Yeo Ning Hong
Singapore
“The SAF always reviews and enhances its training system to maximise the contributions of NSFs to national defence during their NSF stint. We will continue to ensure that the training syllabus is relevant to the defence needs of Singapore, and NSFs' time in the SAF used meaningfully and efficiently.”
“New recruits will find military training less onerous if they take on the personal responsibility of preparing themselves well physically before enlistment. AUCTION OF #03-06 PEK CHUAN BUILDING 6.”
“Sir, on a point of clarification. I believe Dr Ahmad Mattar had earlier on attributed some comments to me. I just want to clarify that I am not waiting for July to have my views on SBC made known to the Minister for Information and the Arts.”
“Sir, to encourage the new NSmen to maintain the same physical fitness that they have achieved while they were in full-time National Service, Mindef will increase the IPPT pass standards for new NSmen who ROD on or after 1st April to the same level that they attained when they were NSF.”
“Sir, I do not think Mr Chiam has any clue whatsoever about what is involved in basic military training. It is not fitness. It is the acquiring of basic military skills, to know how to fight, to know how to ensure that you do not get killed.”
“Sir, Mr Chiam would make a most popular Member of Parliament in Kuwait - if only they had a Parliament in Kuwait. That is exactly the sort of situation that had brought the Kuwaitis the disaster they had a year and a half ago, when people are only interested in having a better life and are not prepared to make the effort to ensure that th…”
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“I would welcome suggestions from Members of the House on how our airport can be further improved upon.”
“Sir, Changi Airport's success is built upon its modern and comprehensive facilities and upon its high standard of service. To maintain our competitive position, we must constantly plan ahead for additional facilities and to upgrade the standard of our service even further. In this connection, a second passenger terminal is being built and will be ready by 1990. The terminal will have the capacity to handle another 10 million passengers a year and will be linked to the existing terminal with a fast people-mover system and a rapid baggage system to facilitate the smooth and efficient transfer of passengers and their baggages. These systems are designed to allow transit passengers to catch connecting flights at Changi Airport within an hour, and will help to ensure that Changi will continue to be an attractive air junction. Meanwhile, existing facilities in the first terminal will be further improved to make the airport even more pleasant and convenient for arriving and departing passengers. Members may recall that Singapore was voted the best airport for aircargo at an international aircargo forum last year, and was similarly voted by a trade magazine called "Cargonews Asia" earlier on in 1987. To maintain our competitive edge, a third cargo-agent building will be completed before the end of this year. This will double the existing warehouse and office capacity for aircargo agents. The high standard in passenger and baggage handling, airport shopping, immigration and customs clearance and other ground services at Changi Airport will not be compromised. No effort is being spared in terms of improvements and innovations in making Changi one of the most "user-friendly" airports in the world.”
“Mr Deputy Speaker, Sir, the previous operator of the duty-free shop was able to turn a profit but unfortunately they were not sufficiently competitive. I have the figures for the performance of the previous operator and I have the figures also for the present operator and there is a very large difference between the two sets of figures.”
“Mr Deputy Speaker, Sir, the objective of encouraging local companies is to help them become more competitive, not to make it possible for them to continue to be uncompetitive.”
“I am sorry, Sir. The Member for Braddell Heights asked about the retrenchment of SBS workers. To the best of my knowledge, I am not aware of any retrenchment in SBS. What they have been doing is to be very careful in the employment of additional workers so that they do not have to end up with a large surplus of workers when the MRT system is phased in. So careful management of manpower at the moment will minimize that problem. ANNUAL BUDGET STATEMENT 12.16 pm Order read for Resumption of Debate on Question [4th March, 1987] [2nd Allotted Day], 'That Parliament approves the financial policy of the Government for the financial year 1st April, 1987 to 31st March, 1988.'. - [Minister for Finance]. Question again proposed.”
“Sir, the Member for Telok Blangah asked whether the removal or the modification of bus routes parallel to those of the MRT would not deprive commuters of a choice of routes. Sir, we have to look seriously at whether we want to have extensive duplication, in that sense providing everybody with a choice but having buses to be half-full and hence having the commuters to bear the cost which will eventually be factored into higher fares, or whether we prefer to look at the duplication carefully and provide alternatives. Just as it is not practical right now to have both SBS and TIBS run identical services without taking into account the buses already provided by the other company, and hence leading to duplication, wastage, higher costs and higher fares. We have to do exactly the same. Otherwise, it must mean much higher cost for everybody. Sir, I think I have covered all the questions raised so far.”
“Mr Deputy Speaker, Sir, if you could permit me to answer the questions of the other Members.”
“Yes. Would you like to continue the debate on that subject? I would be quite happy to take it up in the Committee of Supply if you wish to.”
