Committee of Supply – Head W (Ministry of Transport)

3.25 pm

The Chairman: Head W, Ministry of Transport. Mr Saktiandi Supaat.

Public Transport

Mr Saktiandi Supaat (Bishan-Toa Payoh): Mdm Chairman, I beg to move, "That the total sum to be allocated for Head W of estimates be reduced by $100".

Madam, our efficient and affordable public transport system plays a pivotal role for the mobility of Singaporeans and the economy. Many do not realise how important a role our land transport and public transportation plays. With the expected opening of seven Thomson East Coast Line (TEL) stations and a North East Line (NEL) extension to Punggol Coast this year, that will take us to almost 150 stations across six Mass Rapid Transit (MRT) lines across our island. Yet, we are still expecting to add another 100 kilometres to our 258-kilometre long rail network in the next 10 years or so.

I would like to ask the Ministry whether they can provide an update on our target of bringing eight in 10 households to within a 10-minute walk from a train station by 2030. And if I may add, what are the spending needs that will be required for this Budget and for the next few Budgets down the road?

Mdm Chair, I trust this 80%-target also takes into account the new housing estates that are planned to be completed in the upcoming decade as well.

As we add more stations to cater for the newly-developed sites, will we also be rationalising our train system and probably shut down certain stations possibly where footfall may have permanently plunged? Does our 2030 target also envisage the removal or subtraction of train stations?

Can the Ministry share the current and future enhancements to our last-mile transport connectivity to homes? For example, the use of autonomous vehicles in the future.

Finally, while it will certainly be good news for the eight in 10 households who can walk to their nearest train station within 10 minutes, I hope we do not forget about the remaining 20% of households who may not be near MRT stations. May I ask what the commitments will we make to this remaining 20%? This is especially important as our society ages rapidly and many of our residents become possibly less mobile down the road.

Question proposed.

Public Transport Affordability

Mr Saktiandi Supaat: Mdm Chair, the issue of the cost of living in Singapore has gained attention lately. Public transport cost is not immuned, with the recent public transport fare hike of $0.10 to $0.11 per journey. Causing some concern is the 15.6% fare increase that was deferred by the Public Transport Council (PTC) for future fare review exercises, meaning similar fare hikes may be expected in the subsequent years. The deferment of the 15.6% fare increase was only made possible by the Government's provision of an additional $300 million in subsidies in 2024 to make up the funding gap.

In addition, the Government also has made available public transport vouchers to help low-income households cover about six months of the fare increase.

Can the Ministry share an update on efforts to ensure our public transport system will remain affordable for Singaporeans over the next decade and more? What other transport welfare schemes could potentially be rolled out to help vulnerable Singaporeans?

Subject to budget constraints, can we consider introducing transport vouchers as part of the regular Budget cycle, akin to the Community Development Council (CDC) Vouchers, to help mitigate the impact of rising costs for Singaporeans?

I do note that our bus and rail services were already operating at a loss before the pandemic struck and ridership has yet to recover to pre-pandemic levels. What would additional transport welfare entail from a financial sustainability perspective?

Rail Manpower Development

Mr Melvin Yong Yik Chye (Radin Mas): Mdm Chair, the Ministry of Transport (MOT) launched the $100 million Rail Manpower Development Package (RMDP) in November 2019, to upskill and expand our rail workforce. With the extensive upgrading of our rail infrastructure then, continuous upskilling was needed to ensure that workers kept up with new technologies. I thank the Government for responding to the call by the National Transport Workers’ Union.

3.30 pm

Five years on, the challenges remain. Our rail network is poised to grow significantly in the coming years, with the addition of at least 50 new train stations and several new interchanges. We will also see the completion of the Singapore-Johor Bahru Rapid Transit System in 2026.

Given that the COVID-19 pandemic had stymied training for about two years, I would like to ask how much funds remain in the RMDP, which is set to expire this year. I hope that MOT can extend, and perhaps even top up the RMDP, so that we can continue growing our skilled workforce to support the expanding and increasingly complex rail network.

The Chairman: Mr Gan Thiam Poh. You have two cuts, please take them together.

Feasibility of MRT Extension

Mr Gan Thiam Poh (Ang Mo Kio): The Cross Island Line (CRL) will be our longest fully underground MRT line, serving the eastern, western and north-eastern corridors. When operational, its seven interchange stations will provide even more alternative travel routes for commuters. Phase 1 of the CRL is targeted to be completed by 2030. The target date for the completion of Phase 2 is yet to be finalised.

The CRL – Punggol Extension is expected to be completed by 2032, serving commuters travelling to Pasir Ris, Tampines North, Punggol and Sengkang. Would the Ministry consider lengthening the Extension to connect to Fernvale, Yio Chu Kang and Lentor stations for resilience purposes? This will provide more alternatives for commuters to switch to the TEL and NEL to travel to the west and north in the event of breakdowns and other circumstances.

City Direct Services by Private Bus Operators

At last year’s Committee of Supply (COS), I requested MOT to consider providing more city direct bus services during the morning peak hours. I am grateful that the Land Transport Authority (LTA) acceded to my appeal and had since provided an additional trip by SBS Transit City Direct Bus Service 671 to serve commuters from Sengkang to the Central Business District.

As noted by the Ministry, the ridership has been increasing as more residents move into the new Build-To-Order (BTO) flats at Fernvale. Residents still find that the additional trip is not quite sufficient. Hence, may I ask if MOT could consider working with private bus operators to provide additional trips during the morning peak hour?

Inclusive Transport

Mr Eric Chua (Tanjong Pagar): I recently asked ChatGPT what it thought of the Singapore public transport system. Its reply: “Singapore’s public transport system is widely regarded as one of the best in the world”. Descriptors ChatGPT used include “efficiency”, “extensive coverage”, “integration”, “accessibility”, “cleanliness and safety” and “affordability”.

On accessibility, ChatGPT says: “Singapore’s public transportation system is designed to be accessible to people with disabilities and the elderly. Most stations and buses are equipped with facilities such as ramps and elevators to facilitate easy access.” In fact, all MRT and LRT stations in Singapore are barrier-free; all bus interchanges and 98% of bus shelters in Singapore are barrier-free; all public buses are wheelchair accessible; and most bus interchanges have baby care rooms for families with young children.

However, an inclusive public transport system goes beyond hardware. According to a May 2022 CNA article, the wheelchair ramp on buses has become a source of anxiety, especially amongst new wheelchair users. In the same article, Mikail Wong who became a wheelchair user not long before the article was published shared: “When I’m going to take the bus, other commuters might look at me. I feel paiseh. Am I hindering others?”

While we have definitely provided hardware that is more inclusive, how else can we grow a more caring commuter culture so that persons with disabilities, seniors and families with young children can use our public transportation system and amenities with just as much ease as the rest of us?

Support during Times of Disruption

Mr Ong Hua Han (Nominated Member): Chair, MOT must ensure that prominent and informative captions or visuals accompany audio announcements, during times of service disruption. Could MOT also explore complementary forms of communication, such as text message alerts or mobile applications, to reach commuters who may not be able to hear announcements over the loudspeaker? This will work better than passive communication channels where the commuter has to search online or approach staff to find out more information.

Point-to-Point (P2P) Transport

Ms Yeo Wan Ling (Pasir Ris-Punggol): I seek an update from the Ministry regarding the review of the point-to-point (P2P) transport industry. The recent Public Transport Council survey revealed an overall improvement in satisfaction with P2P transport services. However, concerns persist, particularly regarding to the decline in taxi population and the increasing demand for P2P services, especially in a zero Vehicle Growth Rate environment.

Indeed, the environment has evolved for our P2P drivers. The introduction of ride-hail services and the use of apps for booking transport have changed commuter behaviours and preferences. The escalating costs of business which includes petrol prices, rental fees and maintenance costs have put immense pressure on our P2P drivers, many who have taken to driving upwards of 14 hours in a day to make ends meet. Our drivers are also reeling from the two years of almost no income and are catching up on rebuilding their nest eggs after dipping into their retirement savings to get by during COVID-19.

As we look to rationalising and revitalising our P2P business models – between ride-hail/street-hail, taxi/platforms – it is important to note that our drivers have also indicated their growing insecurities with their earnings, welfare and benefits with their platform partners. The lack of transparency when it comes to distribution of work, price fluctuations and campaigns do impact the earnings of our drivers. Some of our drivers say that they find themselves struggling to make ends meet due to hidden costs and unclear earnings structures. Indeed, unlike the true self-employed, our platform drivers are subject to management controls. In the review, can the Ministry consider putting in more safeguards to protect the earnings of our drivers, especially if we see a convergence of more drivers offering ride-hail services.

Separate COE Category for Ride-hailing Cars

Mr Gan Thiam Poh: Madam, ride-hail cars are perceived to have contributed to rising Certificate of Entitlement (COE) prices in recent years. As private hire car (PHC) drivers can borrow up to 90% to 100% of the car’s market value compared to 60% to 70% for privately owned cars, there are concerns that more car buyers are registering their cars as private hire vehicles, so that they can secure higher loan amounts in order to afford them.

In January this year, MOT shared that the Government would not rule out the creation of a new separate COE category for ride-hail cars. It would carefully study the pros and cons first. Would the Minister share an update on its study on this issue?

Private Transport

Mr Saktiandi Supaat: Mdm Chair, in line with our car-lite vision, we have maintained a zero growth rate for cars and motorcycles since 2018. We need to cap our roughly one million vehicle population in light of Singapore’s constraints in land and carbon emissions. This has resulted in increasing COE prices, especially with rising incomes.

