Committee of Supply – Head W (Ministry of Transport)

The Chairman: Head W, Ministry of Transport. Ms Tin Pei Ling.

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Global Connectivity for Strategic Future

Ms Tin Pei Ling (Marine Parade-Braddell Heights): Chairman, I move, “That the total sum allocated to Head W of the Estimates be reduced by $100”.

Our connection to the world is imperative to our nation's relevance and economic vibrancy. As a small, open city‑state, Singapore's prosperity rests on strong links to other countries and global hubs. To sustain that advantage, we must maintain state‑of‑the‑art air, sea and land nodes with the capacity and flexibility to handle current needs and future demand.

To that end, Singapore is making significant, long‑term investments, as we have observed in Budgets past and present. In terms of hard infrastructure, a colossal Terminal 5 (T5) is being built, larger than several of our existing terminals combined, and the Tuas Mega Port is expanding in phases, with full completion expected in the 2040s. These projects are designed to position Singapore as a continuing nexus for people, goods and information flows.

If delivered well, these projects will help Singapore attract capital, talent and advanced technology. More importantly, create new opportunities for our businesses and generate good jobs for Singaporeans. Improving lives must remain the ultimate objective of these investments.

Yet, we must also recognise these are multi-decade projects, consuming substantial public resources. They were planned in a different global environment that has become more volatile and uncertain. Recent years have seen abrupt tariff barriers, supply chain restructuring and "hot wars" that disrupted energy and critical material supplies. Such shocks can re‑route trade and people flows, sometimes rapidly. Singapore will not be insulated from these shifts.

Therefore, I have the following questions to raise.

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First, demand and relevance. How confident are we that T5, Tuas Port and other major projects are being built to meet lasting real demand? What assurance do we have that these assets will remain relevant to the region and the world by the time construction completes? And what mechanisms are in place to adjust project pace, scope and costs as global macro conditions evolve, so as to minimise fiscal and strategic risk? Can we stage or modularise delivery so that we can accelerate to capture upside, or slow and recalibrate to limit downside? What contingencies are in place to manage cost escalation and preserve value for taxpayers?

Third, timing and capability. Can the Ministry update the House on the current status of T5 and the Tuas port development? Are we on track to capture near‑term opportunities, and where feasible, can delivery be accelerated without compromising quality, safety or long‑term flexibility?

Turning to our maritime sector specifically, capacity and connectivity, measured in twenty-foot equivalents (TEUs) and port calls, are critical determinants of competitiveness. When Tuas is completed, how will it materially boost Singapore's throughput, connectivity and service propositions? What economic impact does the Ministry project in terms of gross domestic product (GDP) contribution, value‑added services and the types of jobs and livelihoods it can create for Singaporeans? In anticipation of these opportunities, what targeted programmes will be in place to cultivate and sustain a pipeline of maritime talent?

We must also prepare our infrastructure for the digital age. The Next‑Generation Port at Tuas is a good example. Leveraging frontier technologies – automation, advanced sensors, predictive analytics and AI – will keep our infrastructure globally competitive. But we must deploy technology responsibly to augment productivity while managing workforce transitions and reskilling needs.

Hence, we must actively contemplate how technology should be leveraged to advance Singapore's connectivity and economic advantage. To this end, the Government Parliamentary Committee (GPC) for Transport plans to move a substantive motion later this year, likely in July.

In closing, global connectivity is a strategic choice that must be actively maintained, future‑proofed and made inclusive. We should build fast enough and well enough to capture value, but also flexible enough to anticipate any macro-shocks. At the same time, we must also always be prudent to adapt and protect public interest. Chairman, I beg to move.

Question proposed.

The Chairman: Ms Tin Pei Ling, your second cut.

Future of Land Transport

Ms Tin Pei Ling: Land transport touches every Singaporean's daily life. It shapes how we work, learn, care for family and participate in our community. Over the years, our land transport system has become markedly more efficient, reliable and more integrated.

Heavy investment in public transport – expanding the Mass Rapid Transit (MRT) network, modernising trains and signalling, upgrading bus fleets and developing integrated transport hubs just to name a few – has boosted capacity and improved connectivity. These upgrades have made multimodal journeys smoother and helped shift commuters towards public and active modes.

Looking ahead, technology advancement, demographic change and evolving lifestyles mean our land transport must continue to adapt. Regardless of on foot or on wheels, commuters expect more choice, faster first‑mile and last‑mile connections, and a system that is safe, inclusive and resilient.

Hence, I would like to ask what concrete plans is the Ministry of Transport (MOT) implementing to build a more reliable, user-centric, inclusive and safer land transport system that meets these changing commuter needs? Specifically, what measures will be introduced or scaled up to expand first‑ and last‑mile options?

Infrastructure also ages. Renewal and expansion therefore go hand in hand. How is MOT balancing the urgent task of refreshing ageing assets, while delivering new lines and capacity? What governance and funding approaches are in place to ensure upgrades are timely, cost‑effective and minimise commuter disruption during works?

Technology will reshape transport operations and service delivery. One certainty is a rise in electric vehicles (EVs) as we decarbonise, another is growing trials and deployments of Autonomous Vehicles (AVs).

In support of greener, smarter mobility, what is MOT doing to boost the capacity, availability and reliability of supporting infrastructure, ranging from EV charging networks, grid readiness, interoperable payment and telematics standards, and AV‑ready roadside systems? How is MOT coordinating with other agencies and industry to ensure sufficient power, standards for fast charging, and effective communications to support mass EV and AV adoption?

As more technology is deployed, the transformation of land transport is something to look forward to. As sensors and connected systems, including increasingly intelligent EVs and AVs, share real time data, smart road and traffic management becomes feasible, enabling tighter coordination and more accurate traffic prediction. This should deliver smoother, more predictable journeys and materially improve the road user experience.

On that note, an extensive deployment of AVs could significantly change vehicle population and ownership patterns. If AV fleets increase shared mobility and ride‑pooling, we may see pressure to reduce private car use. Conversely, easier door‑to‑door transport could increase vehicle kilometres travelled.

The Certificate of Entitlement (COE) is a critical policy lever used to manage car population and road demand. How does MOT anticipate AV adoption affect the medium‑ to long‑term design of the COE system and other ownership controls? Are there plans to recalibrate demand management, for example, differentiated measures for shared AV fleets versus privately owned vehicles?

I look forward to a land transport that anticipates future demands and is user centric. One with flexible infrastructure that can adapt to uncertainty. Technology effectively deployed to enhance commuter experience and demand management tools designed to reflect changing mobility patterns.

The Chairman: Mr Sharael Taha, kindly deliver both your cuts together.

Singapore Aviation Growth Strategy

Mr Sharael Taha (Pasir Ris-Changi): Thank you, Mr Chairman. Mr Chairman, if we take a step back and imagine and examine the scale of what is being built at T5, including the Changi East Urban District, this is not merely an airport expansion.

This is economic architecture, with T5 adding capacity of 15 million passengers annually, and the Changi East Industrial Zone expanding cargo from three to 5.4 million tonnes annually, complemented by Airport Logistics Park 2, Tampines Logistics Park, Changi South, Pasir Ris, Wafer Fab Park, Seletar Aerospace Park, the maintenance, repair and operations (MRO) operations in Changi and in Loyang, and enhanced connectivity via the Loyang Viaduct. Singapore is assembling one of the world's most integrated aviation aerospace semiconductor logistics platforms.

But infrastructure alone does not create the advantage, ecosystems do. The Changi East Urban District must evolve into a next generation aerotropolis, integrating advanced MRO, sustainable aviation fuels, digital aviation services and AI-driven logistics command centres linked with Changi Business Park and Loyang Industrial Estate, this becomes a seamless innovation to production to export corridor.

Connectivity must also extend beyond air to the Tanah Merah ferry terminal and integration with the Johor Singapore Special Economic Zone and Batam-Bintan-Karimun Free Trade Zone. Singapore can anchor high value functions, capital, IP, AI, finance and advanced manufacturing orchestration, while Johor and the Riau Islands can provide industrial scale and energy depth under the Sijori framework.

The national AI mission can be the force multiplier, enabling cross border smart factories, optimising multimodal flows, embedding trade finance, and strengthening regional medical and bio manufacturing supply chains. The strategic question is how we elevate this infrastructure expansion into a coordinated AI-enabled economic engine that generates high value jobs, anchors capital and secures competitiveness for many decades in the East and Northeast districts in Singapore.

And critically, how can MOT work hand in hand with the Ministry of Trade and Industry, Ministry of Digital Development and Information, Ministry of Manpower and Ministry of Finance, and our regional counterparts to orchestrate, not just merely coordinate this ecosystem transformation at national scale.

Manpower for Aviation and Maritime

As Singapore strengthens its position as a global logistics hub, I will seek clarification on three areas.

First, with expanding air and sea connectivity, are we keeping pace with manpower needs in aviation and maritime, and building a strong local pipeline for higher value roles? And also, what progress have the One Aviation Manpower Programme and Maritime Cluster Fund made in attracting and developing talent? Ultimately, growth must translate into good jobs, stronger skills and real opportunities for Singaporeans.

Women in Aviation

Ms Poh Li San (Sembawang West): Mr Chairman, when I became a pilot at 18, I was a minority because there were not too many women pilots in the Air Force. Today, there are more of us, but we are still very much the minority, not just in the Air Force, but across the skies.

Mr Chairman, I must say that, from my experience as a search and rescue pilot, aviation as a career choice was the adventure of a lifetime, and something I will not exchange for the world. But it is also a very personal choice. Hence, I target my speech not at setting a target or a quota of women in aviation, but as offering more opportunities and possibilities in our vibrant and world class air hub.

First, I would like to ask for some figures. What is the representation of women in senior leadership in our aviation industry? We know that it is very likely to be in the minority, but there is a large difference between 1% or 20%.

Second, I would like to offer some figures. The aviation industry is at sunrise. The global outlook is very bright. Global passenger traffic looks to double by 2040. Aviation hubs in the region are now racing to increase their runway and terminal capacities, following the slowdown during the pandemic period. Changi Airport will increase its capacity by another 50 million passengers per annum when T5 is ready around the middle of next decade.

But we are not only ones by a long shot. Hong Kong International Airport is building its third runway. India, the world's most populous country, has built 75 new airports in the past decade and is set to build another 70 new airports soon. China will build more than 200 new airports by 2035.

Third, I would like to say what this means for us. In July 2025, the Civil Aviation Authority of Singapore (CAAS) announced a 200 million One Aviation Manpower Fund to attract, develop and retain the aviation workforce. Given that the aviation sector is growing so quickly and that it is also very male dominant, what steps is MOT taking to attract talents, especially young women graduates in science, technology, engineering and mathematics. Airline pilots, aeronautical engineers, ground hand operators, air traffic controllers, airport planners – there are many opportunities, many openings for young women, aviation professionals, and more women are taking up these roles recently.

These are good jobs in the blue sky. In the Asia Pacific region, Singapore has a conducive ecosystem to grow a strong network of women aviation professionals. We are leading Regional Aviation Hub with a thriving and well-connected airport, a major global air cargo hub, and a well-established MRO ecosystem. There are many jobs in these organisations, ranging from airlines, airports, cargo and logistics companies, as well as aircraft manufacturers and maintenance companies.

Of course, ensuring that women land well in aviation is not the work of Government alone. A culture shift is needed if we are to change from a male dominated working environment into a more inclusive one.

Let me cite two examples in the frontline roles, such as flying, ground handling and aircraft maintenance and repair operations. Considerations, such as the proper provision of basic amenities and facilities such as women's restrooms cannot be taken for granted. In addition, human resources (HR) policies during pregnancy and maternity periods must also be well considered, as well as scholarship and internship opportunities.

Again, the Government does not have to do this alone. There are groups in aviation, such as “Women Aviation International SG Chapter” (WAI SG), formed recently in 2021 to connect women professionals in aviation, providing mentoring support and offer scholarship opportunities.

Here, I declare my interest as an advisor to this organisation and an employee in the aviation industry. I would like to ask the minister how MOT can work with such organisations as well as aviation companies and institutes of higher learning to attract more women into this sector.

The Chairman: Kindly wrap up.

Ms Poh Li San: Today, only about 20% of the workforce in the aviation sector are women. With an expanding industry and increased demand for skilled labour, the sky is the limit. For all of us, men and women who find their passion in aviation.

Autonomous Vehicle Deployment

Ms Yeo Wan Ling (Punggol): Chairman, my Punggol residents are watching the autonomous shuttle pilots with keen interest. These trials are an important step in understanding how AV services may eventually integrate into our wider public transport ecosystem, particularly in strengthening first- and last-mile connectivity.

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At the same time, residents have practical questions. Cost is one. As AV services scale, will they remain affordable as part of daily commuting or are they a premium option? Confidence is another. Will there be deeper engagements with different groups, including seniors, who may feel uncertain about travelling in AVs? Adoption is not only about technology readiness, but public readiness.

On the regulatory front, clarity is still needed. In the event of a malfunction or incident, where does liability lie? Will human operators or safety drivers be expected to bear responsibilities when system failures occur? We must also be honest that the workforce implications remain unsettled, especially for our bus captain and point-to-point (P2P) drivers.

We have yet to clearly define what new AV-related roles will look like, what fair compensation should be and how career pathways may evolve from today's driving and technical maintenance roles into future AV jobs.

As I had earlier highlighted in my Budget debate clarifications, while it is important for us to embrace new technologies, this must be done in a way that does not disrupt livelihoods. I therefore urge operators to work closely with our unions within our tripartite framework to co-create fair AV career pathways and ensure workers are supported through this transition. Progress should strengthen both our public system and our people.

The Chairman: Mr Louis Chua, please take your two cuts together.

Accelerating Autonomous Vehicle Roll-out

Mr Chua Kheng Wee Louis (Sengkang): Chairman, research and small scale testing of AVs for use on urban roads in Singapore has been going on for quite a while now. With one of the earliest research and trials on the roads in one-north in partnership with nuTonomy. Another trial under the Agency for Science, Technology and Research (A*STAR) was started at one-north as well, sometime in 2014, this one under the Singapore Autonomous Vehicle Initiative.

In 2015, the MOT signed a memorandum of understanding (MOU) to further expand trials on AV with PSA Singapore and another with the Sentosa Development Corporation and ST Engineering, which I was lucky enough to experience myself.

There have been various other trials since then and fast forward to 2025, a 17-member committee chaired by the Acting Minister was formed to look at the roll-out of AVs on Singapore roads. Today, in 2026, a small number of vehicles are now involved in trials in the residential district in Punggol and the Land Transport Authority (LTA) plans to procure six autonomous buses with operations beginning in mid-2026 for an initial period of three years.

In comparison, in this time, the AV industry in places like China and the US has boomed, with their biggest players, Pony AI, WeRide and Waymo already running fully driverless commercial services in the cities they are operating in. Waymo has around 2,500 vehicles today and targets at least 10,000 vehicles and one million robotaxi rides a week. Pony AI aims for more than 3,000 vehicles by 2026, similar to WeRide.

Countries in the Middle East are also showing markedly faster implementation of AVs. The Dubai Autonomous Transportation Strategy aims to have 25% of the total transportation in Dubai to be autonomous by 2030. Saudi Arabia's Transport General Authority has set a target for 25% of all goods transport vehicles to be fully autonomous by 2030.

Additionally, according to SMRT, our public bus system is struggling to hire bus captains, especially from our local manpower pool. AVs as buses would ease the pressure on this issue, yet despite numerous trials all across the island. Singapore's AV roll-out is still in the trial phase about 12 years on. Beyond stating that Singapore will have, and I quote, "many autonomous vehicles in Singapore" in five years' time, can the MOT provide numerical targets for our AV ambition?

As my colleague Mr Gerald Giam shared more than a decade ago in 2015, Singapore is in an excellent position to lead the world in the adoption of driverless cars. But we must ensure that legislation promotes and does not inhibit the test-bedding and public use of these vehicles. I hope we will be able to accelerate autonomous vehicle rollout in Singapore, especially for buses given the severe shortage of drivers.

Accelerating EV Fast Charger Roll-out

As part of Singapore's net-zero goal, Singapore aims to reduce land transport emissions and the electrification of vehicles is one of the key initiatives to help Singapore achieve this target.