“Sir, I cannot see how the car parking fee is part of integration of the MRT and buses. The Member also mentioned another point about the new company being non-profitable. Sir, again I do not understand because I mentioned in my statement that the consultants have confirmed earlier studies that the new company will be economically viable.”
“But if we do not want to have duplication, if we do not want to have wastage, we will have to make the adjustments. That is the rationale, that is the reason for the integration of bus and train. That way we can keep the operating costs down, as close to the present operating cost as possible. So there will not be that increase in operating costs because it is our intention to integrate both bus and train. Sir, the Member asked about parking fees. Car parking fee is a matter under the purview of the Ministry of National Development. I suggest he take it up with the Minister when he comes to the Committee of Supply for National Development.”
“Sir, the Member for Punggol asked whether a committee will be set up to explain the details of the MRT to the people, to convince them of the need for the MRT. Sir, we have spent a lot of time, many years in fact, explaining the importance of having the MRT. Long debates were held in years past and when the decision was finally made, detailed explanations were made then. The Committee on the MRTC-bus integration will undertake to explain to the people how the two systems can work together. The MRTC itself has a public relations division. Its role will be to continue to explain to those who are still unconvinced of the importance of having an MRT system in Singapore providing a faster, more comfortable and more convenient service in addition to our present land transportation network. As regards the price to be paid for by users as well as non-users, non-users of the MRTC will not have to pay a price. There will be an adjustment in the bus fares but, on balance, overall, for the average family it should not represent any increase in bus fares. Sir, the Member for Leng Kee asked about the choice between air-con buses and non air-con buses. This is a matter for the bus companies to decide. They will have to assess which are the routes where there is a viable demand for air-conditioned buses and provide buses to meet that demand. The Member for Potong Pasir said that total operating cost for land transport will go up by 15% and 30% when the MRT trains commence operation, Phase 1, 1A as well as Phase 2. That is not true at all. I said that if - and here I want to emphasize if there is no integration of bus and train, in other words, if everything remains as it is with buses and the MRT system is brought in, then that means that the operating costs will go up.”
“That is an interesting idea that other countries have looked at. We are also currently looking at it. The Member for Khe Bong asked whether there will be road tax increases. Sir, road tax has got very little to do with the MRT system. Road tax has been increased in years past whenever the rate of increase in car population goes well past the rate of increase in roads as it would inevitably, unless curbed, lead to massive traffic jams. Those were the occasions which prompted the increase in road tax. As long as the growth of cars in Singapore continues to be at a low and moderate rate, it would not be necessary for road tax to be increased. Sir, the Member for Toa Payoh asked about privatization. The objective of privatization, as has been stated in the report released by the privatization committee, is to induce a higher level of efficiency as well as to encourage and to make it possible for more Singaporeans to be able to own some of the more profitable and more important infrastructural companies and organizations in Singapore. And finally, the Member for Henderson asked about the role of the supplementary bus services. These will continue to have a role to play. The supplementary bus services serve to augment the peak loads of the scheduled buses, like the SBS and TIBS. They will continue to be useful and they can continue to play a useful role in all the routes where the MRT trains are not running.”
“It is not possible to say a particular bus will run a certain section of the way using this fare structure and the rest of the way using a different structure. To keep inconvenience down to a minimum, we do it altogether, all at once. It will be simpler after a period of initial adjustment and I think people will get used to it and it will be better for all. The Member for Fengshan also asked whether commuters will continue to have a choice. Yes, commuters will always have a choice in the mode of transportation that they wish. But it is important, as I mentioned in my Ministerial statement earlier, that we keep the duplication of routes of both the bus and the MRT train down to a minimum. Otherwise there will be wastage. In any duplication there will be additional operating costs, and this must be borne eventually by the commuters. The Member asked about the Committee for Integration. Sir, I do not have the list of names of the members in the Committee. But the Committee is chaired by the Chairman of the MRTC, jointly with the Chairman of the SBS. I will be happy to provide the list of names to the Member later on. The Member for Bukit Timah asked about the role of taxis. Taxis provide point to point transportation, personalized transportation. There is no question at all about the reorganization of its routes because no fixed routes are involved. As for taxi fares, these have been decided by the taxi operators and they will continue to be decided by the taxi operators. The Member for Leng Kee asked whether the restructuring will result in higher bus fares for all. Sir, I have given the assurance earlier in the statement that it will not be. Fares will be changed a little but overall it should remain the same. Will the MRTC consider peak load pricing?”