However, with the 2014 announcement of Electronic Road Pricing (ERP) 2.0 and the progressive roll-out of the new vehicle On-Board Units (OBUs) from November 2023, an alternative solution has emerged. It is argued that emissions, congestion and accidents are externalities of car usage, which can be tackled by distance-based charging instead of limiting car ownership.

LTA has stated that there are “no immediate plans to introduce distance-based charging”, even though the new system is capable of doing so. While distance-based charging could make ERP fairer by charging motorists for their road usage, rather than whether they go past a certain point, challenges include the reliability and accuracy of satellite-based tracking in Singapore’s dense urban environment and wider policy implications on high-mileage industries like logistics and transportation.

Our car-lite vision does not mean a car-free society. Would the Minister help explain whether they would introduce a distance-based charging, which allows us to increase the vehicle population, while achieving our car-lite vision?

The Chairman: Ms Poh Li San. You have two cuts, please take them together.

Zero Growth Policies for Cars and Motorbikes

Ms Poh Li San (Sembawang): In order to temper vehicle population growth, the zero-growth rate policy for car and motorcycles was implemented in 2018, and will continue until next year, 31 January 2025. However, vehicle ownership may not correlate directly to road traffic conditions, nor compared to actual vehicle usage.

Can the Minister share if there are improvements in the present overall roadway traffic density and peak-hour conditions compared to pre-pandemic period? Can the Minister also share the trends in the transportation modal split over the past six years since the implementation of zero-growth policy? Has there been a decline in private vehicle usage, especially so as the PHCs have become prevalent in recent years? Does MOT intend to continue the zero-growth rate policy beyond January 2025?

Electric Vehicles (EVs)

There are some challenges getting vehicle owners to switch to electric vehicles (EVs). Firstly, the variety of models for commercial EVs is limited and the upfront costs can be much higher than internal combustion engine (ICE) vehicles. Secondly, the available duration for operations is limited for commercial fleets, including taxis and PHCs, due to the long charging times required. Lastly, a robust second-hand market is still absent, posing difficulties for financiers and operators to assess the risk of investing in commercial EVs. For new private car sales in 2023, what were the take-up rates of EVs, hybrid vehicles and ICE vehicles respectively? How do the statistics compare to those for commercial vehicle sales? Will MOT introduce more incentives to encourage take-up of EVs for commercial use?

More EV Fast Chargers

Mr Ang Wei Neng (West Coast): I would like to begin by declaring my interest as the CEO of Strides Premier, a company that leases out 300 EVs from a total fleet of about 4,000 vehicles. I would like to extend my gratitude to LTA for their collaborative efforts with partners in installing slow chargers at Housing and Development Board (HDB) car parks, thereby contributing to the development of Singapore's EV infrastructure.

A crucial objective of EV conversion is to mitigate carbon emissions in Singapore. Therefore, it is imperative to prioritise the conversion of vehicles used for higher mileage. One prominent group of such users comprises taxi and PHC drivers, who typically cover a range of 200 to 300 kilometres per day during a single shift. If you are on double shift, it could be up to 450 kilometres. Given their extensive coverage, relying solely on overnight charging via slow chargers at the HDB car parks may not suffice to sustain their daily operations. Additional fast charging sessions during breaks, such as lunch or dinner, become necessary.

I propose that LTA strategically installs fast chargers near high-traffic hawker centres and major eateries to enhance operational efficiency for these drivers. Such a initiative would incentivise more taxi and PHC drivers to transition to EVs, thereby benefiting not only themselves but also contributing to the well-being of the planet.

Rollout of EV Charging Locations for P2P

Ms Yeo Wan Ling: The roll-out of EVs in Singapore has the potential to significantly impact P2P drivers. Our drivers rely on efficient and accessible charging stations to maintain their livelihoods. We seek clarification from the Ministry on the measures in place to ensure that P2P drivers have adequate access to EV charging stations. Has the Ministry conducted studies on high flow P2P locations and rest locations which are convenient and not out of place for our drivers? Together with locations where there are no parking fees, will these locations be prioritised in the roll-out?

Furthermore, the transition to EVs will require P2P drivers to bear additional costs, such as the upgrading of their current vehicles and purchasing or leasing EVs. Some PHC drivers may also experience penalties for the early terminations of their current rental contracts with rental companies. Will the Ministry consider providing financial support for our drivers during this transition?

The Chairman: Mr Lim Biow Chuan. You have two cuts, please take them together.

EV Adoption and Charging

Mr Lim Biow Chuan (Mountbatten): Mdm Chair, two years ago, I urged MOT to look into making more charging points easily available. I asked that we look into having faster EV chargers. So, I am glad that within my constituency and many other parts of Singapore, there are more and more EV points being installed. Indeed, this is good a good sign as many car owners are conscious of the need to be green and sustainable, and hence, more residents are buying EVs.

May I ask MOT how many cars sold or imported into Singapore during the last two years are EVs or hybrid vehicles? Are we able to predict the sufficiency of EV charging points within the constituency?

Madam, any car buyer aiming to buy an EV should be able to know whether there are sufficient EV charging points in his estate before he commits to the purchase. May I also ask whether there will be any regulations regarding the use of such EV charging points?

What if an EV owner parks his car at a charging point for several days because he is away on holiday? He will be depriving other EVs owners use of the EV charging point.

Would the MOT be able to introduce chargers that can charge the EV within a shorter period of time, instead of the current four to five hours? And this would be essential, especially for high mileage drivers like taxi drivers or PHC drivers.

3.45 pm

Road Safety

Madam, the recent release of statistics about the 131 fatal road accidents in 2023, compared to 104 cases in 2022, is a stark reminder to all of us that we cannot take road safety for granted.

I receive frequent complaints from residents that cars drive at high speed in residential areas, where there may be seniors or young children using the roads. I also received complaints about vehicles that do not slow down at zebra crossings, even though the zebra crossings are raised crossing. I have also seen motorcycles cutting across pedestrian footpaths, just to save on parking charges. I receive many complains too, that there are drivers who do not use their signal indicators, thus, causing near accidents, because the rear driver does not know that the front driver intends to make a turn.

Madam, I submit that LTA can do more to make our roads safer. Thus, I welcome the introduction of "Friendly Street", announced by LTA last December, because this signals to the public that road safety is important for all residents. But I wish to find out more whether the introduction of Friendly Street, has it actually resulted in safer roads for road users?

Would LTA do more to educate pedestrians to be more mindful of the need for road safety? After all, road safety should be the concern of all road users and not just motorists. Pedestrians who walk onto the zebra crossing without keeping a look out for cars, or pedestrians who watch videos or are obsessed with their mobile devices are taking unnecessary risks with their lives and this should not be the case.

Road Safety Features

Ms Joan Pereira (Tanjong Pagar): Chairman, one life lost is one too many. We should not take road safety for granted. Traffic accidents are avoidable if everyone plays his or her part.

The latest statistics published by the Traffic Police are sobering. Traffic accidents claimed the lives of 136 people in 2023, which is a 25.9% increase from the 108 deaths in 2022. We also saw an increase in the number of fatal accidents involving speeding, running red lights and drink driving.

As a society, it is time for us to review how we can improve safety on our roads, be it for pedestrians, cyclists or motorists. The Government has imposed stiffer penalties, stepped up enforcement and implemented traffic calming measures, to try to modify the behaviour of drivers.

Indeed, with the Traffic Police's announcement that they will be enlisting the help of their network of red-light cameras to catch speeding cases as well, I am hopeful that it can act as an effective deterrent against motorists who decide to speed when it appears that no one is watching.

I am also reassured by recent comments by LTA and the Traffic Police that ground assessments, and enforcement actions, are constantly and frequently conducted at accident and violation-prone hot spots.

There is now no time to waste. We need to put all errant motorists on guard as soon as we can. Perhaps then, everyone should drive or ride as though there are speed cameras everywhere, if this is what it takes to prevent yet another senseless loss of life or limb.

We have deterrent measures, but we also need to implement measures that can modify the behaviour of motorists. Therefore, I would like to call upon the MOT to consider investing more resources into prioritising the roll-out of additional traffic-calming measures, in high-risk or accident-prone areas. Even if the accidents did not lead to fatalities, a higher-than-usual accident rate may mean that it is probably a matter of time before something really bad happens.

Our vulnerable road user groups include motorcyclists and their pillion riders, who make up nearly half of all fatalities last year, and the elderly, who account for 20% of fatalities. For our elderly, LTA is already rolling out more Silver Zones, which have lower speed limits and other traffic-calming measures. With a greying population, we should expect that we may start to need more Silver Zones in the future.

It is commendable that LTA and Traffic Police also work closely with the wider community, including our schools and the Singapore Road Safety Council, on road safety campaigns. That must continue. I hope that LTA can expand its very important Safe Route to School projects to work with more schools, including private schools and preschools, as well as locations with a high density of enrichment or after-school care centres, to map out students' walking patterns and identify safe-walking routes.

What about illegal vehicle modifications? These modifications include non-compliant exhaust and lighting systems, as well as tinted windows. For illegal modifications that change the speed of or even compromise the handling of the vehicle, I hope that LTA can deploy more resources to catch these offenders.

Ask anyone who has been driving regularly on Singapore's roads for the past 20 years and you would likely get unfavourable comments about the behaviours of many of our drivers. This observation is borne out by the Traffic Police statistics showing a significant increase in the number of accidents where the cause was the motorist failing to keep a proper lookout, failing to have proper control of the vehicle or changing of lanes without due care.

Ask any driver too, and they will tell you that on a daily basis, they encounter pedestrians crossing the roads without checking for vehicles or are jaywalking and also many who are engrossed in their mobile phones, or even wearing noise-cancelling earphones.

Education campaigns, road design, penalties and enforcement are very critical measures in modifying the behaviour of our road users, but perhaps, we need to address the underlying issues, borne out of life in a busy, urban city where people always seem to be in a rush and have less patience on the roads.