One of the key pillars of the roadmap is the deployment of EV charging infrastructure. In response to my Parliamentary Question in February this year, I understand that Singapore currently has around 28,300 charging points. The vast majority, about 88%, are alternating current-based, of which about 50% have a low power rating of 7.4 kilowatts (kW) and below. The majority of TotalEnergies' chargers, which represented 13% of Singapore's charging stations before they were taken over, are rated at 3.7 kW, which is the slowest among those accessible publicly, which take up to 16 hours to charge a typical EV.

Comparatively, only about 11% of chargers deployed have direct current, of which most of the DC chargers can qualify as "fast chargers". Where typical AC chargers, typically take four to eight hours for a full charge, DC fast chargers can bring a battery to 80% in just 30 to 45 minutes, based on a May 2024 article by SP Group.

I wish to highlight however, that technology has advanced rapidly in this space. In March 2025, BYD announced its super e-platform, which provides a 400-kilometre range in just five minutes of charging. BYD is now rolling out such megawatt level charging infrastructure in China. For comparison, 1,000 kW is about one MW and this is 135 times higher vs the 7.4 kW typically found in Singapore.

This distinction matters enormously. LTA has already recognised that high-powered fast chargers will be needed to meet the needs of high-mileage users, particularly taxis and commercial fleets. Of all cars registered in 2025, 45% are already electric.

Currently, it is typical for a Housing and Development Board (HDB) multi-storey car park to have only three slow chargers. As EV adoption grows beyond early adopters, everyday residents will find this increasingly inadequate. I strongly urge the Government to accelerate the roll-out of EV fast chargers and/or to increase the number of EV chargers at high utilisation HDB multi-storey car parks, which is already posing a significant challenge to some Sengkang neighbourhoods today.

EV Charging in HDB Carparks

Mr Dennis Tan Lip Fong (Hougang): In previous years, MOT pointed to chargers being available in the vast majority of HDB carparks. We are now in February 2026 and while the "coverage" is higher, the "quality of access" remains unequal across our estates.

The Ministry's primary defence for the current pace of scaling is that the average utilisation rate remains low. However, "average" utilisation is a misleading metric that may mask peak-hour reality. For the HDB resident returning home at 9 pm, a low "average" rate is cold comfort when all three charging lots in their multi-storey car park are occupied.

More crucially, we must scale up now for the eventuality that most vehicles in our carparks will be EVs – a goal we should strive to see earlier, in line with our 2030 and 2040 goals. If registrations continue to rise, when will "scaling up" reach all our heartland carparks?

Furthermore, there is a "two-speed" transition occurring. Residents in newer BTOs often have more access to higher-power chargers, but many mature estates remain stuck with slow 7.4 kW chargers.

I would like to ask the Minister: What is the specific peak-hour utilisation threshold that triggers the installation of additional chargers in HDB carpark? When will MOT commit to a "mature estate fast-charge" mandate to ensure residents in older estates including in some parts of Hougang, are not left behind? And finally, how will MOT intend to mandate "idling fees" across all public charging operators to prevent lot-hogging?

Preparing for More EVs Roll-out

Mr Ang Wei Neng (West Coast-Jurong West): Chairman, I would like to declare my interest as the CEO of Strides Premier, a company that leases out a fleet of more than 300 EVs, amongst other businesses. With nearly 45% of new car registrations in Singapore now being EVs, it is timely for us to strengthen our charging infrastructure. While the roll-out of slow chargers in HDB car parks has supported convenient overnight charging, many EV users, particularly P2P users as well as commercial drivers, require access to fast daytime charging infrastructure in the daytime so as to sustain their operations.

I therefore urge LTA to spearhead the deployment of more fast chargers within the HDB estates, especially at convenient and high-traffic locations, such as near food establishments and neighbourhood centres.

At the same time, the rapid growth of EVs calls for a future-ready workforce. Vehicle technicians must acquire new technical competencies to service EVs safely and effectively, supported by proper training and certification. I encourage MOT to work closely with industry partners and training institutions to support technicians through this critical transition, ensuring our automotive workforce remains skilled, relevant and prepared for Singapore's electrified transport future.

Safe Cycling on Footpaths

Mr Gerald Giam Yean Song (Aljunied): Sir, walking along our footpaths should be a stress-free experience, yet many pedestrians, especially the elderly and parents with children, often feel they must be on permanent alert. Some cyclists ring their bells persistently on crowded footpaths, as if expecting pedestrians to step off the path to make way for them. I have personally experienced this and many of my residents have shared similar stories with me.

LTA needs to reinforce that pedestrians always have the right of way. Public education must clarify that bells should be used only to alert, not to demand a clear path. We must also educate pedestrians to keep left and avoid sudden changes in direction, for their own safety.

Residents frequently encounter cyclists zooming through bus stops, endangering passengers as they alight. Similarly, those exiting lifts at their flats face risks from cyclists speeding past.

At night, the danger increases without illumination. Between 2023 and 2025, 167 summonses were issued for missing lights, but these were mostly on roads, not footpaths. This indicates a safety gap on footpaths. Why is there not more active education and enforcement of light requirements on footpaths?

Furthermore, while footpaths next to cycling paths became pedestrian-only in July 2025, the converse is not true – pedestrians are not prohibited from walking on cycling paths. If a dedicated pedestrian-only path exists, why is it not mandatory for pedestrians to use it? Mixing users increases accident risks. Will the Ministry reconsider a legal prohibition for pedestrians to use cycling paths, where a dedicated alternative is provided?

Barrier-free Infrastructure and Commuting

Ms Sylvia Lim (Aljunied): Sir, recently a relative of mine suffered a stroke and became wheelchair-bound. Though I thought driving him around would be ideal, I discovered that riding the bus was now a better option for some routes. Our bus stops and buses are wheelchair friendly and the bus captains we met promptly got up from their seats to assist with the wheelchair platform. Such infrastructure and last-mile considerations go a long way to make travel accessible to the wheelchair-bound.

That said, mobility limitations come in a wide range. Besides those on wheelchairs, there are many others who use walking sticks or other aids. These commuters are often unable to navigate stairs. To what extent is our system barrier-free for them?

Take for instance the layout of some new electric buses. Increasingly, bus models appear to be designed to maximise standing room and space for wheelchairs and prams. This results in a reduction in the number of seats available. In some buses, the front half of the bus only has four seats, with all the remaining seats located at the rear of the bus at an elevated level, requiring the commuter to climb a rather steep step. This has caused difficulty to many commuters who can walk but cannot climb stairs. Could the Ministry review how the layout of buses can better cater to commuters with such mobility issues?

Another persistent issue is the lack of lifts at pedestrian overhead bridges. This is an issue across the island and it is also the case for my residents at the Paya Lebar Division of Aljunied group representation constituency (GRC).

In February 2023, I asked a Parliamentary Question about when lifts would be installed at overhead bridges along Hougang Avenue 3. Then Transport Minister, Mr S Iswaran, affirmed that the number of seniors and commuters with mobility challenges would be a consideration for prioritisation. He further confirmed that four of the bridges along Hougang Avenue 3 would be prioritised.

Two years later, in April 2025, I filed another Question for confirmation of the bridges that would be prioritised and what the timeline for installation of the lifts would be. The next incumbent Transport Minister, Mr Chee Hong Tat, identified the overhead bridges at Blocks 101, 172, 241 and 248 as the four being prioritised. He stated that construction works for that phase of LTA's retrofitting works were scheduled to take place progressively from the fourth quarter of 2025.

Based on the latest indications from LTA's consultants to our Town Council, the lift works will only commence tentatively in the third quarter of 2027. This is nearly two years after the fourth quarter of 2025 that Minister Chee indicated for commencement of that phase of construction works. Why is there such a long delay?

I hope to have a more satisfactory answer from the new Minister in charge.

Covered Walkways for Condominiums

Mr Dennis Tan Lip Fong: Mr Chairman, I have filed this cut originally for the Ministry of National Development, but it was directed to MOT. The vision of a car-light Singapore must require a seamless and sheltered first and last-mile experience for every Singaporean. The Government has made meaningful progress, but more can be done.

In July 2025, 176 residents at Parc Vera Condominium at Hougang Street 32, submitted a petition for 80 metres covered walkway linking its rear side gate to an existing HDB covered linkway. The rear side gate links to an open footpath, which doubles as a covered drain and is heavily used by its residents, as it connects to the HDB covered linkway en-route to the nearest bus stop at Block 1, Hougang Avenue 3 – a few minutes walkaway.

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For the elderly and families with young children, this path is the most efficient way, yet poses challenges to them during heavy rains.

I wrote an appeal on the condominium's behalf to LTA. Attempts to request to construct the covered walkway have been challenging. While the land is under PUB, they do not build covered walkways. The LTA does not entertain requests for its last-mile connectivity plans if they fall outside 800 metres of a MRT station or 400 metres of a bus interchange and not along a MRT managed road. Lastly, the Town Council has no jurisdiction to spend funds on projects that do not primarily benefit HDB residents.

The request has been assessed primarily through agency boundaries rather than commuter experience. This is a systemic no man's land problem. Why should a resident's ability to reach public transport under cover depend on whether the ground or the drain beneath their feet is managed by HDB, LTA or PUB? If the goal is to encourage public transport usage and climate-proof our infrastructure, the last mile should be treated as a single continuous journey.

To resolve such situations, I have three specific proposals.

First, can we institutionalise connectivity at the design stage? When the Riverfront Residences condominium at Hougang was built, the authorities allowed the developer to build covered linkways to the nearest bus stops. This can be made a standard requirement where covered links are planned upfront and not added later as fixes.

Can URA and LTA mandate at the planning permission stage that developers provide sheltered connectivity to the nearest public transport nodes, including such covered access from each condominium side gates, or include this in the development control handbooks to guide developers on ensuring upfront connectivity by design?

Second, for existing condominiums like Parc Vera, can we start working on a bridge-the-gap framework, with coordinated co-funding or facilitation scheme?

Third, can the Government assign a lead agency for connectivity? If a MSCT is willing to pursue a walkway that serves a clear public connectivity purpose, the Government should provide a streamlined one-stop shop approach by an appointed agency for funding and approvals. This could be under URA, BCA or LTA.

Inclusive Public Transport for Families

Ms Elysa Chen (Bishan-Toa Payoh): Chairman, when my son goes to the army in the future, he will carry a 15 kilogrammes Standard Battle Order every time he goes outfield. Today, when I carry my 13-kilogramme son and his diaper bag onto public transport, I also feel like I am going outfield. Once, when I was solo parenting, I almost tipped my son out of the stroller while trying to singlehandedly board the bus with a stroller and the diaper bag.

Many parents of young children have shared similar challenges navigating public transport safely and smoothly as a family. Parents have also highlighted inconsistencies across operators, particularly on ramp deployment for strollers. Boarding and alighting during peak hours remain difficult for parents and persons with disabilities, with limited space at stroller and wheelchair bays.

Supporting safe, smooth commutes is essential if Singapore is to be a home for families.

I thank the LTA and public bus operators for the steps they have taken to make public buses more accessible for young families and persons with disabilities. But we can do more.

Can the Ministry share what further measures are planned to make buses and trains more inclusive for young families and persons with disabilities? Will LTA study their commuter experience? And can standard operational procedures (SOPs) on ramp deployment be standardised across operators alongside a public education effort?

Parents carry heavy responsibilities. Let us lighten their load by making sure public transport is safe, accessible and supportive for families.

Public Communications for Deaf Persons

Miss Rachel Ong (Tanjong Pagar): Chairman, during an MRT disruption last year, a deaf commuter shared that she felt confused and afraid when passengers began to leave the train as there were no visual or sign language updates explaining what was happening.

While initiatives such as the Sign Language Virtual Assistant SiLViA at Chinatown MRT station are encouraging, such support is not yet available across the network. Could the Government update whether visual and sign language communication tools will be expanded so that disruption and emergency announcements are accessible to deaf commuters across our public transport system?

Express Trains and Shortening Commutes

Mr Low Wu Yang Andre (Non-Constituency Member): Chairman, the Land Transport Master Plan 2040 sets an ambitious target of nine in 10 peak public transport journeys completed within 45 minutes. As a Punggol resident, I speak from experience. A 45-minute door-to-door journey to the city is for myself and most of my neighbours a pipe dream.

In a city where housing comes at a premium, the families who live in Punggol, Sengkang, Woodlands and other far-flung towns have made pragmatic choices about where to put down roots. Every morning, they pay for that choice in time.

We should not have a two-speed Singapore where time is a privilege of the few.

Ambitious targets require ambitious infrastructure. To understand what happens when ambition falls short, we need to look no further than the Northeast Line (NEL).

My fellow Members and I have found multiple Parliamentary Questions on the NEL's capacity crisis over the months. Solutions to the crisis are in short supply. Longer trains would require excavation works that would disrupt the line for over a year. Selective door operation has been studied and rejected. Even at maximum peak frequency, commuters at Hougang and Kovan watch full trains pass them by. Residents in the northeast have become resigned to long crowded commutes.

We built a NEL without the headroom to grow it. That decision is now permanent.

The Seletar Line gives us a chance to do better. In 2018, express services were studied for the Cross Island Line and rejected on cost-benefit grounds. But a point-in-time cost-benefit calculation is the wrong basis for infrastructure that has to serve multiple generations.

In Seoul, their Metro Line 9 faced identical scepticism of their express service. Demand caught up, and then some. Infrastructure of this scale does not just serve demand, it will generate it.

Therefore, I urge the Government to incorporate provisions for express rail services on the Seletar Line from the outset, specifically, bypass tracks at non-interchange suburban stations. Bypass tracks would allow us to serve every major underserved catchment along the line's alignment – Simpang and Yishun East, Seletar and Jalan Kayu, Whampoa and the greater Southern Waterfront – with local trains while express services overtake local services at these stations to reach downtown core at speed.

The time to make this decision is during current feasibility studies and not after ground-breaking, and certainly not after the line is in operation.

Sir, we ask young families to move further out in pursuit of affordable homes. The least we can do is to bring them back to the city at speed. I urge the Ministry to plan the Seletar Line with the foresight that the NEL lacked and the ambition that the next generation of Singapore deserves.

Rapid Transit System

Ms Poh Li San: Mr Chairman, by the end of this year, the Rapid Transit System (RTS) to Johor is expected to open. It will connect to Woodlands North MRT station on the Thomson-East Coast Line. It may soon be a $5 to $7 ticket to a place of good bargains and family outings.

Many of my residents in Sembawang West are looking forward to the RTS. Some have relatives in Johor, many go over to do their grocery shopping, for family trips and simple services such as haircuts, spectacles, dental treatment and facials. RTS will help Singaporeans stretch our dollar.

But for every change, there will be ripples. There will be more Singaporeans using the Thomson-East Coast Line. At the same time, we have already read in newspaper reports that Malaysian workers who used to rent in Singapore now may move back and take RTS to work in Singapore. At $10 commute a day, this may work out economically against the rentals and spending in Singapore.

We do want people to use the line and my prediction is that under-demand will not be a problem. The problem may in fact be over-demand.

Due to these increases in movements, the morning peak period at Woodlands North station and the traffic on the Thomson-East Coast Line may see a massive surge. What are LTA's plans to ensure that Singaporeans staying at Woodlands and using the Thomson-East Coast Line to head down to town during peak periods can continue to enjoy smooth and accessible public transport services? Does the Minister have an update on how much the fares will actually cost?

Many Malaysians work in the semiconductor and food manufacturing factories located within the Woodlands industrial area. Instead of renting a room here, the workers may choose to commute via RTS and cycle or walk two kilometres to their workplaces. Does LTA have plans to widen the shared paths used also by the residents to better cope with the potential increase in cycling and pedestrian traffic?

New MRT Stations and Last Mile Connection

Mr Ang Wei Neng: Chairman, I would like to declare that I am the CEO of Strides Premier, a subsidiary of SMRT.

MRT remains the backbone of our public transport system, shaping how Singaporeans live, work and connect. Across the island, residents are eagerly waiting for the next phase of rail expansion.

First, may I ask whether the Circle Line Stage 6, linking HarbourFront to Marina Bay via Keppel, Cantonment and Prince Edward Road stations will open in the second quarter of this year, as earlier announced. Residents and businesses are looking forward to the long-awaited closure of the Circle Line loop.

Second, can the Minister confirm that the Thomson-East Coast Line and the Downtown Line will meet at Sungei Bedok station through Xilin and Bedok South stations in the second half of 2026, which is this year? This critical interchange will significantly strengthen network resilience and provide commuters with more reliable travel options.

Chairman, in the West, anticipation for the Jurong Region Line (JRL) is especially strong. For many families in Nanyang and across Jurong, this line represents shorter commutes and better access to jobs and amenities.