“Yes. Sir, I will take the questions as they were raised. The Member for Changi asked about concessions for certain groups of people. So did the Member for Tanah Merah who asked for concessions for school children. These are being looked into in the overall consideration of fares for the MRT trains. The Member for Punggol talked about a drastic change and the need for the MRT. The Member for Punggol, together with other Members of the House, will probably recall that recently the Ministry of National Development announced a massive road building programme. Sir, on the average, we are spending a few hundred million dollars each year on the building of roads. I believe the figure for this year is in the order of $300 million. It would be good if we can continue to have enough land to build more and more roads, but unfortunately that is not possible. I have talked about that subject extensively in years past. We are coming to the end of our road building programme. If we had not started work on our MRT, come the end of the road building programme, we would be faced with massive traffic congestions which would have severe implications for our economy. That is why, taking a long-term point of view, it is important and prudent on our part that we started with the building of the MRT some 3 1/2 years ago. The Member for Fengshan asked: why restructure the bus fares at the moment? Why not do it in phases? Sir, in contrast with the restructuring of routes, it would not be possible to do the restructuring of bus fares in phases because it would be extremely confusing as the bus routes form a massive network that goes all over the island.”
“Minister whether he would enlighten the House on the second part of my question? [Mr Deputy Speaker in the Chair] 11.50 am”
“The consultants have nevertheless confirmed that fares for the MRT trains will be competitive with buses taking into account the speed, the comfort and the convenience of the train rides. Sir, in conclusion, I would like to pay tribute to the Chairman, the board members, staff and contractors of the MRTC. They have worked diligently over the past 3 1/2 years at an exceptionally fast pace. At the same time, they have maintained a high quality of performance with a high level of safety. I am told by those familiar with MRT systems in other countries that no similar system has been built in so short a time as four years. Sir, I would also like to thank the many Members of this House and the numerous community leaders who have helped the MRTC in the very difficult task of explaining to the residents and constituents the implications of the MRT construction as well as helping to minimize the impact and the inconvenience caused by all these works. Finally, Sir, I would like to thank all Singaporeans for their understanding and support, bearing with great patience the inevitable inconvenience caused by the construction work. Each in his own way has contributed to the overall progress of the project thus far. We all look forward to another few more months of hard and intensive work, confident that this understanding and support will continue to be forthcoming. In nine months' time, we shall together enjoy the fruits of our labour. Mr Teo Chong Tee (Changi): Mr Speaker, Sir, I would like to congratulate the Minister and the MRTC for the excellent job in speedily bringing about a modern mode of travel for Singaporeans. In my question No. 5 for Oral Answer today, there are two parts. As far as the second part is concerned, the Minister has not touched on it. May I ask of the Hon.”
“Three questions that have been asked of me most frequently in my meetings with community leaders and Singaporeans over the past months are: (1) What are the fares of the MRT trains going to be like? (2) Will there be through-ticketing, ie, a single ticket for MRT train as well as bus rides? (3) If so, what are the changes in bus fares? Sir, I have touched on the second question of through-ticketing. Let me take the other two questions, the first and the third. Sir, the consultants and the MRTC-Bus Integration Committee are presently at work looking for answers to those two questions. At the moment, changes in the fare structure for buses are in the final stages of study and presentation to the Ministry. The new fare structure is expected to be simpler and more equitable than the present. I expect the bus companies to make the details available to the public sometime in May. The bus companies will also explain in detail how this simplified fare structure will work. Overall, for the population as a whole, the simplification of the fare structure for buses will not result in any increase in revenue for the bus com- panies. In other words, it means that, for the average family, the bill for bus fares will be the same before and after the simplification of the fare structure. The average trip will work out to be very similar. This simplification of bus fares will take place in June and will be carried out without any route changes at all in order to minimize inconvenience to commuters. The fares for the MRT trains are going to take a little longer to finalize. The merchant banker consultants have been working on it. They are looking at the financial implications, taking into account the replacement cost of equipment and the rate of exchange between the various currencies.”
“A working group chaired by the Public Works Department with representatives from the Traffic Police, bus operators, MRTC, as well as taxi operators, have been at work on this, making regular site visits, seeing for themselves how best to integrate this infrastructure. They will ensure that physical facilities such as bus stops, taxi stands, pedestrian crossings, etc, will be in place when the MRT system is ready to go. Thirdly, the integration of fares. Sir, with the integration of routes, it is necessary to have a single ticket that can be used for both MRT train rides as well as bus rides. In other words, through-ticketing. A simple fare structure that depends on the distance travelled regardless of the number of transfers between bus-and-bus or bus- and-train is actively being worked at. This will make it convenient for the commuter and it would also help to keep fares down. Sir, for Phase 1 and Phase 1A, a simple form of through-ticketing for regular commuters will be used initially. This will be in the form of a distance-related travel pass or a season ticket which can be used for both the MRT trains and buses. When the technology improves and it is possible to have a very comprehensive through-ticketing for all phases of bus and train interchanges, the equipment will be installed in buses. We expect this to be available by the time we get to Phase 2. For through-ticketing to work, the present bus fare structure will have to be simplified to suit the new circumstances. Sir, nine months is a very short time. A lot of work remains to be done and a lot of questions remain to be answered.”