How many innocent lives have to be lost before our society realises that everyone – be it pedestrians or motorists, needs to just slow down and pay full attention when on our roads? The time is high for a fundamental shift in mindset, culture and behaviours. The Government cannot do this alone, each and every one of us has an important part to play.

Friendly Streets

Ms Yeo Wan Ling: The Friendly Streets pilot, launched just last year, is a welcomed move as it builds gracious neighbourhoods and inclusive communities. No doubt, in a bustling new town like Punggol, with its park connectors, walkable precincts and penchant for sustainable cycling commutes, Friendly Streets will make our neighbourhoods more convenient, comfortable and safe for our pedestrians and cyclists.

Can the Ministry give an update to the learning points gleamed from the earlier Friendly Streets Pilot in Ang Mo Kio, Bukit Batok West, Tampines, Toa Payoh and West Coast? How will these streets be seamlessly integrated into our existing infrastructure, to ensure a cohesive and sustainable urban environment? Can Friendly Streets also be expanded to include better support for our delivery riders? And finally, in the roll-out plans for other new neighbourhoods, will proactive-mobility towns, like Punggol, be featured in next rollout of Friendly Streets?

Covered Walkway

Mr Ang Wei Neng: Chairman, currently, LTA solely focuses on constructing covered walkways within a 400-metre radius of MRT stations, and a 200-metre radius of bus interchanges and limited number of bus stops. However, this approach neglects many other major bus stops that are linked to town centres, markets, hawker centres, polyclinics and other essential amenities that are not situated near MRT stations or bus interchanges.

Since 2013, and on several occasions in this House thereafter, I have consistently urged LTA to consider expanding the covered walkway network to connect not only to MRT stations and bus interchanges, but also to other significant bus stops.

Given Singapore's hot and humid weather, coupled with occasional rain, as well as its ageing population, I strongly urge LTA to prioritise making the first-mile and last-mile walking journeys more accessible, more comfortable and more convenient at all major bus stops across Singapore. Enhancing the walking experience not only helps to improve public transport ridership, it also contributes to promoting a healthy lifestyle, meeting our Healthier SG objective.

Should LTA face financial constraints, I propose that MOT collaborates with the Ministry of Health (MOH) to leverage on the Healthier SG fund for more covered walkways. Improving the walking experience requires a coordinated effort across various Government departments and agencies.

Silver Zone

Mr Muhamad Faisal Bin Abdul Manap (Aljunied): Madam, in MOT's COS 2022 debate, I had asked LTA to consider building sheltered linkways at pedestrian crossings, as part of a Silver Zone feature, towards further improving the safety of elderly Singaporeans when moving around the estate. I would like to seek updates on this suggestion.

I would also like to request that if LTA is to implement this suggestion, please do consider my ward, Kaki Bukit, for its pilot as it is one of the first few estates to have a Silver Zone. Sadly, Kaki Bukit does not even have a single sheltered linkway erected by LTA at pedestrian crossings, although I have previously sent written requests to LTA for such improvements.

Madam, in addition, I would like to suggest that LTA consider widening the pedestrian path at pedestrian crossing islands. With the increase in the use of PMAs by the elderly and physically disabled, widening such areas would enhance the safety and comfort for all users.

Finally, I would like to ask that LTA share the most common feedback LTA has received, regarding improvements to the Silver Zone features, as well as what LTA has implemented, in response to such feedback.

Mdm Chairman: Ms Poh Li San, you have two cuts. Please take them together.

Age Well SG

Ms Poh Li San: Mdm Chair, MOT is one of the leading partners for the Age Well SG programme. Would the Ministry share details of the plans for the nationwide transformation of our transport framework and design, to enable the elderly to commute more conveniently and safely?

How does the Ministry intend to make use of the Age Well SG funding, to make it easier and more comfortable for seniors to move around in their neighbourhoods, so that they can continue to lead active lifestyles and age gracefully in their communities?

As there will be more Personal Mobility Aids (PMAs) and wheelchair users with the increasing number of elderly, does MOT intend to widen pedestrian and shared paths, and create parking spaces for PMAs, especially in older neighbourhood estates?

Active Mobility – Personal Mobility Aids (PMAs)

PMAs have been widely used in recent years, mainly by the elderly and those with mobility issues. However, there is a growing trend, including in Sembawang West, where some young people with no visible disabilities or health issues, are also using PMAs.

Some of them drive them at high speeds, with little regard for the safety of others in their vicinity. Most of them are using their PMAs to deliver food and other items, so they are probably rushing deliveries. Such errant and selfish behaviour threatens the safety of fellow walkway users, especially seniors and young children.

4.00 pm

Hence, I fully support the recommendations tabled by the Active Mobility Advisory Panel (AMAP) in December 2023 to impose medical certification requirements and speed limitation on PMAs. Can the Ministry share the timeframe to implement these recommendations? Can seniors above a certain age, for instance, above 65, automatically qualify as eligible users, even without medical certification? Separately, what can owners who do not meet the medical criteria do with their PMAs if they are not able to use them anymore?

Use of PMAs

Mr Lim Biow Chuan: Mdm Chair, a few years ago, many pedestrians shared their concerns with me regarding the dangers they faced due to reckless cyclists on the shared footpaths. The situation has improved greatly with more enforcement by LTA officers. Many cyclists have also improved their behaviour to become more gracious when they see pedestrians on the shared footpaths.

However, lately, I have started to receive complaints about the use of PMAs by able-bodied persons who use these PMAs as a means of transport. They ride the heavy PMAs into shopping malls and at places where there are also pedestrians. And some ride the PMAs at a faster speed. This represents a hazard or danger to other users of the same space. Would LTA consider having clearer regulations regarding the use of PMAs before the situation deteriorates and then we would face the same problem that we had with PMDs. Other than regulations, may I urge LTA to do more to promote gracious behaviour among all commuters, including pedestrians, PMA users, cyclists, motorists and PMD users. There should be mutual respect for one another and we should not always take the attitude that we have the right of way all the time.

PMAs

Mr Dennis Tan Lip Fong (Hougang): In the recent review of existing regulations for PMAs, such as mobility scooters, AMAP recommended a speed limit of six kilometres per hour and for users to be medically certified. I agree that there should be a reasonable speed limit, given the risk of collisions with pedestrians sharing the same path. Having said that, I also received feedback that a speed of six kilometres per hour is a bit too slow, especially for some seniors who are used to using mobility scooters to travel beyond their immediate neighbourhoods and the reduced speed would also mean longer travelling time for some. I understand that six kilometres per hour is tied to average walking speed, but I wonder whether the proposed speed can be slightly higher than six kilometres per hour, at least for wider or less busy paths.

AMAP has recommended to allow only users who are certified to have medical needs or walking difficulties to use mobility scooters. I hope this medical certification restriction will not be applied too rigidly. Some seniors may not be able to walk very far before they need to rest, due to declining physical ability, and not necessarily due to serious illness or diagnosed conditions with their lower limbs or spinal areas. PMAs do provide seniors with confidence to be out and about, which is a good thing. May I suggest the use of PMAs be extended to seniors reaching a certain age, for example, 67 or 70?

Like enforcement against illegal use of PMDs, such as e-scooters or hoverboards on roads or footpaths, which unfortunately we still see today, though less frequently than before, for the new measures to work effectively, there must be regular enforcement against illegal or unsafe use as well as against non-compliant mobility scooters, as the lack of enforcement will encourage non-compliance. Regarding enforcement efforts against PMAs able to travel beyond the prescribed speed, I note that for current e-bikes, though there may be officers at certain busy spots carrying out spot checks, we still see e-bikes exceeding the permitted speed limits, sometimes even on par with the vehicles travelling alongside them on the roads, far exceeding the 25 kilometres per hour limit. I hope LTA will consider more stringent enforcement measures to deter speeding for all mobility devices, including measures against shops that help to tweak the speed mechanisms of devices.

Regular enforcement must come hand in hand with good public education. LTA must consider how to push out the messaging on the new rules via mainstream and social media to achieve good public knowledge and consciousness. Public education should not be merely for the mobility scooter users, but for the public at large. Public knowledge of what is allowed and what is no allowed will, I believe, enhance compliance and encourage considerate use by all.

PMAs Used for Livelihood Purposes

Ms Yeo Wan Ling: Madam, I declare that I am an Advisor to the National Delivery Champions Association. In our pursuit of safer and more inclusive public paths, we must also recognise the challenges faced by those who rely on PMAs for their primary livelihoods. As we consider strengthening regulations on PMAs, it is essential to approach this issue with empathy and understanding for all stakeholders.

The upcoming regulations aimed at enhancing safety and reducing misuse have raised concerns amongst our PWD food delivery and courier riders. Reducing speed limits for PMAs will affect delivery riders in terms of the number of orders accepted, in turn, affecting their livelihood for earnings. Has studies been done on the potential income losses for this affected group of riders? Will the Ministry consider some transitionary measures, including trade-in arrangements for non-compliant devices?

Some of our riders who use PMAs have long-term disabilities or are frail due to age or chronic illnesses. However, not all have medical letters or medical certificates to qualify for having a PMA. Some have medical letters which have expired or lapsed. In such cases, how can these riders be better supported to obtain the clearance for the use of PMAs?

Safety is a priority and gracious use of our walkways and roads are paramount. Implementation of strengthened regulations, however, must be fair and equitable for all stakeholders and our PWD riders’ interest must continue to be safeguarded.

PMA and Personal Mobility Device (PMD)

Mr Gan Thiam Poh: Madam, the number of PMAs and PMDs has increased in the last few years. One reason is the jump in the number of seemingly able-bodied persons using them for transportation, especially for food deliveries. Many of them speed along walking paths, posing a danger to all pedestrians.