May I ask whether the target of opening the JRL Phase 1 by end 2027 remains on track? If the timelines are at risk, will the Ministry commit the necessary resources to keep the project on schedule so that hundreds of thousands of residents can benefit as planned?

Finally, rail expansion must be matched with strong last-mile connectivity. Residents along Jurong West Street 91 live near the future Gek Poh MRT station, yet it is beyond walking distance. There is no direct bus link, including for students of Juying Secondary School.

I urge MOT to introduce a new bus service under the Bus Connectivity Enhancement Programme so that residents, students and workers can fully benefit from the Jurong Region Line.

Improving Rail Reliability

Mr Sharael Taha: Thank you, Chairman. Chairman, the Rail Reliability Taskforce has set out clear recommendations – accelerate renewal of ageing core systems, including train signalling and traction power, strengthen backup and resilience measures, improve asset management and spare part planning, deepen workforce capabilities and enhance commuter communications during disruptions. The key question now is in execution.

Who is accountable for each milestone? What are the firm timelines? How will we balance necessary service closures against commuter inconvenience? What concrete contingency plans will minimise hardship and what guaranteed service levels such as standby buses, response time and fair consideration will commuters be assured of?

How are we strengthening supply chain resilience for critical rail components? Beyond hardware, how are we building engineering depth, sharpening recovery protocols and ensuring real-time commuter information is accurate, timely and actionable?

The Chairman: Ms Yeo Wan Ling. Kindly deliver your two cuts together.

Rail Development and Station Rejuvenation

Ms Yeo Wan Ling: Mr Chairman, my first cut, on rail development. Chairman, as we continue strengthening our rail network, we must recognise that human capital is key to building a resilient and reliable rail ecosystem. With parts of our network ageing, including lines, assets and equipment, renewal and upgrading works will intensify.

In this context, I would like to seek updates on what rail workers can expect in terms of fair competitive remuneration packages, training and safer workplaces.

We appreciate that under the Rail Safety Report, there will be moves towards harmonised training for rail technicians. That is important.

Today, there remains significant localisation across rail systems in maintenance practices, equipment and repair processes. Without harmonisation, workers' skills become tied to one system, one line or one operator. Harmonised training will help ensure that rail workers develop portable skills – skills that can be applied across different lines, systems and operators – strengthening both operational resilience and workers' long-term employability.

I would also like to ask for updates on the extension of the 2019 $100 million Rail Manpower Development Package.

While operators are given flexibility to deploy this grant, how can we ensure that its impact reaches a broader segment of all rail workers? For example, could sector-level key performance indicators be considered, such as equipping 50% of workers with new competencies by 2030?

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Finally, as public transport evolves and more commuters use personal mobility devices and bicycles to complement their journeys, rail workers are increasingly required to guide commuters on safe and considerate practices. How can we better protect rail workers from verbal abuse or confrontation when they carry out these duties? A strong rail ecosystem depends not only on modern assets, but on a skilled and protected workforce.

Bus Network and Workforce

As the Bus Contracting Model marks its 10th year, it is timely for us to review how it is working – not just for operational efficiency, but for our bus captains. They remain the backbone of our public transport system. Yet today, starting basic salaries for new entrants remain around $2,250 per month. While advertised gross pay may range between $3,000 to $4,000 and beyond, a significant portion still depends on overtime, and this high overtime is actually structurally tied to this trade.

This raises an important question: are we building a sustainable profession or one where earnings depends on longer hours? If we want to maintain a strong Singaporean core, we must relook bus captains pay, working conditions and career progression.

Today, captains manage split shifts, short meal breaks, long hours, fatigue, changing commuter patterns and increasingly difficult commuter behaviours. With the rise of social media, they are also increasingly vulnerable to online harassment and doxxing when incidents are recorded and circulated. What more can be done to better protect their safety at work?

Looking ahead, half of our public bus fleet is expected to be electric by 2030. Are our current training pathways sufficient to prepare bus captains for this transition? At the same time, with revenue bus autonomous vehicles services expected to begin in the second half of this year, we must ensure that affected workers are supported with clear career pathways and fair packages.

Transformation should uplift, not unsettle. We have seen how the RMDP supports rail workers through change. As Bus Contracting Model (BCM) enters its next phase, could a similar transformation support be considered for our Bus Captains? A refreshed BCM should be a win-win for commuters, operators and the workers who keep Singapore moving.

Strengthening Transport Accessibility

Mr Abdul Muhaimin Abdul Malik (Sengkang): Sir, the persistent gap in bus connectivity for Compassvale Crescent residents requires our attention. While the Government has repeatedly cited the 400-metre benchmark and the availability of 14 bus services in the vicinity, this technical standard does not fully capture the lived reality of our residents, particularly our elderly and persons with disabilities.

Singapore is rapidly ageing. By 2030, one in four citizens will be aged 65 and above. Simultaneously, we are building a more inclusive society that recognises the needs of persons with physical disabilities. For these residents, even a 400-metre walk is not merely inconvenient. It can be a genuine barrier. Seniors with reduced mobility, persons using wheelchairs or walking aids, those recovering from medical procedures and individuals managing chronic conditions may find this distance insurmountable, especially in our tropical heat.

The distinction between technical accessibility and practical accessibility matters profoundly. On paper, Compassvale Crescent is served. In practice, vulnerable residents face daily challenges that prevent them from accessing essential services, healthcare and community activities.

I acknowledge the LTA's concern about trade-offs. Extending bus 371 would increase journey times for existing commuters. However, I urge the authorities to explore creative solutions, perhaps introducing a new short loop feeder service that connects Compassvale Crescent directly to Sengkang MRT – without affecting existing routes or a community shuttle service piloted specifically for those with mobility challenges, our Bus Connectivity Enhancement Programme should embody our national values of inclusivity and care for vulnerable. Good bus connectivity is not a luxury. It enables independence, dignity and full participation in society. I therefore renew my call for LTA to reconsider this matter, focusing not on whether residents can technically access buses, but whether our transport network truly serves all Singaporeans.

Mobility and Liveability in Changi

Ms Valerie Lee (Pasir Ris-Changi): Chairman, during elections, I campaigned on supporting the sandwiched generation, promoting sustainability and empowering our youths. These causes remain close to my heart. But my residents in Pasir Ris-Changi have made me deeply passionate about something else – our land transport system.

Let us begin with bus connectivity in Flora Estate, a dense residential estate in the northeastern corner of Singapore, served by only two bus services along Flora Road and one along Flora Drive, with relatively low frequency, especially during off-peak hours.

On paper, low ridership data may appear insufficient to justify new services or increased frequency. But I would like to argue that retrospective data does not capture suppressed demand. Many residents have grudgingly shifted their commute behaviour to costlier, more pollutive means that worsens road congestions because they feel there is no reliable public transport alternative.

My first suggestion is this: can the Ministry move beyond relying heavily on retrospective ridership data when refining bus service plans? I urge the Ministry to survey residents directly and leverage community feedback, to unlock real rider demand. Connectivity and road congestions are closely linked. When public transport options are limited or unreliable, more residents turn to private vehicles. This adds pressure to already busy roads, such as Loyang Avenue.

LTA has shared that upcoming temporary lane closures simulations shows that it could result in delays of up to nine minutes. I would like to ask whether traffic planning models currently simulate scenarios where bus services are enhanced, which will help to bring down the total travel time.

Beyond efficiency, we must ensure safety. During the recent Land Transport Bill debate, I spoke about our Pasir Ris resident Mrs Malar Singam, who was seriously injured by a power-assisted bicycles rider last December. While regulations have been strengthened, more can be done to clearly segregate paths so that our seniors, like Malar, are kept safe.

Road safety is also a concern. Along Loyang Avenue, 13 accidents were recorded between 2023 and 2025 at its junction with Old Tampines Road. Residents have requested stronger enforcement and speed cameras at specific locations. Yet enforcement remains inconsistent and cameras have not been installed where risks have been reportedly highlighted. Can the Ministry then share what alternative enforcement measures have been implemented to make this road safer?

Even as we build for long-term improvements, like the Loyang Viaduct and Cross-Island Line, residents in Pasir Ris and Loyang live with the immediate costs of infrastructure works, like noise and dust, with complaints in the region nearly tripling to about 230 cases per year as compared to 2023.

Real-time noise monitoring systems are already in place. My request is that enforcement be equally real-time. Contractors who exceed limits should face prompt consequences and not action only after complaints.

Many residents in the area are also disturbed by the noise of illegally modified motorcycles late at night, many involving foreign-registered vehicles. How have enforcement checks at our ports of entry stepped up? And have we worked with the Ministry of Manpower to explore whether repeated violations could carry Work Pass consequences?

In conclusion, I have come to realised that good transport policies, like strengthening connectivity, improving safety and minimising disruptions, are in a very practical way, supporting the sandwiched generation and those around them, and this is what I have set out to do from the very beginning.

Traffic Management

Mr Liang Eng Hwa (Bukit Panjang): Sir, traffic congestion in Singapore has visibly worsened. It is no longer confined to peak hours or the Central Business District. Heavy traffic is now common even on weekends, along arterial roads and across our expressway network. Road accidents and ongoing works further compound delays, affecting not just motorists but also bus commuters and private-hire passengers.

Sir, I must admit that I hesitated to file this cut, out of concern that the default response from the Ministry might be to just raise Electronic Road Pricing (ERP) pricings or to expand ERP. So, I hope that this is not the response later. Road pricing has been effective in managing demand, but it raises business and household costs, and it cannot be our only lever. I therefore urge the Ministry not to look to non-pricing approaches as well to manage congestions.

Sir, despite our zero-vehicle growth policy, congestion pressures persist. With over a million vehicles on our small island, higher vehicle utilisation appears to be one of the root cause for the congestions. The growth of private-hire services and delivery platforms has intensified road usage. As car ownership becomes more expensive, owners understandably want to maximise usage of their cars, because of sunk costs.

Given these structural trends, we should explore complementary solutions. Firstly, engineering and infrastructure enhancements. Sir, the double-decker road along Keppel Road has shown how vertical expansion can increase capacity. Compared to underground tunnels, such solutions may be more cost-efficient and faster to implement. With limited land for widening, vertical expansion may be our most feasible option in certain corridors. So, does the Ministry have plans to develop more double-tier road systems in congestion-prone areas? And are there plans for additional multi-level interchanges at heavily congested junctions?

Beyond capacity expansions, small but targeted engineering refinements can yield significant gains – improved slip-road geometry, better lane merging designs and additional turning lanes at bottlenecks. Sir, incremental improvements at key traffic choke points can produce disproportionate benefits.

Second, smarter management of commercial vehicle movements. The growth of e-commerce has increased delivery traffic substantially. Logistics vans, service vehicles and contractor trucks contribute to daytime congestions. Can we encourage off-peak delivery windows in dense commercial districts? And can we also expand urban consolidation centres to reduce duplicate trips, or promote shared last-mile distribution hubs to improve logistical efficiency?

Third, faster incident detection and clearance. Minor accidents often trigger cascading congestion, especially on expressways. The speed of detection and clearance is critical. Can we station more rapid-response tow units along major corridors to expeditiously clear stalled vehicles?

During accidents, many motorists still have this old belief that vehicles should not be moved until the Police arrive. In today's context, with in-car cameras and mobile devices readily available, this is often unnecessary. Instead, we should consider requiring drivers in minor, non-injury accidents to clear the carriageway within a fixed timeframe after documenting the incident, for example, just in 10 minutes, and with enforcement actions for unreasonable delays. Sir, we need to reduce accident clearance time and, believe me, it will significantly ease traffic congestion there.

Fourth, cross-border motorcycle flows. On average, about 69,000 Malaysian-registered motorcycles enter Singapore daily in 2025, with quite a significant number issued with traffic offences, about 22,000 of them, and some involved in accidents, about 1,600, based on a Parliamentary Question that I filed recently.

While these riders contribute to our economy, concentrated peak-hour inflows have been causing congestions along corridors, such as the Bukit Timah Expressway and Pan-Island Expressway. Can I ask if the Ministry have conducted studies on the impact of cross-border motorcycles on traffic flows and are there targeted traffic management measures to manage peak in-flows?

Fifth, smarter traffic light management. Motorists often encounter red lights even when cross-direction traffic appears light or if there are no vehicles travelling. While adaptive systems are in place, signal timings do not seem to be responsive or smart. So, can we move towards more advanced AI-based signal optimisation? Some of the suggestions include, integrate real-time GPS data from vehicles and buses, use predictive modelling to anticipate build-ups before they occur and implement corridor-wide synchronisation to create smoother "green waves"?

A more dynamic and predictive system could reduce stop-start traffic and improve traffic throughput. Some cities are already using fairly advanced computing technologies, such as quantum technologies, to enhance traffic management. Is the Ministry looking into that as well?

Sixth, on data transparency and behavioural measures. In addition to physical and technological interventions, behavioural nudges may help. Providing more granular, real-time congestion data integrated into navigation platforms may encourage voluntary route changes or staggered departures. Also, flexible work arrangements, through inter-agency coordination, could also help flatten peak demand.

Sir, road pricing remains important, of course, but it must be a multi-pronged approach to manage congestions. And all these suggestions that I have made, I hope would also help to reduce congestions. I look forward to the Ministry's reply, outlining fresh and forward-looking non-pricing strategies to manage congestion.

Shared Responsibility for Road Safety

Mr Jackson Lam (Nee Soon): Chairman, the roads in Singapore are among the safest globally and that reflects decades of investment in infrastructure, enforcement and education. Recent figures show year-on-year declines in fatality rates per capita.

But one persistent challenge remains: the misalignment of responsibility in road traffic incidents. Too often, when collisions or infractions occur, public discourse frames fault as lying solely with "others" – the reckless driver, inconsiderate cyclist or distracted pedestrian.

This mindset risks obscuring the reality that safe mobility is a shared responsibility. Pedestrians, cyclists, motorists and transport planners each have a role in ensuring that our roads functions safely for everyone.

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Vision Zero frameworks adopted in parts of Europe and North America, for example, emphasise system design that anticipates human error while reducing its consequences.

I therefore ask the Minister, has MOT considered adopting elements of a Vision Zero approach tailored to Singapore, where system design, speed management and clear accountability align across all road users?

Second, while engineering and enforcement remain vital, what new educational or behavioural initiatives are MOT planning that go beyond conventional campaigns to foster mutual road user respect?

Finally, recognising the rise in micro-mobility usage, what steps will be taken to clarify rights and responsibilities between pedestrians and micro-mobility users in shared spaces, backed by data-driven enforcement rather than ad hoc measures?

Mr Chairman, this policy cut is intended to encourage a deeper, more systemic conversation about how we share responsibility for road safety, recognising that blaming "others" alone is not sufficient to drive meaningful behaviour change.

COE Reform for Access and Equity

Mr Edward Chia Bing Hui (Holland-Bukit Timah): Mr Chairman, I will speak on three areas: one, ERP 2.0 resulting in increasing of vehicular supply; two, refreshing the Certificate of Entitlement (COE) system for greater equity; and three, accessibility in car ownership in our next phase of land transport policy.

Let me begin with ERP 2.0. During the Land Transport Bill debate, I highlighted that ERP 2.0 presents an opportunity to move beyond congestion pricing and towards smarter traffic optimisation. By harnessing more granular real-time data, we can integrate ERP insights with adaptive traffic systems such as intelligent traffic signals, and guide infrastructure planning and network adjustments.

In his round-up speech, the Minister affirmed that better traffic management through ERP 2.0 could create potential for increasing the vehicle population.

This is an important shift. If supply increases, more families who need a car for caregiving needs can gain access to one. COE prices may also moderate. COE prices move on expectations. If signals are unclear, markets react.

The key issue is not whether vehicle numbers should increase, but whether any adjustments are tied to measurable congestion outcomes and communicated clearly. Optimisation must strengthen traffic flows and policy confidence.

Second, refreshing the COE system for greater equity. The original intent of the COE classification was equity, differentiating between mass-market and higher-end vehicles.

Today, that distinction is increasingly blurred. Manufacturers are adjusting specifications, whether engine power or motor design, so that premium models qualify under Category A (Cat A), while practical vehicles end up in Category B (Cat B) due to technical criteria, even though they are not luxury vehicles.

For instance, the Toyota Noah Hybrid, with an open market value (OMV) of around $28,000 falls under Cat B. Meanwhile, a luxury model like the BMW 216 Gran Coupe, with an OMV of around $35,000 falls under Cat A. This shows that higher-end cars can fall into Cat A, while practical models fall under Cat B, undermining the original intent to distinguish mass-market from luxury. Technical thresholds no longer reliably reflect affordability or market positioning.