“The average for the past four years is about 60 route changes per year. Why is that so? This is because on the average about 40,000 families move house each year, ie, about 150,000 people move house each year. New routes obviously have got to be added to new housing estates. Old routes have got to be modified and removed completely from areas where demand has diminished drastically. The difference between the coming exercise with the introduction of MRT system and the changes in the past is one of pace of change. With the opening of each section of the MRT system, the bus routes will have to be changed quickly because the demand for buses will change practically overnight. The travel pattern will be different. People will want to go differently to work or to do their other activities. And people will also want to have good links to the MRT stations once the trains begin to run. As with the existing slow pace of change, some initial inconvenience to some people may be unavoidable. But these inconveniences will be kept to a minimum. Adjustments will obviously have to be called for, and if we work together, residents together with grassroots leaders, and together with the operators of the MRT trains and the bus operators, we can bring these inconveniences down to a minimum. The details of these changes are presently being studied in great detail and they will be announced in the latter half of the year. Sir, I come now to the second point, the integration of physical infrastructure. As far as is practicable, the MRT stations will be integrated with bus interchanges and terminals to make it easy for commuters to switch from a bus to a train or from a train to a bus. This is similar to systems operated in other countries.”
“Two years later, by 1990, when Phase 2 is brought in, the MRT trains will carry about a quarter of all public transport passenger trips. If the bus system remains unchanged, then total public transport operating cost must go up because we are adding operating cost of the MRT trains on to the existing bus networks. The cost will go up by about 15% and 30% respectively, for Phases 1 and 1A and Phase 2, that is, if bus routes are not changed at all. Why is that so? Because this will result in the duplication of routes with both buses and MRT trains running parallel to one another. It means that there will be wastages and that wastage has got to be paid for by the commuters in terms of higher fares. So we cannot allow duplications to take place. And if it is at all possible, this duplication of routes will have to be kept to a minimum. The objective, of course, is to lower operating cost so that fares will not go up. The bus companies and MRTC are very conscious of this problem. They have been working together closely in efforts to keep the cost and hence the fares down. They have also been working very closely with the assistance of public transport consultants who have experience with these kinds of problems in other countries. Sir, there are three major areas of integration that are being studied in detail at the moment. Firstly, the integration of routes. Secondly, the integration of physical infrastructure. And thirdly, the integration of fares. I shall deal with them briefly. Firstly, the integration of routes. The principle behind the restructuring of routes in response to changes in traffic demand is not new. Indeed, each year, imperceptibly between 30 and 100 bus routes are changed, modified, added or removed.”
“Privatization Sir, last year in June, in line with our overall privatization programme, the Government decided to privatize the operation of the MRT system. The objective is to ensure that the MRT will be run efficiently and that they will be able to meet and be more responsive to the changing needs of the travelling public. To enable as many Singaporeans as possible to participate in the ownership of the MRT system, funds in the CPF will be allowed to be used for the purchase of the shares in the MRT company when it is floated. This will be similar to the SBS case. In September last year the Singapore International Merchant Bankers' Ltd. (SIMBL) was appointed consultant to advise on the privatization exercise of the MRT system. At the moment the consultants are about half-way through their studies. Preliminary studies by the merchant banker consultants have confirmed earlier findings that the operation of the MRT will be economically viable. The new company is expected to be called the Singapore MRT Ltd. (SMRT for short). Detailed studies are currently underway looking into all aspects of the operations of the system by the new company, including the three major areas of legislation, financial operations and flotation. MRT - Bus integration Next, I come to the MRT bus integration. Sir, the next nine months are going to be intensive and trying times for all concerned with land transportation as we seek to bring the MRT in, phase it in gradually and smoothly with the rest of our land transport network. When Phase 1 and Phase 1A of the system are completely operational by April 1988, it is expected that the trains will carry about one-eighth of all public transport passenger trips.”
“Sir, I would like to give Members of the House a progress report on the construction of the MRT. Barring unforeseen circumstances, the MRT will be completed ahead of original schedule and within budget. Nine months from now, just in time for Christmas, the first MRT train will begin its public service. Land transport in Singapore will take a quantum leap forward. We will join the many cities in the developed world with a mass rapid transit system that will provide fast, convenient and comfortable travel. Construction so far The first pile was driven into the ground in October 1983, barely 3 1/2 years ago. Today, construction of the MRT system is progressing well. The 20 stations in Phase 1 and Phase 1A, that is, the section stretching from Yio Chu Kang all the way to Clementi, has been wholly completed structurally, as far as the 20 stations are concerned. The tunnels and the viaducts along this route have also been completed. The laying of track is about three-quarters completed and the work on Phase 2 stations, all the way to Yishun, Bukit Panjang, Lakeside, Marina Bay and Pasir Ris, these are all well in hand. So far seven trains have been delivered. More are undergoing testing and a total of 25 trains will be delivered by the end of the year for the first operation of the MRT trains. Operating dates Targetted operating dates for the MRT system are as follows: Yio Chu Kang to Toa Payoh - early December 1987. From Toa Payoh to Outram Park - end December 1987. Outram Park on to Clementi - April 1988. And the various Phase 2 routes to Yishun, Bukit Panjang, Lakeside, Marina Bay and Pasir Panjang, all to be completed by June 1990.”