In December last year, AMAP recommended lowering the speed limit of all motorised PMAs from 10 kilometres per hour to six kilometres per hour and only allowing authorised retailers to sell PMAs with a maximum device speed of no more than six kilometres per hour. The panel also asked for enforcement to be stepped up with penalties. What has been the progress of the adoption of these recommendations so far to date?

Safe Footpaths

Mr Gerald Giam Yean Song (Aljunied): Madam, footpath safety is a concern for many of my residents. Accidents often occur along footpaths due to a lack of awareness and courtesy among pedestrians, cyclists and PMD users. Some of my residents have suffered severe injuries as a result. I call on the Ministry to conduct more public safety education for all footpath users.

For instance, cyclists should be encouraged to sound their bell when they are some distance away from pedestrians to alert them of their approach and not wait until they are directly behind. Pedestrians should be educated to avoid suddenly changing direction without looking over their shoulders. Cyclists who disregard pedestrian safety should be taken to task.

By promoting a culture of mutual respect and responsibility, we can make our footpaths safer and more pleasant for everyone. This is not only a matter of convenience but also of public health and social cohesion.

Cycling Paths

Mr Ang Wei Neng: With the recent completion of new cycling paths spanning from East Coast Park to Pasir Ris Park, cyclists, especially those residing in the East, now enjoy added convenience. However, there remains a pressing need for more cycling infrastructure in the West, particularly for residents in the far-western areas like Nanyang. I, therefore, kindly request an update from MOT regarding the cycling path plan for the Western region, specifically in the Nanyang, Gek Poh and Pioneer estates, whether they have the progress of these plans.

One resident from Nanyang expressed his aspiration for a cycling path connecting his HDB void deck to Pioneer or Boon Lay MRT station, as well as to Jurong Lake Garden which was just completed last year, thereby providing seamless connectivity to the rest of the island through Park Connectors. I earnestly hope that MOT can work towards realising his dream earlier rather than later.

Singapore-Kuala Lumpur High Speed Rail

Mr Gan Thiam Poh: Madam, it has been reported that seven Malaysian and international consortia have submitted Request for Information (RFI) concept proposals for the Kuala Lumpur-Singapore high-speed rail (HSR) project; and that the Malaysian government is open to reviving the project. Would the Ministry provide an update on whether any discussions have been held with our Malaysian counterparts and what is the progress of the project to date?

Tuas Port

Mr Ang Wei Neng: I would like to declare my interest as the advisor to the Singapore Port Workers Union (SPWU). In view of the resurgence of shipping activities post-COVID-19 and with the Maritime and Port Authority of Singapore (MPA) declaring a record annual vessel arrival tonnage at the Port of Singapore last year, I would like to seek an update from MOT regarding the readiness of our ports to accommodate the rising demand. Specifically, I am keen to know if the Mega Port Development in Tuas is on schedule.

In addition, I would also like to ask what is the current workforce size at the Tuas port as of February 2024? Are there any strategies in place to enhance connectivity for the benefit of port workers?

Meanwhile, I understand that many PSA port workers rely on chartered bus services provided at PSA for transportation. However, I am concerned about the sustainability of this arrangement in the long run. Therefore, I enquire if there are plans to introduce a feeder bus service connecting Tuas port with the nearest MRT station, which is Tuas Link MRT station, to address this concern. As we continue to develop the Tuas port, it is essential to prioritise the welfare of our port workers. I look forward to receiving updates on these matters from MOT.

Developing Our Maritime Sector

Mr Melvin Yong Yik Chye: Mdm Chair, our maritime sector has been growing from strength to strength. In 2023, Singapore’s annual vessel arrival tonnage crossed the three billion gross tonnage milestone. Our container throughput also reached a new high of 39 million twenty-foot equivalent units (TEUs). What are MOT’s plans to ensure a strong pipeline of skilled workforce to support the industry’s continued growth? How does MOT plan to lower the training barriers so that our existing maritime workforce can upskill and reskill to meet the changing needs of the sector?

The continued growth in our maritime sector will be underpinned by the construction of the Tuas Mega Port, which will be the world’s largest fully automated port when it is completed. Can MOT provide an update on the development of the Tuas Mega Port? Are we on track for the target completion date?

We started Phase 1 of port operations at Tuas in September 2022. Today, we have some 800 workers working there and this is expected to double to about 1,600 workers by the end of this year. Understandably, there have been some teething transport issues, particularly in terms of public transport accessibility. In response, a working committee was set up last year to look into the transportation challenges.

Can MOT provide an update on the plans to improve public transport accessibility at Tuas Port? Can we expedite the construction of the viaduct leading to Tuas South before container traffic is expected to surge due to the operational start date of the Port Plus Hub some time in 2027, 2028? How does MOT plan to make the area around Tuas Port a better place to work so that workers will be attracted to join our maritime companies based there and help our maritime sector continue its growth story?

Green Transition in Maritime Sector

Ms Poh Li San: Mdm Chair, the maritime industry has embarked on a sustainability transformation and our decarbonisation efforts can be further accelerated. What is Singapore doing to catalyse the adoption of green maritime solutions?

The Energy Observer, the world’s first hydrogen-powered ship, docked in Singapore for a 10-day stopover in March 2022. Are there plans for subsequent phases of Tuas Port development to cater to maritime vessels using hydrogen fuel in the future? Also, how will the Government ensure the safety and supply of alternative marine fuels?

The Chairman: Mr Neil Parekh. You have two cuts, you can take them together.

Mr Neil Parekh Nimil Rajnikant (Nominated Member): Mdm Chairperson, in line with Singapore's Nationally Determined Contribution, we have set targets for our domestic harbour craft sector to achieve net zero emissions by 2050.

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To achieve this transition, from 2030, all new harbour craft operating in Singapore's port waters will be required to be fully electric, capable of using B100 biofuels, or compatible with net-zero fuels, such as hydrogen. The ports will also be adopting electrified equipment and vehicles, energy-saving infrastructure and solar energy generation to offset electricity consumption.

We are enhancing port efficiency, which can improve the sustainability of the maritime sector on top of cost savings for businesses. Even the international shipping industry has responded by exploring the use of alternative fuels, such as hydrogen, methanol and ammonia. This is shown by the growing order books for methanol and ammonia fuelled new-builds and retrofits.

May I ask MOT: how is Singapore supporting maritime businesses in adopting greener solutions and being a global player in achieving these standards? Also, what measures are being taken to develop safety standards and operational procedures and prepare the workforce to handle these new fuels safely?

Supply Chain Resilience

Recent events, such as the Russia-Ukraine conflict and United States-China geopolitical tensions have led to a reconfiguration of global supply chains. Additionally, the past few years have seen disruptions in the global supply networks with port shutdowns during the pandemic and the Houthi Attacks in the Red Sea and the droughts at the Panama Canal. Also emerging trends towards renewable energy and the economic growth of regions in Asia Pacific and in Latin America could lead to further adjustments in supply chain dynamics.

In response, many companies are shifting from efficiency towards resilience and moving away from "just in time" to "just in case", by diversifying their supply chains. In this regard, some of the strategies businesses are employing include shifting or commencing manufacturing in Southeast Asia. Our neighbours, Malaysia and Indonesia, are also attracting foreign investment for manufacturing.

While companies have also increasingly expanded their supply chain functions in Singapore, we are also seeing heightened competition from neighbours. With the robust connectivity and increased capacity at the port and airport in the future, Singapore is well-positioned to take advantage of the opportunities arising from these shifts. May I ask MOT: how can we help companies cope with disruptions and further strengthen Singapore's position as a supply chain hub?

The Chairman: Mr Saktiandi Supaat, you have three cuts. Please take them together.

Maritime Sector

Mr Saktiandi Supaat: Mdm Chair, the recent Red Sea shipping disruptions has added to ongoing disruptions in the Black Sea caused by the Ukraine war and concerns over dwindling water levels in the Panama Canal. Hundreds of container ships are re-routing from the Red Sea to go around the Cape of Good Hope at Africa's southern tip, adding around 10 to 15 days to their voyages.

At the same time, I am heartened to hear that our port received a record 3.09 billion annual gross tons in vessel arrivals and handled a record number of shipping containers in 2023. Presumably, that is not only due to our central location on these important trade routes, but also the safe and efficient operations of our port. The record vessel arrivals in 2023 has also helped us break the 2017 record for bunker sales, registering 51.82 million tons in 2023.

Yet, other indicators are also relevant if we are to serve as a "catch-up" port for ships that face delays in other parts of the world. A Statista report published in November 2023 showed that shipping vessels spent a median time of about 0.76 days in the Port of Singapore in 2022, a longer time spent within the port's vicinity compared to the previous years. How can Singapore enhance our port services to maintain the competitiveness of our port and continue facilitating the smooth functioning of supply chains amidst recent disruptions?

Job Creation in Transport Sector

The transport sector provides a wide array of jobs, from operating our aviation and maritime hubs, to powering 6.4 million daily public transport journeys, to supporting those activities up the supply chain like maintenance and repair.

As we look to add more than 50 stations to our existing 200 MRT and LRT stations by 2030, hundreds to thousands of new roles will need to be filled. The move of port operations to the new Tuas Mega Port will also require manpower. Concurrently, our ageing population and reduction in foreign worker dependency could add to the supply crunch in the workforce. This is before we even consider the growth areas of green transportation and digitalisation.

Can the Ministry share what types of jobs in the transport sector are seeing supply constraints and emerging jobs that our workers can explore in the future? How are we addressing our human capital constraints going forward, especially in the transport sector?