The price delta between Cat A and Cat B is also narrowing, signalling reduced meaningful differentiation between the categories. In fact, in the recent COE bidding exercise, Cat A premiums exceeded Cat B. This raises questions about whether the current framework still achieves its intended segmentation.

If equity remains the policy objective, we should ask whether engine capacity and power output remain the right measures.

Mr Chairman, OMV provides a stronger basis for differentiation. It reflects the true purchase cost of a vehicle rather than technical specifications alone. We already use OMV to calculate additional registration fee (ARF) through a tiered structure. Building on this, the COE framework could evolve from separate Cat A and Cat B categories towards an OMV-based model with a single bidding pool. Pooling supply into one category will smooth out price fluctuations caused by mismatches in supply and demand between categories.

Third, accessibility and caregiving needs. As our society ages and more families support members with disabilities or special needs, mobility becomes a necessity and not just a convenience.

While the COE framework focuses on congestion management, we should consider calibrated mechanisms that support genuine caregiving needs without undermining system integrity. A tiered adjustment to the final COE price, with discounts for lower-OMV vehicles and premiums for higher-OMV vehicles, could improve accessibility for lower- and middle-income families, while preserving market discipline. Such an approach offers a clearer and more transparent way to achieve accessibility objectives compared to introducing additional special categories, which can become complex to define and administer.

Mr Chairman, ERP 2.0 allows us to better optimise our limited land resource and may enable calibrated increases in vehicle supply, giving more families access to mobility. Refreshing the COE framework by anchoring differentiation on OMV provides clearer distinctions between mass-market and luxury vehicles; while tiered adjustments can enhance accessibility for families with caregiving needs. In doing so, we preserve market discipline while strengthening fairness and accessibility in car ownership.

COEs

Mr Ang Wei Neng: Chairman, I would like to declare my interest as the chief executive officer of Strides Premier. In November 2024, then Minister for Transport, Mr Chee Hong Tat, informed this House that with the planned injection of 20,000 additional COEs over the next few years, the COE quota for Categories A, B and C would continue to rise each quarter, before reaching its projected peak supply from 2026.

However, the recent announcement by LTA shows that the COE quota for February to April 2026 is in fact lower than the last quarter. This marks the first decline since 2025 and appears to contradict the earlier position stated by the Ministry. I would therefore like MOT to clarify whether there has been a change in policy direction, and if so, the reasons behind this shift.

In addition, we observe that the number of Cat A COEs has fallen for the February to April 2026 period, while the supply of Cat B COEs has increased compared to the previous quarter. It is therefore not surprising that in the first bidding exercise of February 2026, the price gap between a Cat A and Cat B COE narrowed sharply to $4,570, the smallest gap in 58 months, since March 2021. In the second bidding exercise of February, Cat A COE price was even higher than the Cat B COE price by $1,500.

In the first bidding exercise in March, which just ended, the gap is also quite narrow between the Cat A and Cat B COE at $5,782. This convergence may also be driven by market developments, including the growing ease of tuning EVs to meet Cat A criteria, as well as the increasing presence of higher-end internal combustion engine vehicles with lower engine capacities qualifying under Cat A .

If the trend of declining Cat A COE supply and rising Cat B COE supply continues, the convergence of Cat A and Cat B COE prices will persist. Such an outcome would run contrary to the original intent of maintaining distinct categories within the passenger car segment.

As MOT has previously stated, the primary objective of Cat A COE is to preserve a portion of the vehicle quota for mass-market cars, thereby ensuring greater accessibility and affordability for the average Singaporean car buyer. I would therefore like MOT to clarify whether there has been any shift in this policy intent and if so, the reasons for the shift.

Chairman, many residents have shared with me their frustrations over the persistently high COE prices. At different stages of life, some Singaporeans may have a greater need for a car than others, such as families with young children and those caring for elderly parents, or salespersons whose livelihoods depend on mobility. I therefore hope the Ministry will continue to keep these Singaporeans in mind, and ensure that our policies remain fair and balanced.

Removing COE for Motorcycles

Mr Azhar Othman (Nominated Member): Thank you, Chairman. The COE in Singapore aims to prevent road congestion, which is a commendable objective to control the number of vehicles on the road. However, imposing the COE on a motorcycle seems illogical, as they do not significantly contribute to traffic congestion in the country. It is noteworthy that approximately more than 60,000 motorcycles cross the causeway daily to commute and work in Singapore.

This influx indicates that motorcycles owned by Singaporeans are not the source of congestion. The traffic issues we face are not stemming from motorcycles, yet the COE imposes a financial burden on those who purchase them. Typically, buyers of motorcycles of lower- and middle-income earners who rely on these vehicles for work, including roles in delivery services. Penalising them with the COE is unjust, especially when they do not contribute to traffic congestion.

Removing the COE for motorcycles would alleviate financial strain and allow these individuals to save money, ultimately enabling them to generate more income and improve their livelihoods.

The Chairman: Thank you, Members, for your cuts. We now go to responses. Minister Jeffrey Siow.

The Acting Minister for Transport (Mr Jeffrey Siow): Mr Chairman, first of all, let me give my thanks to Members for the very thoughtful cuts.

As I was listening to the speeches, I felt grateful for the many good suggestions and ideas from colleagues in the Chamber. I do not think we will be able to address every single idea and question today that has been asked of us, but we will try.

It is a long-standing tradition that MOT has many cuts. I should know because I used to work there as a civil servant. "Death by a thousand cuts," as we used to say. But the interest, your interest shows just how much transport is part of Singaporeans daily lives.

Every morning, millions of people step out of their homes and trust that the system will work. When transport works well, it becomes part of our routines, but when it does not, it affects your jobs, your family time, your peace of mind.

We at MOT understand this heavy responsibility. It is a privilege for us to work on issues that matter so much to Singaporeans. To carry this responsibility well, we anchor our work on three principles: first, to be globally oriented, because Singapore's survival has always depended on staying connected to the world; second, to be future focused and always plan for the long term; and third, to be people centric, because transport exists to serve the needs of our people.

Let me start with global orientation. Singaporeans are connected to the world by air, and most of what we eat, buy and use is brought to us by sea. What happens elsewhere in the world can therefore affect us significantly, and this includes the ongoing conflict in the Middle East, which we are watching very closely.

As the world around us becomes more volatile, we need to strengthen the foundations that allow Singapore to survive and thrive. International rules and standards are critical for both aviation and maritime, which operate across national borders.

And to shape these rules and standards, Singapore has served on the councils of the International Civil Aviation Organization (ICAO) and the International Maritime Organization (IMO) for over two decades. Last year, my team and I campaigned for re-election to both councils. I was moved by the strong support that other countries expressed for Singapore. They appreciated our solid record of leadership, consensus building and spearheading training programmes over the years.

Singapore was re-elected to both ICAO and IMO Councils with the highest number of votes in our categories. We were very encouraged by this result.

At the same time, it was evident that the rules-based global order is under strain. Consensus at ICAO and IMO is harder to achieve, especially on long-term issues like sustainability. Positions are more polarised. And we are seeing more factions along lines of national interest, instead of global benefit.

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To bolster our influence abroad, we draw from our strength at home. Our air and sea hubs are both world-class. Changi Airport is one of the best airports in the world; and PSA International is one of the world’s most successful port operators.

Ms Tin Pei Ling asked about the latest developments for T5 and Tuas Port. Construction on T5 started last year, and should be completed by the mid-2030s. As Ms Poh Li San noted, this will increase Changi’s capacity by about 50 million passengers per year. Looking at passenger growth trends, we are confident this capacity will be needed to meet underlying demand. The completion of T5 will also open up the possibility of remaking the older terminals, T1 to T4, in the future.

I am happy to invite Ms Tin and Members, all Members here actually, to the "T5 in the Making" exhibition at Changi Airport, where you can preview T5 and the future of aviation.

Mr Sharael Taha asked about the broader aviation ecosystem that will complement T5. Indeed, the ecosystem we are building goes beyond the terminal itself, to the Changi East Industrial Zone, the Changi East Urban District and potentially, the Tanah Merah Ferry Terminal for better air-sea connectivity. This aerotropolis, to borrow Mr Sharael’s term, will be sustainable and technology-intensive, and will create many good jobs, while better serving passengers, air cargo users and MRO companies.

On Tuas Port, we opened our 12th berth last year and will open four more berths this year. Phase 2 reclamation works are progressing. Senior Minister of State Murali will share more.

These major infrastructure projects are only possible because of our Government’s focus on long-term planning. We started planning for T5 13 years ago and Tuas Port almost 30 years ago.

When we design these projects, we are not just thinking about today. We are planning for the future. This is why I am happy to hear that Ms Tin Pei Ling and the GPC for Transport will file a Motion on the deployment of technology in transport later this year. I look forward to another exciting debate on the future of transport then, in a few months.

For MRT lines, we also plan far ahead. I heard the requests from Ms Poh Li San, Mr Ang Wei Neng, Mr Andre Low and Mr Sharael Taha for updates on various MRT projects.

An MRT line takes about 15 years to build. And in just 20-over years, we have almost doubled the length of our entire MRT network. This is a remarkable achievement. And we are still building.

The Thomson-East Coast Line Stage 5 and the Downtown Line 3 extension will be opened later this year. The two lines will be connected at Sungei Bedok station.

Later this year, we will also open Circle Line Stage 6, so the Circle Line will finally be a real circle.

Next year, we plan to start construction on the Cross Island Line Phase 3, which will extend the line from Jurong Lake District westwards.

I also promised Mr Ng Chee Meng an update on the Seletar and Tengah Lines. I have good news for him. We plan to commence engineering studies this year. Mr Ng’s residents would be happy to know that we will prioritise studying a corridor to serve Sengkang West and Serangoon North. This could also include future connections to the Cross Island and Circle Lines.

Mr Ang Wei Neng asked about the JRL. He will be pleased to know that we are starting engineering studies for the West Coast Extension of the JRL later this year. The first phase of the extension will connect the JRL to the Cross Island Line.

I have more good news. LTA has started works for a new JRL station, between Tengah and Choa Chu Kang stations. The working name of the station is JS2a – very unimaginative, because the last time we tried to be imaginative, it is very hard to change people's minds when we have to move the station. So, JS2a is targeted to open in the mid-2030s and will serve residents in the Forest Hill district in Tengah, in time for the completion of housing developments there.

The JRL was planned to open in end-2027. Many of my residents, especially in Tengah, are looking forward to it, because it will be a game changer for their transport options. Unfortunately, due to construction delays and testing, the opening of the JRL will be held back by about six months, to mid-2028. I know some of my residents, who have already moved into Tengah, will be disappointed. But we will do our best to complete the works as soon as possible.

In the meantime, I have asked LTA to introduce two interim shuttle bus services, from selected JRL stations to key destinations in the region, until the JRL is open.

Ms Poh Li San asked for an update on the RTS Link. This is another long-term project that took years of discussion with Malaysian counterparts.

The economic case for the RTS Link is clear. But the project still required sustained commitment from both Governments. The RTS Link will connect Singaporeans from Woodlands North on the Thomson-East Coast Line, to Bukit Chagar in Johor Bahru in just five minutes.

We have planned the capacity of the Thomson-East Coast Line such that it is more than sufficient to accommodate the passenger numbers arriving via the RTS Link.

Ms Poh asked about the fares for the RTS Link. I know my counterpart in Malaysia has announced a figure of $5-$7. I have not discussed the fares with him. But under the terms of our Bilateral Agreement, it is the operator, RTSO, who has to determine the fares. We await RTSO’s announcement of fares in due course.

Opening new MRT lines is exciting. Announcing new MRT lines is even more exciting. But just as important is to maintain the system that is already built.

The oldest part of our MRT network – the North-South and East-West lines – is close to 40 years old now. And I was reminded of this last year, when we retired the last of our first generation MRT trains – the Kawasaki-C151s. Many people of my vintage would have fond memories of taking these trains as a child for the first time when the MRT was first built. I have a photo that I treasure very deeply because it is a photo of me and my father taking the train for the first time.

It is timely to rejuvenate some of our older, well-loved MRT stations as well, not just for trains. For instance, we announced last year that we will rejuvenate Yishun MRT station, with a new entrance, additional lifts and a larger concourse. LTA is now studying other stations for rejuvenation, including Admiralty, Khatib and Sembawang.

Beyond our MRT network, we are also planning for a future with AVs. AVs are not new to us. We had experimented with them since 2013. The technology has taken awhile to mature, but with advances in AI, sensors, mapping and computing, AVs are finally a reality.

Recently, we have been deploying AVs quite aggressively in closed environments like our airport and seaport, for baggage and cargo. But it will be some time yet before we see mass deployment of autonomous passenger vehicles on our roads. After all, there are fewer than 7,000 such AVs in the world today, a tiny fraction of the total vehicle population here in Singapore. What we are doing now though is to plan ahead and prepare early, as we have always done.

We have been trialling AVs in Punggol since last September, to learn how AVs can work in Singapore’s context. Since January, we have been taking passengers on the AVs, by invitation. The AV trials have been running smoothly and safely, and many Punggol residents have expressed strong support. They have been asking Senior Minister of State Sun Xueling and me, whether they can start taking rides on the AVs, and when. So, I am happy to announce that from 1 April, we will open up rides for interested members of the public. Not an April Fools' joke; 1 April, we will open up rides for interested members of the public. This will be on a sign-up basis. Rides will be free for a short period, before we begin revenue service. Senior Minister of State Sun will provide more details.

If all goes well, I intend to trial AVs in other parts of Singapore. We are considering Sentosa, Tuas and Mandai, amongst others, as possibilities. This will depend on whether there is interest from AV companies and commuters in these areas. I thank Mr Louis Chua for his support to accelerate the roll-out of AVs, especially autonomous buses, since we do not have enough bus drivers, as he also pointed out.

LTA will launch trials for autonomous public buses by the second half of this year via bus service 400 in Marina Bay and bus service 191 in one-north. But for technological and commercial reasons, autonomous buses are developing more slowly than autonomous cars. So, we will continue to watch this space closely.

AVs are just one part of our future transport landscape. We are putting together our next Land Transport Masterplan now. And in developing this plan, there are many exciting things we want to share and we also want to hear from Singaporeans to understand your transport needs and co-create ideas on how we can address these needs. Minister of State Baey Yam Keng has been leading this effort. Over the last three months, LTA has met more than 200 people for in-person Focus Group Discussions and received more than 3,500 written responses from the public. We hope to hear from more in the coming months, as we intensify our public engagements.

Let me share some of the common feedback that we have received so far.

On public transport, one common feedback is long travel times, especially from HDB estates further away from the city. Today, public transport may take two to three times as long as private transport, often from areas where there are only bus connections, but no MRT.

I want to narrow this gap to be closer to one to two times. Our upcoming MRT lines like the Jurong Region Line and Cross Island Line will bring us closer to this goal. We will also need to improve the bus network and first- and last-mile connectivity.

To Mr Andre Low’s suggestion on express train lines, express services can reduce travel time by a bit for some commuters, because Singapore is small. But typically, they require a separate set of tracks and additional signalling systems. And this means much more significant land take, much higher costs and more time needed for construction. Skip-stop services, which are essentially sharing tracks for express and regular services, are technically possible, but this is operationally complex and regular trains have to be held back at stations to allow express trains to pass. This will have significant adverse impact for commuters on regular services.

We will keep an eye on this issue. If the technology improves, we will consider it. But for the Seletar Line, I think it is unlikely that we will implement it.

Another frequently raised topic is train crowding, and Mr Low spoke about the North-East Line – in a slightly overstated fashion, I think. But he did.

In the longer term, new MRT connections like the Cross Island Line and the Seletar Line will improve the situation for residents in the northeast. But in the short term, I have brought back free morning off-peak travel on the North-East Line and Sengkang-Punggol LRT, to encourage more commuters to shift out of the morning peak.

It is early days yet because we implemented it at the turn of the year, but I am happy to share that this has so far been quite effective. Around 8% of commuters have shifted off peak, which has resulted in a less crowded ride for other commuters travelling during morning peak hours.

The crowdedness has come down, akin to the effect of adding two extra trains, or 20 buses.

A third popular topic is whether we can add more bus services. I received many such requests, including two in the last half an hour in this Chamber, which I have noted – Flora Drive and Compassvale Crescent.