“Mr Speaker, Sir, with your permission, I shall be making a Ministerial Statement on the progress of the MRT. May I request the Member for Changi to ask his questions after the statement? MURDER AND ROBBERY (Figures involving foreigners) 6. Mr Yeo Choo Kok asked the Minister for Home Affairs (a) what was the number of murders and firearm robberies committed from January 1986 up to the latest available date and how many of them were committed by foreigners; and (b) what measures are being taken to ensure that criminals from foreign countries will not enter Singapore. The Minister of State for Home Affairs (Dr Lee Boon Yang) (for the Minister for Home Affairs): Mr Speaker, Sir, I am answering on behalf of my Minister. Sir, the number of murders committed during the period January 1986 to 4th March 1987 was 73. 40 cases were solved to date, and of these, 12 cases were committed by foreigners. The number of firearm robberies reported during the period January 1986 to 3rd March 1987 was 19. Of these, 4 cases have been solved and only 1 case was committed by foreigners. The various enforcement agencies like the Police and the Central Narcotics Bureau work very closely with each other and the Immigration Department to identify and prevent foreign criminals from entering Singapore. Identities of notorious criminals are established through investigations or through the exchange of information with enforcement agencies of other countries. Such criminals are barred from entering Singapore. In addition, foreigners convicted of serious criminal offences in Singapore are repatriated and prohibited from re-entry after their release from prison. Our tough laws and effective Police enforcement also act as deterrents.”
“Mr Speaker, Sir, studies have been undertaken by consultants to evaluate the feasibility of extending the MRT line to Changi Airport. These studies have concluded that a branch line to Changi Airport will not be viable, even with the construction of Passenger Terminal II. When Changi and the areas around the Airport are fully developed in the future and more traffic builds up, we will review the plans again. When the demand can justify the extension of the MRT to Changi Airport, the MRTC will construct it. EMPLOYMENT OF GURKHA MERCENARIES 10. Mr Chiam See Tong asked the Minister for Home Affairs why is there the necessity to employ mercenaries like the Gurkhas to guard key areas in Singapore when we are already spending so much money on national defence.”
“The recommendations of the Association will certainly be given serious consideration by the relevant Government authorities. EXTENSION OF MRT TO CHANGI AIRPORT 9. Mr Teo Chong Tee asked the Minister for Communications and Information whether the Mass Rapid Transit system will be extended to Changi Airport in view of the construction of Passenger Terminal II and, if not, why.”
“Sir, the maritime industry covers a wide range of activities, from ship-owning, ship-management, port services and other shipping and port related activities. As regards port services, from October 1984 up to December 1986, PSA has granted several concessions on tariffs amounting to about $150 million. These concessions have resulted in a saving for ships that call at our ports, eg, savings of up to 22% in port costs for the latest third generation container ships and savings of up to 32% for a feeder vessel. These concessions have helped to maintain Singapore's competitive edge as a major transhipment port. The results speak for themselves. In 1986, cargo handled at the port increased by 14% to 121 million tonnes. Shipping tonnage which is the tonnage of ships that call at Singapore also increased in 1986 by 23% to 325 million gross registered tonnes. This tonnage is expected to make Singapore the world's busiest port for the year 1986. Ships and cargoes are attracted to Singapore because of the high level of service and productivity of our port. It is this high productivity that has given us the competitive edge. To ensure that we maintain this competitive edge, additional port facilities will be built and cargo handling equipment will be added to cater for expected growth in shipping tonnage and cargo. PSA expects to spend about $1.2 billion over the next five years. With higher productivity, the resultant savings can then be passed on to port users, thus lowering their cost of operations in Singapore. With regard to ship-owning and ship-management, I understand that the Singapore National Shipping Association is presently studying a report by its consultants on the promotion of Singapore as an international centre for ship -owning and ship-management services.”
“Sir, studies have already been initiated and they will be carried out as expeditiously as possible. SINGAPORE MARITIME POSITION (Maintenance of) 8. Mr Yeo Choo Kok asked the Minister for Communications and Information what steps his Ministry will take to ensure that Singapore maintains its maritime competitive edge.”