Aviation Sector Recovery

On the aviation sector, we heard at last year's COS that Changi Airport's passenger traffic volumes, flights and city links stood at about 80% of pre-COVID-19 levels and were expected to return to pre-pandemic levels by 2024, if not earlier. How does Changi's current air traffic volume compare to pre-COVID numbers?

I have read other reports which are less optimistic. They name several stumbling blocks for Changi, including the strong Singapore dollar that discourages inbound travel, low-cost airline Jetstar Asia's sluggish recovery and regulatory issues hindering the recovery of flight capacity on the Singapore-Jakarta route. Our head start for being the first in Asia to reopen to international travellers is slowly disappearing, as airports in Incheon, Taipei, Bangkok and Hong Kong are fast catching up.

To safeguard our aviation hub status, we must pay as much attention to quality as we do to quantity. Post-pandemic, many aviation workers are either new to the industry or have returned after a significant break. As the travel volumes at Changi recover from COVID-19 disruption, may I ask the Ministry how is the aviation workforce coping and what plans do we have to future-proof the aviation workforce?

Enhancing Our Passenger and Cargo Capacities

Ms Yeo Wan Ling: Singapore has been continuously building on its connectivity as a hub for business and trade. With the upcoming Tuas Port and Changi Airport Terminal 5, we are no doubt building capacities for the future by investing in state-of-the-art infrastructure, adopting innovative technologies and enhancing operational efficiency.

However, to fully realise the potential of our hubs, we must not forget that our workforce need upskilling and clear career progressions so that our hubs continue to be attractive and exciting to new entrants. Can the Ministry provide us with an update on the Tuas Port and Terminal 5 developments and how can Singapore prepare employees to enter the maritime and aviation sectors while smoothening the process for professionals making mid-career switches?

Changi Terminal 5

Mr Gan Thiam Poh: Madam, the construction of Changi Airport Terminal 5 was put on hold for two years due to the COVID-19 pandemic. Would MOT provide a progress update on its construction works and whether it is on track to be operational around the middle of 2030s? Would it be possible to expedite the construction process?

The Chairman: Ms Poh Li San, you have two cuts. Please take them together.

Sustainable Aviation Fuels

Ms Poh Li San: Mdm Chair, I would like to declare my interest as an employee in the aviation sector.

From 2026, travellers flying out of Singapore will need to pay a levy to support the use of greener jet fuel. MOT aims for Sustainable Aviation Fuel to constitute 1% of all jet fuel used at Changi Airport and Seletar Airport in 2026. The longer-term goal is for Sustainable Aviation Fuel to reach 3% to 5% by 2030 to help reduce Singapore's international aviation emissions by about 4%.

Singapore is the first country in the world to impose a Sustainable Aviation Fuel levy on passengers. The purchase of the fuel will be set at a fixed quantum, based on the Sustainable Aviation Fuel target and projected Sustainable Aviation Fuel price at the time of purchase.

How does the longer-term goal and the means for funding the higher cost of Sustainable Aviation Fuel adoption compare with other key aviation hubs? Is the increase in the supply of Sustainable Aviation Fuel on track to meet the 4% goal in 2030? How can the cost of Sustainable Aviation Fuels be available to Singapore be kept competitive given the increase in global demand for feedstock and biofuels?

Attracting Talents into Aviation Sector

MOT recently announced the $120 million upgrade for the Singapore Aviation Academy, which will boost its training capacity by 20% when it is completed in 2026. The Academy intends to update its courses on air traffic safety, safety and security and aviation management.

In view of the high traffic growth trajectory and the opening of Terminal 5 in the middle of 2030s, how does the Civil Aviation Authority of Singapore (CAAS) intend to recruit and train aviation professionals to support other roles, such as aeronautical and aerospace engineers for maintenance, repair, overhaul (MRO) functions, air cargo logisticians and ground handling operators? These functions are undergoing changes as more advanced technologies and new work processes are being deployed.

How is CAAS working with the Institutes of Higher Learning to ensure that the course curriculum related to aviation are updated with the latest industry standards and practices? Based on the projected number of graduates from the Institute of Technical Education (ITE), polytechnics and universities, will there be sufficient well-trained professionals for our aviation industry in the next 10 years?

The aviation industry is traditionally heavily male-dominated, with only about 20% representation by women globally, based on a recent Women Aviation International Advisory Board study. The representation in Asia Pacific and Singapore may be even lower. To tap on the other half of the talent pool, are there plans to encourage more women to join the sector and are there targeted initiatives, such as scholarships and internships, to attract and recruit more women to join the industry?

The Chairman: Minister Chee Hong Tat.

The Minister for Transport (Mr Chee Hong Tat): Chairman, I thank Members for their questions and suggestions. I also wish to thank Singaporeans for sharing valuable views and feedback during MOT's Forward Singapore (Forward SG) engagements and helping to shape our vision for Singapore's land, air and sea transport together. MOT is focusing on three areas for this year's COS: enhancing our liveability, living environment and livelihoods, by putting people at the heart of what we do.

Madam, transport is about connectivity, connecting Singapore with the world and our people and businesses with one another within Singapore. We are also preparing for future challenges, such as climate change and technological developments and to overcome our land, labour and carbon constraints. Let me start with how we are making Singapore more liveable through better connectivity and convenience for our people.

Core to this vision is our car-lite strategy, where Walk-Cycle-Ride are the main modes of transport. During the Forward SG exercise, many participants agreed this was the right direction to take in land-scarce Singapore, to meet our connectivity needs in a sustainable manner.

We have increased our Walk-Cycle-Ride mode share for peak period journeys, from 71% in 2016 to 74% in 2022, while the proportion who drove decreased from 29% to 26% over the same period. Singaporeans also shared their desire for a more inclusive and accessible public transport system, with good first-mile and last-mile infrastructure to support walking and active mobility and to prepare for an ageing society.

Our rail network is the backbone of Singapore's public transport system. Over the past decade, we have grown our rail network by 40%, with the opening of Downtown Line (DTL) and the earlier stages of TEL.

Many are looking forward to the fourth stage of TEL. The seven new TEL stations from Tanjong Rhu to Bayshore will improve connectivity and shorten travel times for residents in the east, such as those staying in Marine Parade and East Coast. Travelling from Marine Parade to Shenton Way will take 20 minutes via TEL, compared to about 40 minutes today.

TEL4 is currently going through rigorous testing to ensure system resilience and reliability before commencing operations. I am happy to announce that TEL4 will open for passenger service on 23 June this year. Commuters can enjoy free rides on TEL4 during the preview on 21 June.

Besides TEL, the North East Line (NEL) will be extended with the opening of Punggol Coast Station by end of this year. This station will provide a new link for residents in Punggol North, and enable convenient access to the Punggol Digital District and Singapore Institute of Technology Punggol campus.

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We had earlier introduced six new trains, which will reduce wait times for commuters along the entire NEL. Minister of State Low Yen Ling and her residents will also be happy to know we will open Hume station on the DTL next year.

We will bring the MRT closer to more residents over the next few years, but our task is not without challenges as many projects were delayed by the pandemic. This includes the TEL Stage 5 and Downtown Line Stage 3 extension which will link these two lines.

We have tried our best to catch up and to overcome the construction challenges of tunnelling in close proximity to existing critical infrastructure. We will open Bedok South, Sungei Bedok and Xilin Stations in 2026.

LTA will also close the loop of the Circle Line and open three new stations in 2026 – Keppel, Cantonment and Prince Edward – between the existing HarbourFront and Marina Bay stations. To facilitate integration works, we are temporarily closing one platform each at Telok Blangah and HarbourFront stations from January to May this year. When we complete the full circle, commuters can enjoy more direct routes to the city centre.

Altogether, these expansion efforts up to 2026 will add 16 stations to our rail network.

To Mr Saktiandi Supaat and Mr Gan Thiam Poh's questions, these will benefit 90,000 more households across the east, northeast and central areas, bringing us closer to our target for eight in 10 households to be within a 10-minute walk of a train station by the 2030s.

Besides connectivity, the rail network must continue to provide reliable service. Last year, we completed major renewal works on the North-South and East-West Lines. This project took more than a decade, through close partnership between LTA, SMRT, manufacturers and contractors.

The Bukit Panjang Light Rail Transit (LRT), or BPLRT, is also undergoing a major renewal programme to be completed by 2026. Renewal works are progressing well and we will be putting new trains into service. To facilitate testing of these new trains, we will implement Early Closures on Fridays and weekends from late March to June this year. BPLRT has also been running on a single-loop service during off-peak hours and weekends since 2019.

I thank residents for your understanding and patience. Starting later this month, we will gradually resume double-loop service during more time periods.

Madam, besides major renewal projects, a strong daily operations and maintenance regime is key to rail reliability. Through Government investment and the dedicated efforts of our rail operators and workers, the MRT network has maintained a Mean Kilometres-Between-Failure, or MKBF, of over one million train-kilometres since 2019. This is comparable to some of the world's best metro systems.

While reliability has improved, operators' maintenance costs have increased. Our next goal is to work closely with operators to achieve high reliability while keeping costs sustainable. This includes developing our workforce and improving productivity.

Mr Melvin Yong asked about the Rail Manpower Development Package (RMDP). Through RMDP, rail operators have worked closely with the unions to train around 3,300 workers to pick up technical skills such as data analytics and condition-based monitoring. Another 700 workers will undergo similar training this year.

I want to assure Brother Melvin Yong and our workers that building a future-ready rail workforce will remain a priority. From 2024 to 2028, the Government will provide a Rail Reliability and Performance Incentive to the operators to incentivise them to keep up rail reliability standards, invest in workers and improve manpower productivity.

Mr Saktiandi Supaat asked how we will keep public transport affordable. We have explained this previously. Let me recap the key points.