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My MOT colleagues and LTA have been trying our very best. Since the $1 billion Bus Connectivity Enhancement Programme was launched, we have added 25 new bus services and enhanced over 60 existing ones islandwide.

I would very much like to launch more bus services. To do so, I need to buy buses. I also need to build depots and interchanges, including in Sungei Serangoon. But most importantly, I need to hire bus captains. There are just not enough Singaporeans who want to be bus drivers and we have already reached the limit in terms of how many foreign bus drivers we can recruit.

Ms Yeo Wan Ling proposed raising the starting salary for bus captains, which is now around $3,600, including overtime, to attract new recruits. I support her suggestion. We are in discussions with the bus operators and the National Transport Workers' Union on this as well as to further improve working conditions and career progression for existing bus captains.

A fourth area we receive a lot of feedback on is COEs.

Ms Tin Pei Ling and Mr Edward Chia asked if we will review the COE system, given new developments, such as electric vehicles, autonomous vehicles and the ERP 2.0 system.

The COE system was introduced in 1990 to control our vehicle population as we do not have enough land in Singapore for every person or even every household to own a car. If every household owns a car, we would have around 1.5 million cars on our roads – more than double our current car population. Our roads will be jammed up, like in many cities around the world, during peak hours and also off peak.

Every vehicle takes up road space and contributes to congestion, including motorcycles. This is why, to Mr Azhar Othman's query, we cannot exclude motorcycles from our COE system. But to Mr Liang Eng Hwa's question, we are watching the volume of Malaysian motorcycles very closely. We expect the increase in the Vehicle Entry Permit fee from $4 to $7 per day and the opening of the RTS Link, from 2027, to reduce the volume of the foreign motorcycle population in Singapore.

Mr Edward Chia has observed that the recent Category A and B prices have converged.

This is not the first time this has happened. In 2014, we added a power rating criterion to engine capacity precisely to separate Category A and Category B cars more clearly. This was in response to public feedback that Category A and B cars were becoming indistinguishable because there were more cars with smaller engine capacities but higher power. This change worked for some time.

But as Mr Chia pointed out, in recent years, manufacturers have been adjusting specifications of cars to fit within Category A. This has once again caused Category A and B prices to converge. Last month, Category A prices exceeded Category B prices, although in the exercise that just concluded an hour ago, Category B has returned to somewhat normal, higher than Category A once again.

But with Category A quota supply having peaked last year and Category B quota supply continuing to increase this year, it is likely that the two prices will continue to converge for some time. I have therefore asked LTA to review this issue. We will gather views from the public and from the industry on how to improve the COE categorisation for cars, including Mr Chia's specific proposal to apply discounts or surcharges based on open market value.

I hope Members can see from the above examples how MOT listens to feedback and tries our hardest to address concerns. I know this matters to you. It also matters to us. However, in land transport, many issues are zero sum. There is a tradeoff for almost every decision we make and, therefore, someone who is upset if he or she feels that they are on the wrong side of the line.

An example is bus route planning, which Ms Valerie Lee and Mr Abdul Muhaimin asked about.

LTA's bus planners are trained, when planning routes, to take into account current and future ridership – not just current ridership but also future ridership – journey times, travel patterns, alternative routes, amongst others. They are professionals, but even they find it very difficult, almost impossible, to satisfy everyone's preferences despite their best efforts.

Let me share my own experience in Chua Chu Kang.

Residents in one part of my division have been asking why a particular popular bus service did not stop at one bus stop downstairs from their homes. So, I asked LTA. After further analysis, LTA found that it was indeed possible to adjust the route. So, they did it. After the adjustment, most of the residents in those HDB blocks were very happy. But almost immediately, LTA and I got many emails from other commuters complaining that their journey was now longer and the buses were more crowded because of this one additional stop.

I understand that as commuters, we each have our specific personal situations and needs. But at the same time, I hope Singaporeans can understand that it is not easy to manage these trade-offs. But someone has to decide and that is our responsibility here at MOT to adopt a system-wide view and to deliver the greatest good for the greatest number.

Mr Chairman, I have shared how we will remain globally oriented, plan for the future and put people at the centre of what we do. And when I say people, I do not mean just the commuters. I also mean our transport workers who are the heart of my team.

Over the last nine months, I have met many of them over meals, festive celebrations and award ceremonies. I know how hard they work. Our rail maintenance workers toil in the quiet hours of the night. Our seafarers spend months away from their families. Our air traffic controllers keep their heads cool in high-stress environments.

These are but a few examples in our family of over 300,000 transport workers. Their work is unseen and unheard, but they are the ones who keep us moving and they will always have my support.

In August last year, I met Hasri Bin Abiden at Tengah bus interchange. He has been a bus captain for over 10 years. When a new bus service was introduced recently, Hasri volunteered to take on this new route. For an experienced bus captain, this is a challenge. It means changing routines and dealing with unfamiliar surroundings. Hasri told me that before he was deployed, he decided on his own accord to get on his motorcycle and practise the route all by himself at night, for many nights. He wanted to familiarise himself with the route so that he could better serve his future passengers.

Hasri is not alone. Every morning, he and many like him try to be the best that they can because they are proud of what they do. So that tomorrow morning and every morning after that, Singaporeans can step out of our homes with the confidence to get to where we want to go. [Applause.]

The Chairman: Senior Minister of State Sun Xueling.

The Senior Minister of State for Transport (Ms Sun Xueling): Mr Chairman, I will respond to Members on air and land transport issues.

We are focused on building a globally oriented, future-focussed and people-centric transport system. Singapore's aviation story is one of constant evolution. From a small island nation, we have built one of the world's most interconnected air hubs. We are now linked to over 170 cities around the world.

However, being a hub also means we are not immune to global disruptions. We are monitoring the Middle East conflict closely. The safety of flights and passengers remain our top priority. Singapore Airlines and Scoot have suspended their flights to affected Middle Eastern destinations until 7 March. We will continue to monitor the situation. Other airlines that fly to Middle Eastern destinations from Changi have also cancelled or delayed their flights.

But even as we navigate the global climate of uncertainty, we never lose sight of the longer-term horizon.

Over the next decade, we expect Changi to continue to grow. Our growth thus far has also created over 60,000 quality jobs directly in aviation, from air traffic controllers managing our busy skies to engineers managing our aircrafts. By 2040, global air travel demand is set to double and Asia-Pacific will be driving two thirds of this growth. We are already preparing our infrastructure to support this by building T5.

Just as important is our OneAviation workforce. The growth of Changi will bring about more opportunities for all, including good, well-paying jobs for Singaporeans.

Mr Sharael Taha asked how we are investing in our aviation workforce. CAAS has committed $200 million towards the OneAviation Manpower Fund to attract, develop and retain the OneAviation workforce. Over the past six months, CAAS has consulted extensively with aviation companies, schools, unions and workers to understand how to help Singaporeans access quality jobs in the aviation industry and progress in their careers. Three priorities have emerged.

First, CAAS will work with our institutes of higher learning (IHLs) to integrate professional training and undergraduate education. The aviation industry offers many rewarding and well-paying careers, such as in air traffic control and aircraft engineering. We have a good pipeline of IHL students who are training for such roles.

This includes Wong Rui Qi, who is currently pursuing a diploma in Aerospace Engineering at Temasek Polytechnic.

I met Rui Qi last year. Rui Qi shared with me about his interest in aerospace engineering and his eagerness to start a career as a licensed aircraft engineer as soon as possible. Today, upon graduation, Rui Qi will still need to undergo up to 44 months of professional training before attaining a professional license from CAAS to become a licensed aircraft engineer. By embedding industry-recognised skills training into the IHL curriculum, students, like Rui Qi, will be able to graduate more job-ready and embark on their aviation careers quickly.

Second, CAAS will enhance the workplace environment and experience for the Changi workforce. This could include enhancing our infrastructure, improving transport accessibility to and from the airport, particularly during late and early hours, and also providing better rest facilities for workers.

Third, CAAS will work with NTUC to develop a sector-wide mentorship scheme. This will support the career development of new entrants to the aviation workforce in key operational roles. This will enable us to build a future-ready and resilient next generation of aviation professionals.

CAAS will share more details for each of these three areas in the coming year.

To complement these efforts, we are also strengthening our outreach to bring aviation opportunities closer to Singaporeans.

Last Saturday, I attended the East Side OneAviation Careers Fair at Heartbeat@Bedok. There were over 2,000 job vacancies available in the aviation and aerospace sector and 18 participating organisations.

I look forward to working with interested Community Development Councils (CDCs) to bring aviation and aerospace careers to more local communities in Singapore. Let me repeat that. I look forward to working with interested CDCs to bring aviation and aerospace careers to more local communities in Singapore.

Ms Poh Li San asked about how we are attracting women to join the aviation sector.

I recently met Ms Megan Zheng, who has been an air traffic control officer (ATCO) for the past 12 years. She shared that it is a job like no other. Other than it being deeply fulfilling, she knows that every instruction that she gives helps guide an aircraft safely to land and that she is responsible for the lives of all the passengers and crew on board.

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And while ATCOs work shifts, Megan explained that her rosters are planned well in advance, up to a year ahead. And this allows officers like herself with two young children to plan their family commitments and personal time with confidence.

About 40% of our ATCO workforce are women today, and this has been growing steadily. As our air traffic continues to grow, we look forward to having more ATCOs join us.

Beyond the skies, the way that we run our airport is also evolving. Airport operations and planning is an exciting discipline that will become increasingly technologically driven as we prepare for T5.

We deployed the first driverless autonomous baggage tractors at Changi just two months ago, which will help to enhance worker safety, reduce physical workload and allow operations to continue in all weather conditions. Autonomous wheelchairs are also being trialled in T2 to help us meet the changing mobility needs of our passengers in the future.

This is the exciting future that draws in our students like Ms Ng Yu Jing from Temasek Polytechnic. Yu Jing and her course mates shared with me their enthusiasm to be a part of T5, and to chart the next chapter of Singapore’s aviation story.

Efforts to attract women into aviation do not just rest with the Government. When I attended the Women In Aviation Singapore Chapter (WAI-SG) Gala last year, I was heartened to see women and companies leaning forward to provide opportunities for women at every level in aviation. This includes the WAI-SG mentorship programme, which gives young mentees access to valuable perspectives beyond their organisation. WAI-SG’s mentorship programme has supported over 100 mentees over the past four years. CAAS has also been working closely with WAI-SG to conduct outreach efforts to girls in schools and young women just starting out on their careers.

We are excited for more women to join our aviation sector, especially as we continue to face manpower shortages and there are many well-paying jobs available. The OneAviation workforce will continue to remain at the forefront as our aviation sector continues to grow.

Let me now turn to the land transport sector.

We are ensuring that our public transport network remains accessible and convenient. But manpower remains a binding constraint. The sustainable, long-term solution is to leverage technology, such as AVs.

Ms Yeo Wan Ling asked for an update on the autonomous shuttle operations in Punggol, the AV regulatory framework and support for the manpower transition.

In Punggol, around 740 people have tried the shuttles on Routes 1 and 3. Many commented that the rides were smooth and comfortable, and 99% said they would recommend the service to others. The shuttles provide last-mile connections not previously provided by direct transport links and reduce travel disruptions by up to 15 minutes. Punggol residents have seen the shuttles making their rounds and told me they are excited to try it soon. Given the positive feedback, we will open up the rides on Routes 1 and 3 to the public from 1 April. The rides will be accompanied with a commentary on features of the AV, and they will be free for an initial period. This will allow more people to experience the technology and provide feedback for the operator to improve its service. Grab, the operator, will share more details on how to register for the rides. From the middle of this year, commuters may board and alight at any stop along Routes 1 and 3 at a flat fare of $4 per passenger.

ComfortDelGro’s autonomous shuttles on Route 2 in Punggol are making good progress in familiarisation and we look forward to commencing by-invite rides for Route 2 soon.

On my rounds in Punggol, I spoke with safety operators on board our autonomous shuttles. Mr Victor Tan has been a taxi driver and a driving instructor with CDG for the past 15 years. He shared that training to be a safety operator on board the autonomous shuttle allowed him to augment his driving experience so that man and machine operate seamlessly as one.

Mr Vincent Teo and Ms Sarah Binte Ahmad wanted to try something new after driving for several years and see the new technology in action. They worked hard for their safety operator training with GrabAcademy and WeRide, which required a 90% passing score. I hear that Sarah’s four children are incredibly proud of their cool mom, and Vincent will be progressing to an AV remote operator course soon.

These are examples of fellow taxi and private hire vehicle drivers who are giving autonomous technology a try. And new jobs will not just be in the area of safety operators.

There will be new jobs for more individualised in-person customer service which cannot be provided by a machine. There will be new jobs in maintenance and operations of autonomous fleets. New jobs in software and engineering. These are better paying jobs of the future that not only our current drivers can consider, but also our younger generation who may be interested in the future of autonomy.

This is an evolving space and many other countries, like China, Japan, the United Arab Emirates and the United States, are deploying AVs. Our best strategy is to prepare our people, our infrastructure and our laws. As the Prime Minister mentioned, we will make sure that autonomous technology and AI work for us.

Together with our unions, we are developing training and conversion programmes for our drivers. We are mapping out new job roles and opportunities for our drivers. I understand that the National Trades Union Congress (NTUC) is having engagement sessions on AVs. So, a shoutout – if you are curious to find out more, please sign up!

We are also developing a more holistic legal framework for AVs, which will specify clearly the responsibilities and accountability of key parties in the ecosystem. This will provide clarity to our workers, industry and the public, and we will consult each of these groups in the coming year.

We are also leveraging technology for a cleaner living environment. EVs have zero tailpipe emissions. Our air quality will improve, our children no longer have to breathe in harmful fumes from vehicles. EVs are also quiet. We often receive feedback on traffic noise. EVs will improve this.

In January 2026, EV adoption grew to a record 55% of new car registrations. Mr Louis Chua and Ms Tin Pei Ling asked whether our EV charger network is adequate to support the growing EV fleet. I am pleased to share that there are more than 29,000 charging points island-wide. We have achieved our target to provide all HDB residents with convenient access to a charger, with more than 90% of HDB carparks equipped with slow chargers. This addresses the needs of residents who want to charge their cars overnight.

Mr Ang Wei Neng and Mr Dennis Tan suggested deploying more fast chargers. We have already deployed 150 fast charging points at 70 carparks at HDB town centres and JTC premises.

Technology continues to evolve rapidly. There are more EV models that now support faster charging. New ultra-fast chargers that can add hundreds of kilometres of range to EVs in under 10 minutes. And there are also more sophisticated grid management solutions which allow us to reduce costly infrastructure upgrades.

We envision a mix of charging options to serve different preferences. EV owners who prefer overnight charging can continue to use the slow charging points near your homes. Those who prefer to charge while running errands for one to two hours can do so at a fast-charging hub, with multiple fast charging points of power ratings of around 50 kW. And those who would like a quick charge of 10 to 20 minutes, similar to the experience at petrol kiosks today, can do so at ultra-fast charging points above 150 kW.

Currently, there are fast-charging hubs in commercial and industrial premises, such as Pasir Ris Mall, Suntec City and Corporation Place in Jurong West. We will deploy more fast-charging hubs so that there will be at least one fast-charging hub per HDB town by the end of next year. Each hub will be equipped with at least six fast charging points. We will start in areas with higher EV charging demand and adequate electrical capacity, such as carparks near Compass One in Sengkang, MacPherson market and Plantation Plaza in Tengah.

We are also working with industry to explore ultra-fast charging options and agencies to optimise our electrical grid for our growing charging needs.

Mr Ang Wei Neng and Ms Yeo Wan Ling highlighted the importance of equipping our workforce for the EV transition. We launched the National EV Safety Specialist Certification (NESS) in 2022, which has provided more than 2,000 people with foundational safety training in EV maintenance.

We will build on this effort. MOT’s National Transport Academy, SkillsFuture Singapore and the Institution of Engineers, Singapore will launch a Skills Pathway for EV Technical Specialists. This charts out the progression roadmap for a career in EV maintenance, including the training available from IHLs, the Singapore Bus Academy and NTUC LearningHub. Major automotive employers, such as Borneo Motors, BYD, Cycle & Carriage and Komoco, and our public bus operators will also support with employment opportunities. Eligible individuals and employees will enjoy at least 50% course fee subsidies for SSG-approved courses.

I will now touch on public buses and its workforce.

The Bus Connectivity Enhancement Programme was introduced in July 2024 to enhance bus connectivity, especially in newer estates located further from MRT stations, and to also offer alternatives travel modes along rail lines with high ridership.