“Sir, Jurong Port was established in 1965 to serve the factories in the Jurong Industrial Estate. It is owned by the Jurong Town Corporation (JTC) but managed by PSA in accordance with the management agreement between PSA and JTC. This arrangement has ensured proper coordination and standardized port administration and tariff structure. There might be advantages in pooling the resources of all the gateways in Singapore to optimize the use of our facilities and to further increase the levels of efficiency. This could further improve our competitive edge. My Ministry and the Ministry of Trade and Industry will study the merits of bringing Jurong Port under the administration of PSA. Mr Yeo Choo Kok (Delta): Sir, when does the Ministry intend to study the pros and cons of this proposal and when will it be completed? How long will it take?”
“The Mass Rapid Transit Corporation (MRTC) has not paid any staff for the loss of their salaries as a result of the reduction in employer's contribution to the Central Provident Fund. Prior to July 1981 all expatriate officers were paid a gratuity upon satisfactory completion of their contracts. Since then they were placed instead on the full CPF Scheme. In July 1986, MRTC implemented an end-of-contract gratuity scheme as an alternative to the CPF Scheme for its expatriate staff. Both the Ministry of Finance and the Ministry of Communications & Information were consulted before the scheme was implemented. The contract gratuity scheme is more appropriate in recruiting and retaining expatriates with specialised skills and experience such as in tunnelling, deep excavation and system-wide electrical and mechanical design and coordination work. By offering them emoluments comparable to international market rates and making the terminal gratuity payable only upon satisfactory completion of their contracts, such people will be induced to serve out their contracts. 'C' CLASS BEDS IN GOVERNMENT HOSPITALS 5. Mr J.B. Jeyaretnam asked the Minister for Health if he will give the number of 'C' class beds maintained in government hospitals for the years 1970, 1975, 1980 and 1985, hospital by hospital.”
“Mr Speaker, Sir, the free parking scheme on Sundays and public holidays implemented at some of the HDB car parks seeks to encourage social visits among family members and friends. This scheme was implemented at the request of residents of the estates concerned. The rationale is not applicable to the car parks at the World Trade Centre which do not serve housing estates. These car parks are meant to serve the patrons of shops, restaurants, offices, exhibition halls, conferences, and other shows held at the Centre.”
“Mr Speaker, Sir, regulations relating to SZ cars were last reviewed earlier this year. The Ministry held meetings with representatives of SZ car operators as well as representatives from the National Association of Travel Agents of Singapore. As a result of these discussions, the Ministry allowed SZ scrap cars to be used for PARF purchase of both SZ as well as private cars. WORLD TRADE CENTRE CAR PARKS (Free parking on Sundays and Public holidays) 5.”
“These include the requirement for vessels to give accurate information regarding their heights, and the declaration of the area in the vicinity of the cableway as a Height Restricted Area. Vessels entering or manoeuvring in the Height Restricted Area are required to comply with stringent safety regulations. Vessels with heights exceeding 52m are prohibited from this Area. In line with the recommendations of the Commission of Inquiry into the Sentosa Cableway Accident, the penalties under sections 64(4), 66(1) and 107(1) of the Act have been enhanced to ensure scrupulous compliance with these safety measures. Most of the other penalties under the PSA Act have not been changed over the last 20 years. These penalties have now been enhanced to maintain their effectiveness in encouraging compliance with port safety measures. This will help ensure safe, efficient and orderly shipping in our port and help us maintain our reputation and international competitiveness, thus contributing to the overall development of our economy. Sir, I beg to move. Question put, and agreed to. Bill accordingly read a Second time and committed to a Committee of the whole House. The House immediately resolved itself into a Committee on the Bill. - [Dr Yeo Ning Hong]. Bill considered in Committee; reported without amendment; read a Third time and passed. PENSIONS (AMENDMENT) BILL Order for Second Reading read.”
“As a result, large numbers of ships call at Singapore. So freight rates have been kept low. This has benefited our local businessmen, manufacturers, importers, exporters and, of course, the population at large. The end result makes for a more buoyant economy. Our position at the top of the league has to be fought for strenuously through maintaining our international competitiveness. Ease of movement and safety in our port, rapid responsiveness to market demands and high productivity, these must be maintained and upgraded continuously to achieve the above objective. This Bill helps us to do just that. The Bill also seeks to amend the Act to include agents together with owners and masters of ships to be responsible for paying port, pilotage and other dues, providing correct information relating to the vessels and their cargo and obtaining the necessary port clearance. The amendments reflect the current practice in Singapore where the shipping agent arranges for berths, pilotage and port clearance for the vessel. This is also the practice in most major ports in the world, including London and Rotterdam. Besides updating the Port of Singapore Authority Act, the Bill seeks to incorporate into the Act provisions of the Merchant Shipping Act which relates to port clearance and control of harbour craft and shipping in Singapore waters. PSA currently administers these provisions while the other provisions in the Merchant Shipping Act are administered by the Marine Department. Sir, after the tragic accident involving the collision of the Eniwetok with the Sentosa cableway three years ago, the PSA has introduced several measures to prevent a similar occurrence and to increase safety in our port.”