The Government currently provides over $2 billion of subsidies for public transport every year. To keep fares affordable for commuters, the Public Transport Council did not grant the maximum allowable fare increase in the past two years. So, the Government provided additional subsidies of about $200 million and $300 million in 2023 and 2024 respectively.

Two million commuters, including seniors, students and workfare recipients, enjoy concession fares. We also provide public transport vouchers to help lower-income households.

Through these measures, we have kept public transport affordable for Singaporeans. Among lower-income households, spending on public transport as a proportion of household income has reduced from 3.1% in 2013 to 2.4% in 2022.

Keeping fares affordable without overburdening taxpayers requires us to optimise our resources. In some cases, this means redeploying buses and bus captains from trunk routes running parallel to new MRT lines, which have experienced substantial drops in ridership, to new feeder services for residents in new estates.

We will continue to balance evolving transport needs across different estates to serve more commuters while being financially prudent and keeping overall costs sustainable.

To complement our rail and bus network, we will make it more convenient to walk or cycle to transport nodes. As announced at this year's Budget, the Government will invest $3.5 billion in Age Well SG.

This includes $1 billion over the next decade to improve first-mile and last-mile connectivity in our neighbourhoods by expanding the Friendly Streets initiative and enhancing commuter infrastructure for residents. Senior Minister of State Amy Khor will elaborate on this.

We also want to promote safe usage of footpaths, which will become more important with an ageing population. We accept the recommendations from AMAP on the use of PMAs.

The panel had recommended certifying those who want to use mobility scooters, reducing the speed limit from 10 kilometres per hour to six kilometres per hour and imposing size limits for PMAs on paths.

Madam, I agree with AMAP's recommendations because they will help to enhance safety. There are trade-offs involved and we expect pushback from some PMA users, but we must be clear that between ensuring safety for residents and providing convenience for PMA users, safety must come first.

The Straits Times had an article on PMAs over the weekend. It quoted the views of pedestrians, including seniors and also PMA retailers. Many agree that a lower speed limit will make it much safer for the community. This is also the feedback that AMAP received from its focus group discussions and I believe many hon Members in this House would have heard similar views from our residents.

Demand for PMAs will increase as our population ages. This is why we must take action now so that we can give users and retailers sufficient time to adjust. Senior Parliamentary Secretary Baey Yam Keng will elaborate further.

Many Members have spoken on this matter – Mr Gan Thiam Poh, Mr Gerald Giam, Mr Lim Biow Chuan, Ms Poh Li San, Mr Dennis Tan and Ms Yeo Wan Ling. I am glad that Members from both sides of the House agree with our position that safety must come first and that enforcement is important to complement the engagement and education efforts.

Public paths are used by many pedestrians, including seniors and young children. Cyclists and PMA users should be considerate, slow down and give way to pedestrians. It is not right to jeopardise public safety for personal convenience. Safety must come first.

The large majority of cyclists and PMA users do pay attention to safety and I thank them for doing their part. For the minority who endanger the safety of other path users, we will take enforcement action against them. Those who ride recklessly on paths can be fined up to $10,000 and/or imprisoned for up to 12 months.

I would like to express my appreciation to our enforcement officers, or "path protectors", for their hard work to engage and educate path users and to enforce against errant individuals. Your job is not easy, but it is an important mission to protect the safety of all path users. So, please continue to do it well, without fear or favour. We will support you and we will back you up.

Madam, complementing trains and buses is point-to-point transport, which includes street-hail taxis and ride-hail services. These provide the convenience of direct journeys for commuters who do not own cars. Senior Minister of State Amy Khor will provide an update in her speech, including how we are making taxis more viable to improve street-hail services for commuters such as our seniors.

On private vehicles, Mr Saktiandi asked if introducing distance-based charging would allow us to increase total vehicle population by a certain percentage, while still achieving our car-lite vision. Some commentators have made similar suggestions.

This idea is not new. In 2002, the Economic Review Committee recommended, "a gradual lowering of car ownership taxes accompanied by an increase in COE supply and shifting towards a better balance between ownership charges and usage charges".

With the ERP system in place in 1998, vehicle ownership taxes were reduced during the 2000s. In 2002 and 2003, the Government released an additional 5,000 Category E (Cat E) COEs on top of the allowable vehicle growth rate, or VGR. However, it is not feasible to only rely on usage-based charges to prevent traffic congestion as these would have to be set at very high rates, which might not be acceptable to many car owners.

Usage-based charges need to work in tandem with ownership controls and other measures like parking charges to achieve a more balanced and sustainable outcome for all stakeholders, while ensuring smooth traffic on our roads.

Mdm Chair, MOT is open to reviewing the idea of having a one-off increase in our total vehicle population spread over a few years, which is accompanied by higher usage-based charges to prevent traffic congestion.

This includes location- and time-based charges like our current ERP system, as well as the possibility of having distance-based charging in future, which some commentators have suggested. But I hope Members recognise that the trade-offs are not straightforward and need to be studied carefully before a decision is made. For example, some stakeholders such as taxi, PHC and delivery drivers will likely pay higher usage-based charges as they drive longer distances. We will need to examine the impact on these groups, though usage-based charging is in principle a fair approach.

Let me turn to our living environment. As we expand our transport network, we must continue to reduce the carbon footprint so that our transport system becomes more sustainable.

There are some no-regrets initiatives that reduce both emissions and costs. These we will pursue. However, other measures require us to balance our climate goals with cost and competitiveness considerations while we move in tandem with global developments.

We launched the Sustainable Air Hub Blueprint at the Changi Aviation Summit last month, an important step in our journey to achieve net-zero emissions by 2050. MOT announced a target of 1% Sustainable Aviation Fuels uplift in Singapore from 2026. Our goal is to raise the Sustainable Aviation Fuel target beyond 1% in 2026 to between 3% and 5% by 2030, subject to global developments and the wider availability and adoption of Sustainable Aviation Fuel.

As Ms Poh Li San noted, our approach differs from the volumetric mandates imposed in Europe, or the incentives-based approach in the United States. What we collect with our Sustainable Aviation Fuel levy from 2026 will be used to centrally procure Sustainable Aviation Fuel on behalf of airlines operating at Changi Airport.

This provides cost certainty to airlines and passengers when there is volatility in Sustainable Aviation Fuel prices and ensures a level playing field for all airlines operating out of Singapore. Importantly, we hope it will encourage fuel producers to invest further in Sustainable Aviation Fuel production facilities in Singapore and the region.

For maritime, we will introduce a new sustainability pillar under the Maritime Cluster Fund to catalyse first-mover adoption of sustainable solutions. MPA will set aside $15 million till 2030 to co-fund qualifying costs for adopting pre-approved sustainability solutions. Small and medium enterprises (SMEs) can receive 50% co-funding, while non-SMEs can receive 30% co-funding, up to $30,000 per solution.

In his Budget speech, Deputy Prime Minister Wong announced two other schemes to support sustainability initiatives in the maritime sector.

First, maritime companies can tap on the Energy Efficiency Grant by end-2024, which will provide two tiers of support for energy-efficient equipment. Under the base tier, they can receive up to 70% co-funding for pre-approved energy efficient domestic port and harbour craft equipment until March 2026. Across both tiers, they can receive up to $350,000 per company.

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Second, from April 2024, harbour craft owners and operators may apply for loans through the Enterprise Financing Scheme – Green. This provides enhanced risk-share of 70% for loans by participating financial institutions for green solutions.

On Ms Poh Li San’s question on green maritime solutions, we are preparing Singapore for a multi-fuel future that will include hydrogen and its carriers like ammonia and methanol. MPA successfully conducted the world’s first ship-to-containership methanol bunkering operation last year. We are developing a national standard on methanol bunkering to support commercial-scale operations.

Last December, MPA issued an expression of interest (EOI) for interested parties to submit proposals for the supply of methanol as a marine bunker fuel in Singapore. The Energy Market Authority (EMA) and MPA have shortlisted six consortiums whose proposals will be further developed to provide low- or zero-carbon ammonia solutions for power generation and bunkering on Jurong Island. As the world’s leading bunkering port, these are crucial steps to prepare Singapore for the transition to cleaner maritime fuels.

Madam, I spoke earlier on enhancing Walk-Cycle-Ride as a key pillar of greening our land transport sector. The other is electrification of our vehicle fleet.

Ms Poh Li San asked about the take-up of cleaner-energy vehicles. In 2023, more than 18% of new cars registered were EVs. This is a 50% increase from 2022. Hybrid car sales have increased from 39% in 2022 to 47% in 2023. So, together, nearly two-thirds of cars registered in 2023 were cleaner-energy models.

In the first two months of this year, 30% of cars registered were EVs and almost 50% were hybrids. So, altogether, about 80% of new cars are now cleaner-energy vehicles.

The efforts to expand our charging network in HDB car parks are key to support a growing EV population. Over one in three HDB car parks are now equipped with EV chargers. By end of 2025, every HDB car park will be equipped with EV chargers. These will support overnight slow charging, which remains the main strategy for our charging network. This is adequate for most drivers.

However, as Mr Ang Wei Neng and Mr Lim Biow Chuan noted, high mileage fleet vehicles, such as taxis, private hire vehicles or light goods vehicles, often need a mid-day top-up. They require high-powered fast chargers, which are now mostly located at commercial spaces such as shopping malls. But these are not the usual rest spots for many fleet drivers.

The Government will kickstart the deployment of fast chargers at HDB town centres and JTC’s premises, which are frequented by fleet drivers during their breaks and also close to amenities such as hawker centres and coffee shops. We recently launched the first fast charging points at Toa Payoh HDB Hub and Oasis Terraces in Punggol in January, and will deploy fast chargers at Boon Lay, Redhill, Kallang Bahru, Tampines, Woodlands and other areas. 54. In total, there will be 120 fast chargers installed at about 60 carparks under this initiative.