Specifically for the Northeast Region, we have introduced 12 new bus services over the past 1.5 years, including 11 peak period services and extended the routes of two existing bus services. Residents have expressed appreciation for the new bus services, but they often ask if there can be more bus connections to other destinations.

Mr Chairman, the binding constraint to more bus services is not the number of buses but rather the number of bus captains. The job of a bus captain is not easy, as described by Ms Yeo Wan Ling. We have worked with bus operators and the National Transport Workers’ Union to improve the working conditions for bus drivers over the years, such as longer breaks during shifts and caps on shift lengths. But this has not arrested the decline in local recruitment.

As mentioned by Acting Minister Jeffrey Siow, we will do more to encourage locals to join the bus sector, including mid-career entrants. This would include working with bus operators and the union to raise salaries and improving working conditions and career progression for bus captains.

Ms Yeo also asked how we are preparing bus captains for the AV transition. We are commencing our AV bus trials on public bus service 191 and 400 later this year. The Government, led by LTA’s Singapore Bus Academy, is working closely with public transport operators like SBST, our unions and AV tech solution providers to prepare our bus captains. Through the support and training programmes, we will upskill these bus captains and ensure that they are equipped with the required skills to take on new roles, such as safety and remote operators, fleet managers and other positions in the technical and passenger service functions. Our priority is to ensure that our bus captains are well equipped with the required skills to take on new and meaningful roles in this AV transition as we pilot the AV services in a safe and responsible manner.

I would like to touch on improving safety of worker transport. Government agencies have been working closely with industry and non-governmental organisations (NGOs) to improve the safety of worker transport. We have made good progress, introducing requirements for lorries ferrying workers to be fitted with canopies and higher protective side railings, have lower speed limits and to meet minimum space requirements.

In close consultation with our tripartite partners, we will take a further step. From 1 January 2027, we will no longer allow the ferrying of workers in caged lorries. Caged lorry decks present additional safety risks to rear deck passengers. For example, if a lorry with a cage door that is latched or locked from the outside is involved in an accident or a fire, workers may not be able to escape.

Companies may still use their caged lorries to transport goods. If companies need the flexibility to transport either workers or goods on their rear decks, they can choose to replace the cage structure with a canopy, side railings and rain covers.

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I thank the NGOs for this suggestion and their patience while we assessed the risks.

To Mr Jackson Lam's query about MOT's approach to road safety, we continuously enhance road safety through both infrastructure improvements and community engagement. Our Friendly Streets initiative exemplifies this, where LTA constructs new signalised crossings, barrier-free crossings and wider centre islands for safe crossing. There are also reduced speed limits and other traffic calming measures.

In the five pilot sites with Friendly Streets, we have seen average vehicular speeds reducing by up to 25%. More residents are also walking or cycling along these Friendly Streets. Twenty-five more sites are in the works, such as in Holland/Buona Vista and Punggol. Given the positive feedback, we will roll out another 20 new Friendly Streets over the next few years. Some of the new sites include Pandan Gardens and Kampong Gelam. Residents can look forward to being engaged on road infrastructure improvements to improve safety, convenience and comfort.

By 2030, every town will have at least one Friendly Street. This means at least 50 Friendly Streets islandwide.

Chairman, transport connects us all, to family, to work and to the world. Our investments into infrastructure, people and technology will ensure that these connections remain strong, safe and sustainable, for Singapore and Singaporeans.

The Chairman: Senior Minister of State Murali Pillai.

The Senior Minister of State for Transport (Mr Murali Pillai): Mr Chairman, the sea has always been Singapore's open passage to the world. We have relied on it throughout our history.

Today, the seas are choppy. When we speak of supply chain disruptions, it is sea lanes that grant or prohibit, passage to supply chains across the world. When we speak of geopolitical tensions, it is the literal ports of call that are changing amid greater volatility and global uncertainties.

[Mr Speaker in the Chair]

Since last weekend, we, on this side of the world, have been saddened to note the ongoing situation in the Middle East. Not only has it claimed lives, it has also begun to disrupt the flow of around 20% of the world's oil and gas through the narrow Strait of Hormuz. Already, several shipping companies have announced the suspension of vessel transits through the Strait. This will inevitably cause upward price pressures on these commodities. All these consequences happened in just a matter of days.

Amidst this upheaval, the maritime sector can be a steady conduit, keeping Singapore connected to the world. Singapore was built on the backbone of our geography along two straits, the Straits of Malacca and Singapore. The sea can continue to afford us the same riches it had in the past, if we only look to our time-proven instincts and skills and grow our seafarers and maritime workforce. If we do this well, we will ride the seas as we have throughout our history.

We will press ahead with four key thrusts.

First, we must remain open and support the free flow of trade, people and partnerships. The open seas are not an empire to be conquered but a global commons subject to internationally accepted rules and laws. For Singapore as a small island nation, this rule is a bulwark upon which we rely.

But governance of a global commons cannot be a sole enterprise, least of all for a small country like ours. The Acting Minister for Transport Mr Jeffery Siow has explained how we will continue to drive collective efforts at key international institutions, such as the International Maritime Organization.

We also pledge to work with like-minded partners to contribute to the development of rules and standards for international shipping. One way is by establishing Green and Digital Shipping Corridors with other countries. These collaborations enable us to collectively develop technologies, infrastructure and standards to promote a more sustainable and connected maritime ecosystem. We will continue to find new opportunities to grow these connections.

Second, Singapore must continue to offer itself as a key node in global supply chains. The hon Member Mr Sharael Taha asked about how MOT is strengthening the long-term competitiveness of our maritime sector.

The Maritime and Port Authority of Singapore (MPA) is developing a Maritime Singapore Master Plan. It will be a future-focused industry-wide blueprint to guide the sector's development over the next few decades. It aims to strengthen Singapore's competitiveness as a key node and hub port, enhance Singapore's attractiveness as an International Maritime Centre, establish Singapore as a global leader in maritime innovation, including in AI and develop a future-ready maritime workforce.

We will not develop the Master Plan alone. Over the next few months, MPA will set up a local industry panel comprising key business leaders to gather insights, as we engage our unions and the public. MPA aims to formalise the Master Plan by 2027.

To be a node is to provide many points of entry, as well as to spark synergies amongst those already here. We are growing Singapore as a centre for maritime technology, innovation and research and development (R&D).

As mentioned by the Acting Minister Mr Jeffery Siow, we are also investing in the capabilities and capacity of our port. Hon Member Ms Tin Pei Ling asked for an update on Tuas Port's development and how it will boost Singapore's competitiveness. Reclamation works for Phase 2 are close to 80% complete, and planning for Phase 3 is underway. When completed in the 2040s, Tuas Port will have a capacity of 65 million TEUs and will be the world's largest fully automated container terminal. This will further secure Singapore's connectivity to the world and our competitiveness as a trusted node for international shipping.

Over the next few decades, we will continue to refine the design of Tuas Port to meet new needs as our operating environment changes. This is the benefit of a phased approach that we have adopted for the development of Tuas Port.

As one of the world's busiest ports, Singapore is also a useful testbed and living laboratory for those seeking to trial innovative maritime solutions in a realistic operating environment. MPA will introduce a new innovation track under the Maritime Cluster Fund Business Development scheme, to better support companies to deepen their technological and innovation capabilities here. Under the scheme, companies establishing innovation and technology desks or corporate venture capital functions here can receive funding and increased access to R&D expertise as well as regulatory support. This will help to position Singapore as a global node for talent, ideas and capital.

I recently met Mr Nicholas Brabeck, Managing Director of Everllence Singapore. Everllence is one of the shipping industry's main engine makers. I was heartened to hear that Everllence had chosen to set up its largest service hub outside of Europe here, not only because of Singapore's infrastructure as well as its strategic location, but also due to our skilled and resilient workforce, both onshore and at sea.

We will continue to ensure graduates and workers are well-equipped to seize the many well-paying opportunities in this sector. Some of these roles may be unfamiliar to Singaporeans. But they are good jobs. For example, onshore maritime roles include ship charterers and ship brokers, who earned competitive median gross wages of approximately $10,000 in 2024, and marine and technical superintendents, who drew median gross wages ranging from $8,000 to $13,000 from 2021 to 2024.

In fact, the maritime industry is not just for those who sail, but for many who work on land. One such person is Ms Divika Gill whom I met several weeks earlier. She joined the sector about three months ago after graduating from Singapore Polytechnic. She is now a fitter, an understated description in the maritime world referring to a highly skilled technician supporting engineering operations and upholding the highest safety standards to make vessels ocean-worthy. She aspires to be a marine engineer. She is among a growing group of women who find meaning and purpose in a maritime career.

Mr Sharael Taha also about asked how we are creating a pipeline of skilled Singaporeans.

First, we will continue to invest in maritime talent. In line with feedback from companies, MPA is streamlining the requirements of the Maritime Cluster Fund Management Associate scheme and updating the programme to keep up with the latest practices in talent development.

Through these refinements, smaller firms, including SMEs, would be able to create structured professional development opportunities for their employees. Grooming talent for management and leadership positions supports their business growth in the longer term. MPA will also increase opportunities for Management Associates to rotate across different maritime roles and for longer, to build greater depth and expertise. This will groom young professionals early by broadening their understanding of the maritime value chain.

Second, we want to prepare Singaporeans to take on leadership roles in the maritime sector. As maritime is global in nature, maritime leaders will need to have experience and capabilities running international operations and managing cross-cultural teams. This is why we are launching a new Maritime Cluster Fund Global Rotation scheme. The scheme provides grants to companies to co-fund the overseas deployments of local middle managers, to equip them with the competencies to take on supervisory roles.

But attracting top talent into the maritime sector and keeping them, is not just a matter of Government making policies top-down. It has to be done in close partnership with our industry leaders, players, unions and Institutes of Higher Learning.

The maritime sector's track record of supporting committed individuals through scholarships and internships is a testament to the importance the industry places on talent development. In fact, if hon Members were to look up to my right, five scholarship recipients, accompanied by the Chairman of the Singapore Maritime Foundation Mr Hor Weng Yew are here with us in this House today. They are drawn from different backgrounds, including the Institute of Technical Education (ITE) and polytechnics, and their scholarships are sponsored by various maritime companies and organizations.

I hope their example will inspire a new generation of young Singaporeans to take up the challenge and transform the maritime sector.

I recently met Captain Lee Cheng Wee, who first joined the maritime sector more than 50 years ago in the early 1970s. He responded to an advertisement in The Straits Times to be a harbour pilot. He thought he would have a chance to fly over Singapore's waters, boy was he wrong! He found out it was actually a sea-based job. But while his entry into the maritime sector was accidental, he forged an enduring career over five decades in the maritime sector. He served, also, as our Port Master from 2008 to 2013.

Across the decades, Captain Lee has seen the growth of our port and maritime ecosystem. For him, the close working relationship between industry and unions has been the critical ingredient that allowed Maritime Singapore to grow and for new jobs to be created.

Views like Captain Lee's are important in telling us what tripartism means in real life. Alongside industry stakeholders and our unions, we will continue to set our collective ambition for the maritime sector and ensure that our maritime workforce is ready to chart the next bound.

Last, we will use technology to help each one of us in the maritime sector do more and create rewarding jobs. To do this, MPA will expand trials of Unmanned Surface Vessels (USVs) later this year. The USVs will operate autonomously while retaining the capability for remote piloting when required. They will leverage AI sensors and real-time data transmission to enhance MPA's operational effectiveness in maritime surveillance and hydrographic operations. This also reduces personnel exposure to dangerous conditions. And that manpower freed up can be channelled to other growth areas.

Last year, MPA launched the Singapore Maritime Digital Twin, a dynamic virtual model of our port. I am happy to announce that MPA will be extending this Digital Twin to bring onboard industry partners, who can test their new products and services to better deliver marine services to port users. Two use cases will be piloted this year: the first will optimise ship supply services for vessels calling at Singapore; and the second will enhance incident response and emergency preparedness for incidents such as oil spills.

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We welcome companies to work together with us to build their applications and simulation models using the Digital Twin, including AI-related applications.

As we adopt such new technologies, we will continue to put in place appropriate safeguards to address risks that may arise. As part of these efforts, MPA has introduced programmes to strengthen cyber security training, including using a shipboard technology testbed to train vessel traffic management officers.

Mr Chairman, the seas have always been the place for innovation. In maritime lore, Moby Dick is often cited as a cautionary tale – that one must not be dogmatic and vainglorious like Captain Ahab but be flexible and a survivor like Ishmael. But to me, Moby Dick is also full of revelations about the science of navigation and the role of technology in seafaring – it is hard for us to imagine now, but at the time of writing, the ability to establish precise longitudes for mariners was just 90 years old. It was John Harrison's invention of the chronometer, highly accurate even at sea, that allowed longitudes to be plotted and journeys to be precise enough to chase a nimble whale.

Likewise, Singapore must remain alive to the transformational power of new technologies, to master new tasks and chart new journeys through untested waters. The old ways are gone, and now is the time for new navigators with our own chronometers.

Mr Chairman, even as clouds hang overhead, even as the waves rise, Maritime Singapore can continue to ride the waves of change, if we have strong partners across the world, if we strengthen our position as a trusted node, if we prepare our people and if we open our eyes to the power of technology.

Most importantly, we can do this if we remember our history as an island nation. The seas have marked our destiny in trade and commerce and given us a particular prosperity – a prosperity that can remain ours, as long as we take heart to preserve and grow, our courage and ability to navigate the high seas.

The Chairman: Minister of State Baey Yam Keng.

The Minister of State for Transport (Mr Baey Yam Keng): Chairman, I will elaborate on how we make land transport people-centric and future-ready. Fellow Singaporeans will play an integral role in this journey. Together, we can shape the next bound of our transport system.

I will start with the refresh of the Land Transport Master Plan, followed by our efforts to promote a positive commuter culture and safety on public paths.

Ms Tin Pei Ling asked about the future of land transport and what MOT is doing to build a better and safer land transport system that addresses commuter needs.

As Acting Minister mentioned, LTA has launched a nationwide public consultation to refresh the Land Transport Master Plan 2040 (LTMP). This is the long-term strategic blueprint that will chart the next phase of our land transport system.

Why do we need to refresh the LTMP? This is because there are many emerging trends that require us to review our priorities and enhance our strategy.

Firstly, demographic changes such as ageing population and evolving lifestyle needs of our people meant that transport provisions must also evolve to cater to working adults moving into new estates further away from their workplaces, families with young children, elderly, persons with disability and other commuter groups.

The effects of climate change and more extreme weather patterns also cannot be ignored. For instance, we need to continue improving our transport infrastructure so that as much as possible, commuters can walk, cycle and ride comfortably.

At the same time, we are on the cusp of significant transformation. Advances in intelligent and autonomous systems have enormous potential to improve and expand our mobility options.

What does this mean for the future of transport? Since kick-starting the outreach for refresh of the LTMP late last year, we have heard from many Singaporeans. I would like to share the 3Cs that have emerged as the top priorities: connectivity, comfort and community.

To achieve the first C of keeping Singaporeans connected and meeting different travel needs, we must continue to invest in our public transport network, as well as on shared and active mobility.

Acting Minister has earlier updated on the progress of the new rail lines under construction. As we build new lines and stations, we will also continue to maintain and rejuvenate older ones to support growing demand and to remain inclusive and accessible to all commuters.

When it comes to last-mile connectivity, we hope to cater for more cycling and micromobility networks island-wide as part of infrastructure planning. This allows for safe, convenient and active transport options for shorter distances within a town, such as the use of bicycles and active mobility devices. This approach is especially essential and beneficial for a dense urban city-state like Singapore.

The North-South Corridor is a good example. With more traffic diverted to its underground tunnel and viaduct, surface streets will be freed up to prioritise walking, cycling, buses as well as communal and green spaces. When completed, residents in the North can enjoy faster commutes to city centre, as well as more pleasant and comfortable travel to places along the corridor.

The second C is comfort. We want journeys to be comfortable and enjoyable so that public transport remains the mode of choice for Singaporeans.

One aspect of our LTMP engagements is getting Singaporeans from all walks of life to share more about their daily commutes – not only about travel times and connectivity, but also about their travel experience.

Participants talked about how they use their neighbourhood spaces and get to transport nodes. As SMS Sun has shared, we will be expanding Friendly Streets to all towns by 2030.

Members also asked about commuter infrastructure that supports walking, such as covered linkways and pedestrian overhead bridges.