“Mr Deputy Speaker, Sir, I beg to move, "That the Bill be now read a Second time." Sir, this Bill seeks to update the Act last amended in 1975 to meet current needs and practices. I shall outline briefly the background to enable a clear understanding for the amendments to the Bill, explanations of which are already given in the Explanatory Statement to the Bill. Sir, published data showed that in 1984 the Port of Singapore was the busiest port in the world with the largest amount of shipping tonnage calling at the Port of Singapore. That year, 264 million GRT (gross registered tons) of ships called at Singapore compared with 256 million GRT at Rotterdam, the second busiest port. Each year, more than 30,000 ships above 75 GRT called at Singapore, giving an average of about 100 ships per day. Ships from over 500 lines, flying the flags of some 80 countries converge here, and in turn provide Singapore with links to over 300 ports around the world. Our strategy is to ensure that our port remains an attractive port of call to the shipping lines serving the Asia-Pacific countries and Japan on the one hand, and the Middle East, Europe and the United States on the other. We must also attract more new lines to call here. This we can do by maintaining the highest levels of service at the most competitive prices. Since 1984, the PSA has given several reductions in fees and concessions. These reductions have now amounted to approximately $110 million a year. Such large reductions are only possible as a result of increased productivity and efficiency. These are clearly demonstrated by our very short turnround time for ships calling at Singapore which is among the lowest in the region. Our port charges are also among the lowest in the region.”
“The wall cladding material for Bishan Depot was supplied as part of the overall contract for the construction of Bishan Depot. For design purposes a particular wall cladding material was specified in the contract but there was a standard statement that equivalent materials could be used. The Mass Rapid Transit Corporation encourages contractors and their sub-contractors to use local products where they meet technical specifications. Contractors are aware that Mass Rapid Transit (MRT) contracts are awarded on the basis of competitive bids. Therefore, it is in the contractors' interest for them to choose any product or material that is competitive in price and meets the tender specifications. In the case of the Bishan Depot, the lowest tenderer did not offer local wall cladding. EMPLOYMENT PASSES 17. Mr J.B. Jeyaretnam asked the Minister for Home Affairs if he will give the number of employment passes that have been issued month by month from April 1985 to March 1986 under the following categories:- (i) Professional i.e. architects, accountants, doctors, etc.; (ii) Banking and financial institutions; and (iii) Commerce or business.”
“Jeyaretnam asked the Minister for Home Affairs if the Police have given up all hope of finding Mr Phey Yew Kok.”
“Mr Speaker, Sir, in May, shortly after the Chernobyl accident, the Civil Aviation Authority of Singapore, together with Singapore Airlines and the Radiation Protection Inspectorate of the Ministry of Health, carried out measurements for radioactivity on aircraft, overflying Europe, arriving in Singapore. There was no indication of radioactive emissions from these aircraft. RADIO AND TV LICENCE FEE (One-time payment) 12. Dr Wong Kwei Cheong asked the Minister for Communications and Information if he will ascertain from the Singapore Broadcasting Corporation (a) for the year 1985, what was (i) the total number of radio and TV licences issued, (ii) the amount of fees collected from such licences, and (iii) the cost incurred for the collection of such fees; and (b) whether it will consider replacing the annual licence fees with one-time payments. The Minister of State for Communications and Information (Mr Wong Kan Seng) (for the Minister for Communications and Information): Mr Speaker, Sir, I am replying on behalf of my Minister. In 1985 - (i) Singapore Broadcasting Corporation issued a total of 590,645 radio and TV licences; (ii) The fees collected for these licences amounted to $39 million; and (iii) The cost incurred by SBC for the collection of these fees was $1.7 million. A one-time radio and TV licence fee will not be in the interests of the public. They will have to pay a much bigger sum and this can be a burden. The annual fee allows the radio and TV licence owner to pay progressively. Using the inter-bank GIRO system, licence holders need only make a one-time authorization and their licences will be renewed annually without further bother. MR PHEY YEW KOK (Efforts to apprehend) 13. Mr J.B.”
“Mr Speaker, Sir, it is expected that the North-East sector of Singapore will be developed for public housing after the year 2000. In line with long term land transport planning, the Mass Rapid Transit Corporation has commissioned a consultant study in December 1984 to evaluate the engineering and financial feasibility of extending the MRT system to service that sector when public housing development begins. The study, which is being finalized by the MRTC at the moment, has evaluated a number of possible routes. The final report will be submitted in due course to the Government for consideration. AIR ARRIVALS IN SINGAPORE FROM EUROPE (Checks for radioactive emissions) 11. Dr Ho Tat Kin asked the Minister for Communications and Information what measures are being taken to ensure that all planes, which overflew European airspace, will not, on landing in Singapore, bring in radioactive fallout from the Chernobyl accident.”