Finally, let me speak about how the transport sector improves the livelihoods of our people.

Our aviation and maritime sectors are important sources of good jobs for Singaporeans. They are also key enablers for many other sectors in our economy, including manufacturing, finance and tourism. Asia Pacific is projected to be the fastest growing region for air travel over the next two decades. Changi is well-placed to ride on this growth.

We reopened the expanded Terminal 2 in November last year. This increased Changi’s annual capacity to 90 million passengers across all four terminals. We are on track to break ground on Terminal 5’s construction next year. When completed in the mid-2030s, T5 will add another 50 million passengers to Changi’s annual capacity and further strengthen Singapore’s aviation connectivity.

Works have also resumed on the Changi East Industrial Zone, to be completed in the mid-2030s. This will double Singapore’s air cargo handling capacity from about three million tonnes per annum today to more than five million tonnes per annum.

Our seaport also broke several records last year. Annual vessel arrival tonnage crossed three billion Gross Tonnage, and Singapore’s container throughput reached 39 million 20-foot equivalent units. We are currently the second-largest container port in the world and the world’s largest transshipment hub port.

Our maritime sector’s growth has remained robust going into 2024. In January, our Singapore Registry of Ships surpassed 100 million Gross Tonnage for the first time and our container volumes have further increased compared to the strong performance in 2023.

Tuas Port now has eight berths. We can look forward to three additional berths commencing operations at Tuas Port by end-2024. There are currently 800 workers at Tuas Port, and as pointed out by several Members, this number will grow as operations ramp up.

Mr Ang Wei Neng and Mr Melvin Yong asked about connectivity for our workers to Tuas Port. Madam, this work is ongoing and we have been making progress. We will continue to work closely with our tripartite partners and Government agencies to improve the transport options for our workers. For example, we have improved road conditions in Tuas, and extended the operating hours of Bus Service 248M. For the Tuas Road Viaduct, LTA will expedite the construction timeline and we will manage traffic demand during the construction.

Beyond increasing our capacity, we need to preserve our trusted position as global aviation and maritime hubs, as companies respond to shifts in international supply chains and trade networks. Mr Neil Parekh spoke about this earlier.

Given our trusted reputation and strong connectivity, Singapore is well-placed to capture opportunities arising from these trends. MOT is working with other Government agencies and industry partners to further strengthen Singapore’s position as a node for international trade and as a leading global supply chain hub. This will be a priority for our Ministry over the next few years.

Through regular engagements with industry, we have identified collaboration opportunities to optimise inter-modal connectivity through our seaport and airport.

Just to give one example. Currently, the time taken for an air-sea inter-modal transshipment may exceed five days. There are two main reasons for this. First, logistics providers face uncertainty in the arrival and departure times, and to be prudent, they factor in buffer periods between arrival and departure of goods. Second, for smaller logistics providers, especially our SMEs, booking of flights and preparation of permits are still largely manual and last-minute changes in vessel or flight schedules, especially in the current environment, will add to the duration.

Madam, we want to at least halve the dwell time. I have told my colleagues that our stretched target is to enable the goods to depart Singapore on a connecting flight or vessel within 24 hours of its arrival. If we can do that, it will reduce time and cost for logistic providers and their customers, and importantly, we allow Singapore to differentiate ourselves from the competition as a trusted and efficient multi-modal logistics hub. We do what other people cannot do.

I am pleased to announce that DB Schenker, PSA, Cargo Community Network, SATS, Singapore Airlines Cargo and the Singapore Aircargo Agents Association have decided to come together to form an Alliance for Action (AfA), together with MOT, to co-develop solutions that can overcome the current bottlenecks and achieve our shared targets. There are many entities involved because there are many moving parts in these operations. But that is also why we need to bring them all together and work closely. And that is one of our strengths in Singapore – the ability to work beyond Government; with our industry, with our unions, through the AfA, and to deliver results and get things done.

We will also continue to engage industry players to identify more collaboration opportunities to review our rules and enhance our processes, which can support new business models and innovations.

Next, we will lower barriers for workers to upskill, reskill and transition to new roles into and within our transport sectors. Mr Melvin Yong spoke about this earlier. We expect demand for aviation professionals to increase steadily given the growth in air traffic and opening of Terminal 5.

To Ms Poh Li San’s question on our recruitment and training plans, we have intensified our talent attraction efforts, showcasing the variety of exciting careers available at the OneAviation Careers Fair and roadshows. Last year, we launched the Work-Study Diploma in Customer Experience Management in Aviation, adding to the 1,800 graduates from our aviation and aerospace-related programmes every year. Aviation employers like SATS and dnata continue expand their targeted intake of ITE Work-Study Diploma students to 90 this year, which is more than double that of 2023.

Ms Poh asked about the plans to encourage more women to join the industry. Madam, there are many talented women in the aviation industry, including Ms Poh, and they are handling important roles across fields like engineering, customer service and air traffic control. In fact, about 40% of our 500 air traffic controllers are women. CAAS will continue to work with partners such as the Women in Aviation Singapore Chapter to encourage more ladies to join the sector.

Ms Yeo Wan Ling and Mr Melvin Yong asked how we ensure a strong pipeline of skilled maritime workers. Our Career Conversion Programme lowers barriers for employees seeking to move to new or enhanced roles by equipping them with new skills, as their companies undergo business transformation. The programme was expanded to cover functions in the maritime digitalisation, decarbonisation and cybersecurity spaces. It has also been enhanced to allow 100% on-the-job training, based on industry partners’ and employees’ feedback.

Beyond recruitment, we are working with our tripartite partners to develop our workers’ capabilities and skillsets to seize new opportunities. For maritime, the Tripartite Advisory Panel, convened by the Singapore Maritime Foundation (SMF) and supported by MPA, has completed its year-long review with industry partners and IHLs to prepare Maritime Singapore’s workforce to upskill and transform alongside industry developments. A key success factor will be our strong tripartite process to identify skills relevant for employers and employees and develop courses providing workers with these in-demand skills. And this is important to achieve a win-win post-training outcome for employers and workers. MPA and SMF have established a Joint Office for Talent and Skills to drive this effort.

To Mr Neil Parekh’s question, as we press on with maritime decarbonisation and digitalisation, we must equip workers with skills to work efficiently and safely onboard vessels powered by green fuels. MPA will work closely with our tripartite partners to provide the training infrastructure.

Singapore can also play a part in training the international maritime community in selected key capabilities, to grow the maritime ecosystem of talent, ideas and companies here.

For aviation, we launched the Air Transport Industry Transformation Map 2025 last year. CAAS, in partnership with Workforce Singapore, has launched a year-long sector-wide manpower study to plan for the future of the aviation workforce. CAAS is working with the IHLs to incorporate emerging areas such as automation, artificial intelligence and sustainability into their courses. We are expanding the adoption of automation and assistive tools for workers at scale across the airport, making jobs more age-friendly and reducing barriers to entry. And we hope this can help us to attract and retain more workers.

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Next, we recognise that business costs have increased due to global inflation and a tightening labour market. We have been reviewing our rules and processes to help businesses reduce avoidable costs and save time. Members may recall I shared some cost-saving measures for businesses during the Ministry of Finance's Committee of Supply last week, and also during the Singapore Maritime New Year event earlier this year.

I believe it is important for Government agencies to be pro-business and to continually improve our rules and processes, to help our businesses innovate new ideas, and enable them to save time, save money and save effort. It also provides useful opportunities for the public, private and people sectors to work in partnership and to tackle challenges together, which is what we want to encourage under Forward SG.

Coming back to supply chain connectivity, we will streamline land transshipment procedures so that instead of two permits – one for import and one for export – companies transshipping goods via land checkpoints will only require one permit. This will be implemented in the first quarter of 2025 because we need to make system changes and legislative amendments. It will help companies to save cost and save time. Aggregated across the industry, we estimate potential savings of up to $2 million per year. There will be even higher savings if the volume of goods transshipped via our land checkpoints increases in future.

Additionally, we are allowing Malaysian trucks and drivers that meet relevant safety, security and operational requirements to directly access our container terminals to handle cross-border containers. So, there is no need for double-handling. PSA commenced a pilot with one company last year and has now expanded it to all eligible companies. More than 300 containers have been handled under this arrangement so far and I expect the volume to grow over time. It has helped to reduce manpower and business costs for logistics companies, which they can then pass on as savings for their customers.

At our seaport, Singapore rolled out Phase 2 of digitalPort@SG last year. This includes a Just-In-Time Planning and Coordination Platform, which provides incoming vessels with their estimated time of berthing, allowing them to route their journeys more efficiently and save on fuel costs and time. Marine services providers can optimise their resources to minimise waiting times for customers. Again, we want to do something that will differentiate us from other ports and this is one potential area. Through the use of technology, through the use of data sharing amongst the ecosystem, we are able to do this. In many other ports, they may find difficulty in implementing something like this.

We are also going to complete the 5G coverage in our port waters by mid-2025 and this will allow more seamless provision of marine services. All of these can help our vessels to come to Singapore to “catch up” on delays and if they experience some route disruptions elsewhere, they will turn to Singapore as a trusted, reliable hub.

Madam, we envision a home, our home, where Singaporeans enjoy a range of accessible, reliable and affordable transport options in a very liveable city; where we are proud of our clean and green living environment; and where our businesses create good jobs that improve the livelihoods of our people. Singapore has some key strengths that allow us to achieve these aspirations: our ability to plan long-term and prepare ahead of time; our strong tripartite partnership with industry and unions that has been built on a high degree of trust over the years; and our openness to investment, to ideas, to talent from around the world to complement our Singapore core. Together, I am confident that we can chart a brighter future for Singapore and all Singaporeans for many years to come. [Applause.]