LTA is continuously improving the first-mile-last-mile journey to our transport nodes. For example, we already have covered linkways within a 400-metre radius of MRT stations. This is now extended to an 800-metre radius at our Friendly Streets.

We are also installing lifts to existing pedestrian overhead bridges. We have already completed the retrofitting of lifts to bridges near major transport nodes and are now focusing on bridges that serve more seniors.

Ms Sylvia Lim asked about lift upgrading at four pedestrian overhead bridges in Hougang. Mr Chairman, on behalf of Acting Minister, I would like to confirm that there is no delay. We have been carrying out the retrofitting of bridges with lifts in phases. The four bridges mentioned by Ms Lim is in this current phase, which commenced at the end of last year. There are over 100 bridges that we are upgrading in this phase. Works must be carried out progressively.

We will commence works at two of the bridges mentioned by Ms Lim by the middle of 2027 before moving on to the other two bridges later. We hope that Ms Lim will find this response satisfactory.

Mr Chairman, in every project we do, we have to prioritise and carry out works progressively. Implementing and proving infrastructure takes time and resources, which are also needed by other equally meritorious projects.

We take this principle: benefit as many commuters as quickly as possible. Over time we will cover all the locations that we have identified for enhancements.

The last C is about fostering a sense of community. Transport is a shared experience. A transport system that fulfils our needs, and one that we are proud of, goes beyond policies and hardware.

It is also a matter of how we treat one another in shared spaces on a day-to-day basis, whether on our roads and public paths, or in buses and trains.

While we can improve our infrastructure and hardware, such changes are not without trade-offs. Transport spaces are ultimately shared by all of us. From time to time, conflicting needs do come up. For example, since 2018, LTA has been procuring buses with more open space where wheelchairs and strollers can be parked. This caters to an increasing number of commuters with diverse needs.

But to create space for these bays, LTA had to reduce the number of seats, as Ms Sylvia Lim pointed out. To mitigate this, LTA will install foldable seats within the bays where feasible.

Part of the LTMP exercise is to create the opportunity for these important conversations, to allow people with different needs to hear from one another and forge consensus on the social compact that underlies our shared spaces in our transport system.

An example of where greater consensus is needed is in the use of spaces set aside for wheelchairs and strollers on buses. Ms Elysa Chen raised the need to make public transport more inclusive for young families. For parents with open strollers, our bus captains will also be happy to activate the wheelchair ramp upon request, to facilitate their boarding process.

We have also heard feedback from parents that they are sometimes asked by the bus captains to fold their stroller and carry their child because the bus is crowded and there is a person wheelchair-bound person boarding.

We are actively reviewing this issue and consulting various stakeholders. Aside from increasing the space allocated for wheelchairs and strollers, which comes with trade-offs, LTA has been conducting small-scale operational trials on the more flexible use of such spaces and has gathered initial operational insights. We are now ready to test this at a larger scale.

From April 2026, on around 10 selected bus services plying routes that serve more wheelchair or mobility aid users and parents with young children, our bus captains will facilitate the use of bays by wheelchairs and open strollers on a first-come-first-serve basis. Depending on the findings, we will consider making this the norm across the entire network. We will also gather views at the upcoming LTMP consultations, from commuters, families and advocates to find a balanced way forward together.

Our aim is for our public buses and trains to be an inclusive space for commuters with all needs, including wheelchair users and parents with young children. Singaporeans' active participation in this conversation and our gracious commuting behaviours, will make all the difference.

Aside from the suggestions to improve our transport system, we also heard about the positive impact that our transport system has made on Singaporeans' everyday lives, and that is heartening.

We know that land transport is a deeply personal part of everyone's lived experience and an issue that is close to many people's hearts. There will be more LTMP engagements to come, including school outreach, pop-ups and thematic focused group discussions that deep dive into targeted issues.

We want to hear your stories and perspectives, discuss the necessary trade-offs and partner you in co-creating a transport system that we will all take pride in.

Next, I will speak on our efforts to cultivate a more gracious and caring commuting culture.

Beyond faster and more convenient journeys, ensuring an inclusive public transport system is equally important, as Ms Elysa Chen has mentioned. Besides access to public transport, we want everyone to feel safe and confident when using our buses and trains.

Over the years, we have made our system more accessible to commuters with all needs. Our public transport system is now almost entirely barrier-free. LTA and our transport operators are also expanding our efforts to support commuters with other diverse needs.

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To give an example, SBS Transit has piloted a Sign Language Virtual Assistant kiosk called SiLViA at Chinatown MRT station. Using AI, the kiosk features a female avatar, which can translate spoken words or public announcements into sign language.

Miss Rachel Ong asked whether there are plans to scale this. So far, commuters with hearing difficulties have found the kiosk useful. LTA will work with SBS Transit to deploy this initiative at more locations.

Beyond hardware and technology, all commuters can play a part. A "we first" society starts with our everyday interactions on our public transport system.

Queuing to board our MRT trains and letting commuters alight first was not the norm here in the past. However, after LTA launched the Graciousness Campaign in 2009 and marked out queue lines at MRT platforms, this is now second nature.

Building such norms is an ongoing process. The Public Transport Council (PTC) regularly engages commuters on how we can make the public transport system more gracious and inclusive.

Some feedback that they have received includes how our commuters with diverse needs can find it difficult to get a seat, especially if their condition is not visible to others. Commuters with open strollers sometimes also have to wait for the lift behind long queues of able-bodied people.

The Caring SG Commuters Movement, led by PTC and LTA, will launch a new campaign to shape positive behaviour norms in our public transport system.

First, we will clearly set up priority queue lines at the priority boarding doors within MRT stations and at the lifts within our public transport nodes progressively. If you are using a wheelchair, pregnant or travelling with a stroller, you can use these priority queue lines when waiting for the train or the lift. For other commuters, we encourage you to use the escalators and stairs so that the lifts can be prioritised for those with greater needs. If you still wish to use the lift, please let those in the priority queues enter first.

Second, we encourage all commuters who need a seat, such as those who are pregnant or have health conditions which may not be visible, to obtain a "Helping Hand" card from the passenger service centres at train stations and bus interchanges. I also encourage commuters to show acts of care by actively giving up their seats to those who need them more, including those carrying the striking yellow "Helping Hand" cards.

We also want to make it a norm for those who need a seat to ask for one. While some commuters may not notice that you need a seat, I am sure that most people are understanding and are prepared to give up their seats if they are approached politely.

Lastly, Mr Gerald Giam, Mr Jackson Lam and Ms Valerie Lee asked about the different ways to improve the safe use of public paths, which are shared between pedestrians and users of mobility devices.

Indeed, we want to encourage active mobility while ensuring safety. To do so, we set out the rules and regulations, enforce them, build the infrastructure and promote the safe and gracious sharing of public paths through education and engagement.

On the requirement of lights, bicycles, power-assisted bicycles and personal mobility devices must display a front white light and a rear red light when ridden on public paths and roads during hours of darkness between 7.00 pm and 7.00 am. This ensures that riders are visible to pedestrians and other path users at night. LTA conducts regular enforcement operations to ensure compliance.

On cycling etiquette and the rights and responsibilities of path users, the Code of Conduct for Users of Public Path provides guidelines to ensure harmonious path sharing.

Riders should look out for and give way to pedestrians on public paths. The bell is meant to gently alert others before overtaking rather than to demand the right of way. When approaching bus stops and intersections of public paths, riders should slow down and stop if necessary. This reduces the risk of accidents with other path users such as those boarding or alighting from buses.

At the same time, pedestrians should also do their part to stay alert to oncoming riders or any potential danger by keeping their eyes and ears open.

Where possible, we also have designed infrastructure to enable safe use and sharing of paths.

For example, LTA builds bypass paths behind bus stops to separate cyclists from bus commuters where possible. Markings, signs and speed regulating strips also remind cyclists to slow down and give way to pedestrians near bus stops. LTA also enforces against cyclists who speed or ride recklessly.

We will continue to monitor accidents and public feedback to identify areas for improvement.

On whether to prohibit pedestrians from walking on cycling paths when a dedicated alternative is provided, this had been deliberated before. We do not plan to prohibit pedestrians from using cycling paths adjacent to Pedestrian-Only Paths (POPs). This provides pedestrians, who are the largest group of path users, with the flexibility to also walk on the cycling paths when it is safe to do so.

Our approach is to clearly demarcate the paths and focus on strengthening user awareness about path safety through education and outreach efforts. Users are advised to keep to their own paths under the Code of Conduct. Enforcement officers on the ground and volunteers from the Active Mobility Community Ambassadors scheme will also educate pedestrians seen walking on cycling paths to keep to the POPs for their own safety. Chairman, I will now say a few words in Mandarin.

(In Mandarin): Since November last year, we have embarked on a year-long public consultation to update the Land Transport Master Plan with the aim of exploring different commuting needs together and jointly shaping our future transport system.

Over the past four months, we have received suggestions to improve transport connectivity and enhance journey comfort.

Most people aspire towards a more inclusive and caring commuting culture. This requires everyone to do their part. Whenever you are travelling on the MRT or public buses, do you notice passengers who need the seats and lifts more, such as seniors, wheelchair users, pregnant women and parents with strollers, and voluntarily give way to them?

We also understand the difficulty faced by many parents travelling on public buses with strollers. Therefore, we will implement a pilot programme starting in April this year. On approximately 10 bus routes, bus captains will help parents with strollers and wheelchair-bound passengers with the use of the designated spaces, on a first-come, first-serve basis.

Sometimes, buses may be rather crowded. I encourage passengers to be more understanding of one another and assist those in need. The same hands you extend to help others today are in fact paving the way for your family and loved ones' needs tomorrow.

The spirit of mutual courtesy and care should also extend to the use of public roads. To ensure the safety of different users, such as pedestrians and users of Personal Mobility Devices, LTA has implemented relevant regulations and optimised road infrastructure. We will continue public education and enforcement in this area to address dangerous and illegal behaviours.

I hope that as we use our shared paths, let us take greater care and not leave safety to chance, be gracious when resolving any differences and look out for one another.

(In English): Mr Chairman, to conclude, we will continue to work hand in hand with fellow Singaporeans to enhance our land transport system and commuter culture. This will ensure that it is future-ready and able to meet the diverse needs of our people.

The Chairman: We have some time for clarifications. Ms Tin Pei Ling.

Ms Tin Pei Ling: Thank you, Chairman. Two questions. One is that I hear that there will be a review of the COE system later part of this year. I would just like to ask if there is a specific timeline that we can look forward to. Second is on land transport overall. It is on the impact of ageing population and ageing infrastructure. With an ageing population, of course, there will be more needs. More covered walkways, and covered walkways, if they are a bit lengthy, they may need benches along the way, lifts at overhead bridges, so on and so forth. There will be more demand of such to be built. On ageing infrastructure, over time, obviously, you need maintenance, if not a refresh or rebuilding of these.

These will add cost. So, I would like to understand whether it is possible to give us a sense of how such costs may increase over time, both the construction and lifetime maintenance, and whether it is feasibly sustainable over the longer run. If yes or no, how are we going to manage this?

Mr Jeffrey Siow: Chairman, I will take the first question and I will have Minister of State Baey take the second one.

For the COE review, I intend to start this immediately. We will have to take the rest of the year to do the consultation. We will take it as part of the LTMP process as Minister of State Baey has explained. Hopefully, by the end of this year, we ought to have some form of conclusion.

Mr Baey Yam Keng: As Ms Tin has mentioned, with the changing needs of the population, our infrastructure needs to keep up with the needs. Infrastructure like pedestrian overhead bridge (POB) lifts, as mentioned, we are in this current phase with more than 100 POB lifts. This is Phase 4. We are now focusing on locations that serve more seniors.

We may need a few years, because as we have mentioned in the House before, construction of a pair of lifts at the POB is not so straightforward. We need to look at underground services that may be disrupted and various things. It does take time and resources.

The Member has rightly pointed out, it is not just building it, it is also maintaining the lifts subsequently.

After Phase 4, do we have Phase 5 and subsequent phases? We do have Members asking for lifts at POBs in their respective areas. I believe, if I am not wrong, we have easily more than 700 POBs around Singapore. I do not think we will be able to install lifts at all the POBs or, in that argument or rationale, improve amenities or infrastructure to cater to all needs of the population over time.

I think MOT and LTA will have to look at each of the request and come up with a strategy of addressing the needs of as many as commuters as quickly as possible, as I have mentioned in my speech. It is about balancing the different needs, managing our resources prudently, bearing in mind not only the cost of the construction development but the whole tail of maintenance.

We will definitely make sure that whatever we build will be maintained properly. We call to the public and commuters to make use of these facilities properly, make sure that they last a long time so that we do not need to do repairs or refurbishment too frequently. I believe that with that kind of approach, we will be able to cater to the needs of our ageing population in time to come.

The Chairman: There are a number of POBs in my division as well, Minister of State Baey. So, do not forget mine. Mr Ang Wei Neng.

Mr Ang Wei Neng: Chairman, I have two clarifications. Firstly, we are glad that the Minister has assured us that MOT is working to establish clearer criteria for distinguishing between Cat A and Cat B COE. In the meantime, I would like to seek clarification on the reduction in the supply of Category A COE. Is MOT still committed to increasing the overall COE supply by 20,000 as announced in 2024?

If so, could MOT consider rebalancing the supply of Cat A and B COE, using the new allocation, at least for the next 12 months. This approach will help to moderate the price of Cat A COE while waiting for MOT's review of criteria for Cat A and Cat B COE, which Minister has said will take until the end of the year.

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Secondly, we are pleased that MOT is also planning to enhance the renumeration and working conditions of the bus captains to attract more local residents to join the bus industry. We would like to enquire whether MOT will increase the subsidies for the public transport to ensure that these measures do not result in higher transport fares?

Mr Jeffrey Siow: Chairman, we have plans to inject up to 20,000 additional COEs over the next few years, as Mr Ang has pointed out. That plan remains unchanged. It was on the premise that the total mileage has fallen and our ability to manage congestion using ERP 2.0 will be enhanced. So, those reasons stay valid; we will continue to inject those COEs over the next few years.

We have been doing it based on a certain methodology that involves redistributing guaranteed de-registrations via cut and fill, as well as then subsequently doing the injections. The objective is to smoothen the COE quota supply overall.

As to whether we want to inject another parameter, which is to rebalance Cat A and B, we will evaluate that, but I am hesitant about introducing too many parameters. Because, as I think one of the Members, I think it was Mr Edward Chia, who said that in the course of doing this, we do not want to add too much uncertainty, too many variables and therefore, too much perturbation to the market. So, we will evaluate it, but I think, just sort of thinking offhand, probably not too likely.

On the second question on the bus captains, we are discussing with the unions as well as with the bus operators on how to execute the increase in the salaries for new recruits, starting salaries of bus captains. And I think Government is prepared to see what we can do to put in more support to the system. But I wish to point out that, in fact, for the bus network, the Government has already put in a lot of resources to support the financial sustainability of the bus network.

I mentioned the Bus Connectivity Enhancement Programme, which is a significant inject of funds. Overall, on a yearly basis, the Government puts in a billion dollars as subsidies into the bus network. So, it is a significant support already. We have to see then overall, how the fiscal sustainability of the bus network can be maintained, so that we can continue to grow the network at a sustainable pace, and that salaries are also then incorporated into the overall cost of maintaining this network.

The Chairman: Mr Liang Eng Hwa.

Mr Liang Eng Hwa: Sir, I believe the political office holders have not replied or responded to my cut on traffic congestion, so can I perhaps ask the Minister, whether is it because he disagrees with me that the traffic congestion has worsened or that there is no non-pricing solutions to traffic congestion, which I had asked for.

So, can I ask the Minister to consider again what I have raised in the cuts, which is that can we optimise the traffic light system, something that many countries have done; and how we can make it more responsive. It could be a really a good high-value AI-use case.

And then, the second suggestion, I mentioned about how we can have more expeditious clearing of vehicles during accidents. It is not really a high infrastructure item, something that can be managed, can be done. You just need to have the policy in place to say, "You got to clear the traffic within a certain time and there must be enough tow vehicles", and so on. So, I hope the Minister can give me a more encouraging response.

Mr Jeffrey Siow: Thank you, Mr Chairman. First of all, I want to apologise to Mr Liang Eng Hwa because he made a wonderful speech on transport with many ideas. And I was unable to reply to all the ideas that he had put out. But as he asked the clarification, it gives me an opportunity to be able to respond more fully to the good ideas that he has suggested.

