aviation fuels (SAF) is a critical pathway for us to realise our aviation decarbonisation goals. This Bill provides the legislative framework to enable its adoption in Singapore. SAF is the most practical way to decarbonise aviation today. It is a drop-in fuel that can be blended with jet fuel, for use with existing aircraft and refuelling infrastructure, without the need for costly modifications. SAF is expected to contribute around 65% of the carbon emission reduction needed by aviation to achieve net zero by 2050.”
“Thank you, Mr Speaker, Sir. During the supplementary questions on Housing and Development Board (HDB) shop rents on 24 September 2025, Mr Ang Wei Neng had sought a clarification on the number of sold shops that HDB had selectively acquired before. I had replied then that I will come back to the Member as to whether or not we have selectively acquired any HDB sold shops before. [Please refer to "HDB Shop Rental Trends and Efforts to Keep Rents Affordable", Official Report, 24 September 2025, Vol 96, Issue 4, Oral Answers to Questions section.] I have since checked on the Member's question. I would like to provide a clarification for the record. To date, HDB has bought seven HDB sold shops located in Yishun, Pasir Ris, Jurong West and Choa Chu Kang. This refers to instances where HDB bought the shops for time-sensitive upgrading and reconfiguration works. Thank you.”
“Thank you, Mr Deputy Speaker, Sir. Earlier in my speech, when I was giving an example of resale flats being available at lower prices in many locations, I had said "a four-room resale flat with at least 40 years remaining". That is inaccurate. It should read, a four-room resale flat with at least 70 years remaining on the lease can go for less than $700,000 in locations like Tampines and Punggol, less than $600,000 in Sembawang and Yishun and less than $550,000 in Jurong-West and Woodlands. Thank you.”
“I thank the Member for the question. Singles are a very important part of our society. As I have shared, we know that there is unmet demand from singles and in particular, those who are less than 35 years of age. In my speech, I had shared that we will build more, build faster, build better, because we need a larger housing supply, so as to be able to meet the needs of as many Singaporeans as possible. So, the right conditions that I talked about are: we need to build more, build faster, build better. Because with a larger housing supply of BTO flats, we will be able to manage the trade-offs a bit better. Because a flat that we allocate to one particular segment of the society means, unfortunately, one flat less to allocate to another segment of the society. So, I would say that what we are very focused on right now is to build as quickly as we can.”
“I sincerely thank our Members for raising concerns and proposals on behalf of your residents. We hear you and we will continue to engage you and work with you to further improve our policies and schemes. To our residents, we hear your hopes and concerns, whether you are a young couple planning to start a family, a homeowner wondering what is next for your estate, or a senior thinking about retirement. We will build more homes across the island, with a range of housing options to cater to different needs and budgets. We will plan for infrastructure and amenities in new estates, so that residents can move in with greater comfort and convenience. We will rejuvenate mature homes and estates, keeping them safe, liveable and vibrant. Over six decades, we have moved from the urgent task of housing a young nation to a nation of homeowners, proud of our quality homes, well-designed towns and strong communities. We will carry this spirit and legacy, meet the needs of today and fulfil our aspirations for the future. Together, let us build a Singapore that is home for all, for today and for generations to come. [Applause.]”
“At the neighbourhood level, we have launched the Neighbourhood Renewal Programme, adding senior-friendly facilities in our public housing estates such as barrier-free ramps, therapeutic gardens, and fitness areas. All this will support seniors who wish to age-in-place, surrounded by familiar faces and places. But there will also be seniors who wish to monetise their flats, and find a smaller flat that suits their retirement needs. We will ensure they have ample options. Two-room Flexi units continue to be a popular choice among seniors who want a smaller home that is easier to maintain, especially in their later years. We are maintaining a steady supply of two-room Flexi units in every BTO exercise, with the majority of these flats set aside for seniors. We will also launch more Community Care Apartments for seniors who wish to live independently, with access to care and support. Community Care Apartments combine senior-friendly design, eldercare services and activity spaces. We have seen positive response and feedback, and we are expanding this model to more sites. The Prime Minister recently announced the new Age Well Neighbourhood concept. We will work with MOH to provide more details when ready. I would like to assure seniors that regardless of whether you choose to remain in your current home, move to a smaller one for retirement, or live somewhere with more care support, we will provide safe and convenient housing options. We will continue to make Singapore an endearing home for all ages. (In English): Sir, during this debate, we have seen many MPs speak passionately about issues concerning national development – their estates, residents, our social fabric and the environment.”