“Sir, I have quite a long list of other questions to answer. I will go through them very quickly.”
“I can only hope that the Member does not go round giving tuition to Primary 6 students, otherwise it is going to cost them their examinations.”
“Sir, when it comes to figures, I think the Member should go back to Primary 6 and start working all over again.”
“In spite of the economy going into a tailspin, in spite of the fact that large numbers of self-employed had suffered a severe a drop of income?”
“Your point is not worth the paper it is written on, and I think the Member for Kebun Baru has very quickly demolished it. Sir, we change the policy on taxis because, as I said earlier, consistent with our basic policies, we cannot continue to add more and more taxis every year and hold on to the policy of exemption for diesel tax. I ask taxi drivers whether they are better off than they would have been if we had not made the changes last year. If we had kept the fares the same, and if we had kept the tax exactly the same, would they be better off? Are they not better off now?”
“You are not talking about half a passenger trip per taxi a day?”
“If you want to use an argument, please do your own homework. Do not expect me to do it for you.”
“You do not know and you weave a story round a number. Sir, this is again another Primary 6 arithmetic sum. Anybody can take 2 million passenger trips and divide it by the 11,000 taxis that we have, and divide it again by 365 days; the end-result is 0.5 passenger trip a day per taxi. Does the Member for Potong Pasir want us to believe that two taxis today are available to carry only one passenger? Sir, I do not want to go into the other arguments that the Member has said.”
“2 million passenger trips a year for all taxis?”
“This is a subject that had been under study for many, many years long before we decided to proceed with the MRT. There are few reasons why those decisions taken as a result of the earlier studies are correct. Firstly, relative to buses, the MRT is going to be much more efficient in terms of manpower. I gave as an illustration earlier one train having the capacity to carry 1,800 people; a bus at most can carry about 100 people. Secondly, the MRT's system has been designed to be energy efficient. Thirdly, the MRT is serving only the high density areas, areas of high population density or high employment density. And fourthly, cost factors all affect both buses as well as MRT, and as long as the different systems of transportation are allowed to compete, the public would then be the recipient of this competition and hence the greatest possible efficiency in our public transportation system. Sir, the Member for Potong Pasir as usual likes to do calculations in spite of the fact that his calculations in the past have been demonstrated to be completely erroneous. He talks about all kinds of numbers. He talks about 2 million passenger trips for taxis per year.”
“Sir, some Members have suggested the Ministry wants to keep the bus fares high in order to make the MRT viable. Nothing can be more illogical. The MRT is going to be affected like buses in exactly the same way, albeit in different ratios. Like buses, MRT needs energy; so it depends on the cost of energy. Like buses, MRT needs manpower; so the cost of manpower. Like buses, the MRT needs to have spare parts and replacement; that will also have to fluctuate with the fluctuations in the foreign exchange. MRT and buses will each have to look at their own costings and adjust their fares independently. Sir, I move now to MRT in slightly more detail. Members have asked about the integration of MRT with buses. This is a subject that is currently being studied by the consultants appointed by SBS and MRTC. Obviously some degree of integration would be useful; the extent will have to be determined by the consultants after looking at the overall travelling pattern that will arise as a result of firmer data on the living patterns and the population patterns that we have today. As for through-ticketing suggested by the Member for Fengshan, this will be looked at. Some cities elsewhere have tried it on and elementary scale. Members will recall that last year the SBS tried a pilot programme on the use of certain tickets with machines installed in buses. The pilot programme did not work. The technology for very detailed integration is presently not available. The companies that are manufacturing such equipment are optimistic that such an equipment will be available soon. The options are kept open but, as far as possible, integration in one form or another will be looked at in detail and be given high priority. Sir, some Members have asked if the MRT is going to be viable.”
“Sir, PUB changes its rates every three months. Pump prices - petrol and diesel - change whenever the need arises. To change the PUB rates you make changes to the software, change the number, and then the computer prints out all the rates under the new rates of charges. Adjustments to the pump at petrol stations take a few minutes per pump. You can do that very quickly and then the world goes on as before. The change does not have a severe impact on anybody. But when we talk about changing of bus fares, if we want to make frequent changes of one or two cents, then we are going to talk about either upping the 40 cent fare to 41 cents or bringing it down to 39 cents. And to do that frequently for some one million people who travel on the buses every day, and about 3,000 to 4,000 bus drivers who have got to remember the bus fares for different stages. It will take some time for people to adjust to new fares. It is not in the public interest to change the fares frequently. Members may remember that the last fare change was in 1981 with an additional adjustment for concession fares in 1982. Members will also remember that 1981, 1982, 1983 and 1984 - these were years of rapid increases in wages - no change has been made to bus fares. Sir, some Members have suggested that the Ministry wants ---”