Firstly, I want to reassure him because he had a very major concern about how if he had brought up traffic congestion, that ERP would be my first response. The answer is: not to worry, ERP is not our first option by any means. For the most part, ERP is always our last response, not least because ERP 1.0 gantries were hard to build and expensive to build; but even with ERP 2.0, I would like to reassure the Member that we would use road pricing only when it is really necessary. So, that is the first point.

On using technology, I think Mr Liang gave many examples and I agree with him that, in fact, using AI for systems, such as traffic light management, would significantly improve the fluidity of our traffic. And in fact, the LTA is exploring this. They showed me something recently, has a very nice acronym called CRUISE. I do not know what it stands for, but it looks reasonable and I am happy to find a time to share with Mr Liang, if he is interested.

There were a few other suggestions on, for example, double deck highways on Keppel. I think Mr Liang also suggested that. I think that is less likely something that we will do. I am reminded of Boston, a city which had I spent quite a bit of time in. They had this Big Dig. I do not know whether you would be familiar with it. They spent many years and vast amounts of money putting that two double decker highway into the ground. And today, if you go to Boston, it is a much nicer place to be in, and we have all, as a student, I have driven on that before. I can tell you, it was not a pleasant experience, and more importantly, it bifurcated the sea front from the city. So, I do not think we really want to do that as far as possible here.

Mr Liang also mentioned about logistics. Very much so, we will work with the industry to try to improve how we do logistics in Singapore, make it smoother, in terms of delivering goods. In fact, MOT and MTI have been coming together to try to develop a logistics strategy that is more coherent. And I think at the appropriate time we will update the House on this.

Finally, on traffic clearance. Actually, the Expressway Monitoring and Advisory System (EMAS) already does quite a good job. Today, they take about an average of 15 minutes to clear jams or clear an accident on the highway and to then allow traffic to continue smoothly. Usually, after they clear the accident, if it is a minor accident, it takes about maybe half an hour to an hour for traffic to get back to normal. But for a serious accident, where if it involves a fatality, it needs a bit more time, and that is when the more difficult jams happen. So, I think in terms of performance, it is already not bad, but I agree with Mr Liang that we should use technology to see how we can speed up those processes and reduce the impact of such incidents.

The Chairman: I see a more encouraged look from Mr Liang now. Mr Louis Chua.

Mr Chua Kheng Wee Louis: Thank you, Chairman. Just one clarification for Ministers on the EV chargers. I think the MOT has previously said that we are looking at three to 12 charging points per HDB carpark by 2025, but my question is not so much on the deadline, but more in terms of the number of chargers that can be supported, because in most of the multi-storey car park that I see, it is typically just three 7.4 kilowatt chargers. So, I just wondering in terms of the original tenders that were put out to upgrade the electricity infrastructure, what was the maximum power capacity or number of charging stations that can be supported?

One of the key feedback that we often get is that the additional charging lots is subject to power capacity and it just does not seem to be the case that we might get twelve in each multi-storey car park in the near term.

Ms Sun Xueling: I thank the Member for his clarification. We started with a baseline deployment of at least three charging points per HDB car park. And I have shared in my earlier reply that 90% of our car parks have achieved this. So, moving forward, we are monitoring developments in charging technology, and that is why in my speech, I had talked about a mix of slow chargers as well as fast chargers.

I wanted to take the opportunity to talk about how we are sequencing our fast-charging hubs. I had mentioned that we will be looking at having one in each HDB town, and this will be relying on existing spare capacity at car parks where possible, and for future tranches of deployment, we are also working with the Ministry of Trade and Industry (MTI), and the Energy Market Authority (EMA) to optimise our electrical grid to minimise costly grid upgrades.

So, I think when we look at our charging infrastructure, we should look at it holistically. It should be a mix in future of slow chargers, fast chargers, and we are keeping our eye on ultra-fast charging hubs.

The Chairman: Mr Edward Chia.

Mr Edward Chia Bing Hui: Thank you, Chairman. My first clarification is to the Minister. I thank him for being receptive to my suggestions on COE reform. Just want to confirm that he mentioned that it could also be based on the OMV system, but there will also be considerations on combining into a single pool, doing away with Cat A and Cat B? Can I confirm if that it is also under consideration? Second, also, in terms of the consultation exercise, could you share who are the usual stakeholders that will be involved in the consultation exercise?

My second clarification is to Senior Minister of State Sun. I think she mentioned about fast charging points, one per HDB town, and I think she mentioned that there will be six charging points per town. But typically, a HDB town has about 10,000 to 12,000 vehicles. Just want to check what is the projection in terms of adequacy, I think she mentioned about working with JTC and EMA to improve, what are the current limitations and what are the plans to actually resolve this limitation, so we can scale up more fast charging points per HDB town?

And my third clarification is to Senior Minister of State Murali, very pleased to hear that the maritime sector offers great job opportunities for Singaporeans and congratulations to the young scholars in Chamber today. Just want to ask what are the further plans to create more awareness among young Singaporeans about the job opportunities within the maritime sectors and in particular, what is current take-up rate for the GRaduate Industry Traineeships (GRIT) programme? And are there scopes to scale up the GRIT programme, so that more young Singaporeans can be exposed to the maritime sector and seize these opportunities for themselves?

Mr Jeffrey Siow: Thank you, Mr Chairman. I will take Mr Chia's first question, and then I will have the two Senior Ministers of State reply to his subsequent two questions.

First of all, I do confirm that indeed we will look specifically at Mr Chia's suggestion, which is to look at a system that is OMV-based, but also to look at merging Cat A and Cat B in a single-bidding category.

I think we have to look at how to do this, because there is probably still some merit to having some distinction between a mass market car category and a higher-end car category. We have to see how we can do this, but I think his idea is a very interesting one and we are very happy to try to explore that in the context of trying to find a system of categorisation that is a little bit more stable in the longer term.

As to who we consult, we will consult a range of stakeholders, obviously car buyers, both potential and current car users. We also want to consult the industry, so this would include both the motor dealers, but also car manufacturers and other industry observers.

I think we will also consult academics as well, because in a system like the COE, it involves auctions and I suppose, auction theory is very well developed. It is something that the academics will have something to say; and we will be very happy to seek views from them as well.

Ms Sun Xueling: On the Member's second question, our constraint really is our electrical infrastructure. I would like share that we have kickstarted our first phase of upgrades, which would benefit around 450 HDB multi-storey car parks and this upgrade is expected to complete by around 2029.

And for future tranches of deployment, so as to meet the targets, the numbers that Mr Edward Chia had mentioned, we are working with MTI and EMA to optimise our electrical grid to minimise costly grid upgrades and we will see what more can be done.

Mr Murali Pillai: Sir, I would like to thank the hon Member Mr Chia for his kind words about the efforts we have made thus far to attract young talent. On the specific issue about the GRIT programme, that involves traineeship, the good thing about the maritime sector is that we have jobs available. So, the natural thing to do for young aspirants is to apply for jobs instead of going through traineeship. So, for the maritime sector, we have not participated in the GRIT programme.

As to what further things we can do, I have identified in my speech, we work very closely with stakeholders, such as the Singapore Maritime Foundation, IHLs, our tripartite partners, our unions as well. And just one example that underscores this point. I spoke not too long ago about this lady, Ms Valerie Thai, who was a paralegal in a law firm. She attended an exhibition in a shopping mall that was run by the Singapore Maritime Officers' Union and the Employment and Employability Institute. And then, she decided to become a seafarer. So, we do all that we can to attract young talent into the maritime sector.

6.45 pm

The Chairman: There are five more Members who have raised their hands. I am trying to get to all of you, so do yourselves justice and to others. Ms Poh Li San.

Ms Poh Li San: Thank you Chairman. Just a quick question on the status on the autonomous vehicle trials. Other than the Punggol one, there is one more that is running in Marina Bay and Shenton Way area. Just to have an update on the progress of that. Also, it is a busy area, how will we deal with traffic congestion if there are some issues with the trials?

Mr Jeffrey Siow: Mr Chairman, I updated briefly in the speech. We are going to launch the autonomous buses in those two areas. I mentioned the two bus numbers which has now slipped my memory. I believe it is 400-something in Marina Bay and 100-something in Shenton Way. So, we will launch those I think in the second half of this year.

The Chairman: Mr Azhar Othman.

Mr Azhar Othman: This question is for the Acting Minister. He mentioned about the shared space of motorcycles on the road. There are 140,000 motorcycles, if I got it right, and there are 70,000 motorcycles from the causeway that goes to Singapore. Almost half of them come from the other side. And yet, they do not pay any COE, they do not pay any road tax. How do we justify Singaporeans paying so much, sharing the same space, and yet the other side are not doing so?

Mr Jeffrey Siow: Thank you, Mr Chairman. So, first of all, I have a lot of sympathy for the concern. We hear this a lot, very often from our Singaporean motorcycle riders. As to whether or not they are being treated fairly. This is why we have the Vehicle Entry Permit (VEP) and the Goods Vehicle Permit (GVP) schemes.

The idea is that Malaysian motorbikes, when they come in, they pay a fee and then this equalises the cost. The fees are set such that the cost of owning and using a foreign registered vehicle in Singapore is equalised with that of a Singaporean vehicle. We applied a fee to cars, we apply a similar but lower fee to motorcycles.

LTA and MOT, we periodically review this fee, and in fact, we are going to raise the fee substantially from 2027 onwards. At the same time as when the RTS Link is open.

In addition, for our local motorcycles, just so that I address this point, the Government already applies lower ARF, lower road taxes – in fact, ERP charges are also lower for motorcycles relative to other vehicle types.

So, it addresses and recognises how motorcycles are in fact using not fully the same road space as a car but nonetheless still using some road space. They cause some level of congestion and therefore we have to make sure that is priced properly and the externalities are properly taken into account.

The Chairman: Mr Gerald Giam.

Mr Gerald Giam Yean Song: Sir, I am glad to hear that the Acting Minister wants to reduce the long travelling times on public transport. But he would appreciate that time is not the only factor contributing to a good commuting experience. A one-hour plus commute standing all the way is not easy on the back and the legs.

And since the binding constraint as Senior Minister of State Sun said, is not buses, but bus captains, can LTA deploy more double decker buses or bendy buses on heavily utilised routes, especially during peak hours, so that commuters can get a seat during their commute, or minimally do not miss their bus because it is full.

Mr Jeffrey Siow: Thank you, Mr Chairman. Absolutely agree. I think our intent is to try to deploy as many double decker buses as possible.

Just to explain a little bit, we do still have a legacy fleet of single deck buses. I am often asked, "Oh, why is it during peak hour, we are still deploying single deck buses?" and I get lots of angry emails very often on this particular issue. The reason is actually there are additions to the buses. I put in all my double deckers and then, on top of that, during peak hour, whatever single deckers I have, I also put in. And therefore, people do not like it when they see the single deck bus coming, but it is in fact an addition; it is not a subtraction.

Secondly, for electric buses, in the beginning when we first started buying them, most of them were single decker. And in Singapore, because we have to customise our buses, we had to wait for some time before the double deck electric buses came on stream. And so in the interim we did buy some of the single deck electric buses to start the electrification process. So, that is why you have still fairly new electric single deck buses in Singapore.

But of course, we want to try to have double decks, high-capacity buses as much as we can, because they are the most efficient, space saving and reduces our reliance on bus captains, because one bus captain driving a double deck is much better than one bus captain driving a single deck.

So, these are sort of the reasons that are hard to see on the outside, but I hope the Member and the public understands why you still see single decks on the roads today.

The Chairman: Ms Elysa Chen.

Ms Elysa Chen: Thank you, Chairman. Given the multiple road diversions and traffic disruptions that residents along the North-South corridor construction zone have had to endure since 2020, including the ongoing closure of Marymount Flyover and the successive road reconfiguration in the Bishan-Sin Ming area, what is the current construction timeline for the tunnel section of the North-South corridor from Lentor Avenue to the city? And what measures is LTA taking to minimise further disruption to residents and road users for the remaining construction period leading up to 2029?

My second question. I welcome efforts to also normalise asking for a seat on buses and trains, especially for seniors, pregnant women and those with less visible conditions. Encouraging commuters to communicate their needs can help to build a more gracious and responsive public transport culture.

At the same time, we have seen incidents overseas where disputes over priority seating escalated into confrontations, such as the case in Taiwan, when a woman calmly handed over her shopping bag to a fellow commuter and then proceeded to kick an elderly woman across the aisle just as the elderly woman was demanding that the younger woman give up her seat.

As we promote the norm of asking, how will the Ministry also ensure that commuter education emphasises mutual respect and a zero tolerance for aggressive or entitled behaviour?

Ms Sun Xueling: I thank the Member for her clarification. I will have to come back to her specifically on the timeline that she requested, but on the question she had about the disamenities that can be caused due to construction works, we definitely recognise this, that it disrupts residents, commuters, motorists as well. And we continue to seek our residents' patience and understanding.

Just bear in mind that we are trying to enhance transport connectivity at the end of the day, as well as to shorten travel times for our commuters as well as our motorists. Before the commencement of construction works, the LTA often carries out assessments to determine if existing road networks can be improved.

LTA and its contractors will also work closely with stakeholders and residents living near the works to minimise the inconvenience caused to them. And where possible, additional road or lane closures which are needed during certain phases of work will be carried out during off peak periods to avoid further inconvenience to residents.

The Chairman: We are quite close to guillotine time, so the last two clarifications. Sorry, Minister of State Baey, I forgot the second part.

Mr Baey Yam Keng: Yes, I thank Ms Chen for the clarification. Indeed, to make our commuting experience enjoyable, pleasant, every commuter plays a role. Therefore, whether is it someone who needs help or can offer help, we want to make this a norm that people are encouraged to ask for a seat, you know, and it is not just for priority seats. Any seats could be taken or could be given up for anyone who is in greater need.

So, we have the Caring Commuters' movement. We have Caring Commuter champions. We have the graciousness campaign going on. And we will continue in these efforts to cultivate a gracious and a caring culture on public transport. We hope that through education we can develop a new generation of commuters. And the kids can also influence their parents and elder ones to be more thoughtful for other commuters.

The Chairman: With the Singapore Kindness Movement, let us all be kinder. Mr Dennis Tan.

Mr Dennis Tan Lip Fong: Thank you, Chairman. I am not sure that my cut on covered linkways for condominiums has been adequately addressed.

Could I just ask for Minister of State to address the questions specifically regarding those situations where the condominium needs assistance for a covered linkway, including in a no man's land situation to connect them to the nearest bus stop? And also my suggestion that URA and LTA mandate at the planning permission stage that developers provide shelter connectivity to the nearest public transport node?

Mr Baey Yam Keng: I would like to update the Member that actually, right now, for upcoming condominium developments, that are planned with more than 700 dwelling units and are located within 400 metres of a MRT station, developers are already required to submit walk-cycle-ride plans as part of the development application process. If covered linkways are required to connect residents to nearby transport nodes, URA will work with LTA to impose requirements on the condominium developers to construct these covered workways as part of the planning approval. So, that is for new developments.

I know that for existing condominiums or estates that were built before this requirement, there could be challenges. And for LTA's planning, you might be aware that we already provide linkways, covered linkways within transport nodes, 400 metres, 800 metres within Friendly Streets and all these. But in areas where the land belongs to another agency, like the Public Utilities Board (PUB), in the case that he mentioned in his cut, LTA will help to discuss with the different stakeholders. If it is on PUB land, PUB must give approval. And we have to respect the authorities' assessment of the land. There could be drainage or water pipes underneath that may be affected if we have to dig and build a sheltered linkway. So, there are technical considerations that we have to respect in the respective agency's assessment.

I know the Member has been pushing for a particular condominium, Parc Vera, if I am not wrong? In the case of that particular condominium, I understand that the condominium does not currently meet the LTA's requirement because there is no internal sheltered linkway from the residential building to the side gate, so that must first be in place before LTA can even think about joining it to a bus stop or transport node.

These are things that would need to be worked through. LTA will be happy to look into it and we can provide more details if the Member can file a Parliamentary Question.

The Chairman: On that note, can I invite Ms Tin if you would like to withdraw your amendment?

6.58 pm

Ms Tin Pei Ling: Many thanks to all. I beg leave to withdraw my amendment.

Amendment, by leave, withdrawn.

The sum of $3,109,174,200 for Head W ordered to stand part of the Main Estimates.

The sum of $13,306,280,300 for Head W ordered to stand part of the Development Estimates.