The Chairman: Senior Minister of State Dr Amy Khor.

The Senior Minister of State for Transport (Dr Amy Khor Lean Suan): Chairman, let me share how we will build a more inclusive and friendly transport system, for a more liveable and sustainable city. As the Minister earlier announced, we will set aside $1 billion of additional funding to expand the Friendly Streets initiative and build more commuter infrastructure. Let me elaborate.

At last year’s COS, I announced the Friendly Streets initiative to make walking in our neighbourhoods safer and more comfortable, and roads more pedestrian friendly. Ms Yeo Wan Ling asked about the progress of this initiative. We began with five pilots, developing the Friendly Streets features with localised task forces comprising grassroots leaders and agencies to address needs on the ground. Works have already started at Bukit Batok West, Ang Mo Kio and Tampines, and will start at Toa Payoh and West Coast in the first half of this year. Residents will benefit from traffic-calming features, such as road humps, and inclusive features, such as barrier-free crossings and upgraded bus stops. Having sat in the taskforce meetings, I am heartened by the passion of stakeholders to create safer and more inclusive roads.

We will expand the Friendly Streets initiative to all HDB towns by 2030, as well as to private estates with high-activity areas and key amenities nearby. Starting this year, we will begin engagements on 10 more Friendly Streets in Bedok, Buangkok, Bukit Panjang, Choa Chu Kang, Jurong East, Pek Kio, Punggol, Holland/Buona Vista, Sembawang and Tiong Bahru/Havelock. These locations have a higher proportion of seniors or young families. We will work closely with the community to implement features to meet residents’ needs. For example, the upcoming Friendly Street in Sembawang will provide young families in the area a safer and more comfortable walk between the MRT station, bus interchange and Bukit Canberra Community Club.

Next, in support of Age Well SG and Healthier SG, we will do even more to support walking as the first and last mile mode of commuting. Ms Poh Li San will be glad to know that we will enhance our commuter infrastructure over the next decade: first, by building more covered linkways; second, by upgrading more bus stops with senior-friendly features; and third, by retrofitting more pedestrian overhead bridges (POBs) with lifts. Besides helping seniors stay socially connected and active, these will create more comfortable commutes for all.

Today, we have around 285 kilometers of covered linkways built by LTA connecting major transport nodes to key amenities within a 400-metre radius. Mr Ang Wei Neng will be glad to know that we will now expand this parameter, to also build covered linkways to connect MRT stations to more Friendly Streets that are largely within an 800-metre radius, and also to some key amenities nearby. LTA will conduct site studies to identify suitable locations for these covered linkways, including evaluating the many requests for covered linkways, such as Mr Faisal Manap's.

We will also upgrade more bus stops to better accommodate seniors and those with mobility challenges. Under LTA’s Bus Stop Infrastructure Enhancement Programme, we have upgraded 255 bus stops to be barrier-free and senior-friendly, and expect to upgrade another 105 bus stops by 2025. We will go further to make even more bus stops senior-friendly, especially those near healthcare institutions or in areas with many seniors. These bus stops will have more seats with arm and back rests, rain screens and wheelchair-friendly waiting areas.

Since 2013, we have also retrofitted 87 existing POBs with lifts, where at-grade crossings are unfeasible. To manage the high costs of retrofitting works, we prioritised those near major transport nodes and healthcare institutions. Going forward, we will expand our coverage to retrofit more POBs at areas with many seniors.

In addition, we will continue with road repurposing to prioritise road space for pedestrians and cyclists. So far, we have completed four road repurposing projects at Havelock Road, the Civic District, Kampung Admiralty and Tiong Bahru. In end-2023, we started works to pedestrianise Choa Chu Kang Terrace and Yung Sheng Road.

We will embark on two new road repurposing projects at Zion Road and Sims Place in 2024. Along Zion Road, we will widen footpaths and create a new cycling path by repurposing up to two of six road lanes, to improve the walking and cycling experience. We will also expand the bus shelter and provide sheltered connectivity towards Zion Riverside Food Centre. Stakeholders we engaged have welcomed the proposals. Along Sims Place, we will repurpose two of four road lanes to widen the footpath and create a cycling path, and construct a high covered linkway to provide shelter to amenities such as Sims Vista Market and Food Centre.

Ms Joan Pereira and Mr Lim Biow Chuan spoke on the importance of road safety. Indeed, this is one of the reasons why we introduced Friendly Streets. We have also taken active steps to enhance road safety over the years, such as by improving the design of roads and raising road safety awareness. LTA and the Traffic Police work closely with schools, the community and the Singapore Road Safety Council to engage all road users. LTA also regularly reviews traffic accident data to identify roads where we may need to put in additional safety measures such as traffic calming measures and pedestrian crossings.

[Mr Speaker in the Chair]

Taken together, our efforts to expand Friendly Streets, build more commuter infrastructure and repurpose roads will make the first and last mile of our journeys safer and friendlier, for a more inclusive commute. But most importantly, we agree with Ms Pereira – everyone has an important part to play in ensuring road safety. The Government cannot do this alone.

Next, on point-to-point (P2P) transport. Ms Yeo Wan Ling asked about the P2P sector review announced in September last year. MOT and LTA have been engaging relevant stakeholders on how we can enhance the availability, reliability, and inclusivity of P2P services. This will especially benefit our seniors, persons with disabilities and families with young children.

The P2P landscape has evolved, with private hire cars and ride-hail services becoming more common. Between 2020 and 2023, the proportion of street-hail rides, where commuters flag a taxi along the street or at a taxi stand, declined from 23% to 12%. Over the same period, the number of taxis also declined from 15,800 to 13,600. Despite this shift, taxis and street-hail services continue to play an important role, particularly for certain commuter segments and in certain locations.

First, taxis are an important supply of rides, especially late at night when it is often more difficult to secure a PHC. Second, taxis are important in serving commuters who may be less familiar with ride-hailing apps and prefer to flag down taxis, such as our seniors. And third, taxis are often critical in locations such as airports and ferry terminals, to serve both locals and tourists. As Minister earlier announced, we will introduce measures to facilitate a stable supply of street-hail services and taxis.

Currently, taxis incur higher operating costs as they are subject to more stringent regulations compared to PHCs. For instance, taxis have a statutory lifespan of eight years and must undergo more frequent inspections due to higher mileage. Taxi operators must also meet certain service standards, such as maintaining a call-booking system. We will update the regulatory regime to reduce the operating costs of taxis and rationalise the inspection regimes for taxis and PHCs.

First, we will extend the statutory lifespan of taxis to 10 years, up from the current eight years. We can do this as our taxi fleet is highly roadworthy. In 2023, taxis have a first inspection passing rate (FIPR) of 99.5%, well above the 98% passing standard for taxi operators. Extending the statutory lifespan will allow taxi operators to spread the vehicle cost over a longer period of time. LTA will work with taxi operators to ensure that cost savings are passed to the drivers.

Second, for taxis less than three years old, we will reduce inspection frequency from once every six months to once a year, to reduce the downtime. These newer taxis are very well maintained, with an FIPR of 99.8% in 2023.

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Third, for PHCs that are more than 10 years old, we will increase inspection frequency to half-yearly, up from yearly currently. In 2023, among PHCs aged above 10 years old, the FIPR was 84.5%. The higher inspection frequency will ensure that older PHCs are roadworthy to serve commuters.

Fourth, we will gradually remove the call-booking requirement for smaller taxi operators, given the high cost relative to the low utilisation rate. We are mindful that a small segment of commuters, comprising about 1% of P2P trips, still rely on this service. Hence, ComfortDelGro, which currently fulfils more than 99% of call-booking trips, will continue to offer this service.

Another important way to ensure the supply of taxis is to maintain the pool of Taxi Driver's Vocational Licence (TDVL) holders, as they can choose to drive either taxis or PHCs. In our engagements, drivers gave feedback that they found it easier to obtain a PHC Driver's Vocational Licence. To encourage more prospective P2P drivers to take up the TDVL, we will streamline the curriculum to reduce effort and cost to obtain a licence.

Even as we improve supply, we recognise that more commuters and drivers have come to rely on P2P operators for their commutes and livelihoods. To minimise the impact on commuters and drivers due to service disruptions or operators exiting the market, we will introduce two new sets of measures.

First, we will introduce baseline standards for operational disruptions. We will require operators to inform LTA, commuters and drivers upon confirmation of any systemic incident that could impair P2P services within an hour. They will also be required to submit an incident report outlining measures taken to resolve the incident. Further, ride-hail operators will need to develop and regularly review their contingency plans to mitigate future incidents.

Second, we will double the notification period for P2P operators that intend to exit the market. P2P operators will have to provide an exit plan to LTA at least 120 days before surrendering their licence, up from the current 60 days. In addition, operators will need to inform the public at least 60 days prior to their licence surrender date. This will provide sufficient time for commuters and drivers to cash out their electronic wallets and transit to other platforms.

We are also working on how ride-hail services can better cater to the needs of wheelchair users and families with young children.

Currently, all taxis are able to fit a foldable wheelchair. They are also exempt from child seat requirements so that families with young children can street-hail a taxi. As PHCs are always pre-booked, commuters can indicate their needs in advance. Hence, PHCs are not required to be able to accommodate a wheelchair and are not exempted from child seat requirements. This sometimes causes friction and inconvenience between wheelchair users or families with the matched PHC drivers.

We will work with ride-hail operators to make it easy for commuters to indicate that they have a foldable wheelchair or require a child seat when booking a trip. Currently, not all ride-hail apps provide these options upfront and commuters have to make a separate request which might be missed.

We will also require ride-hail apps to indicate if a matched vehicle can accommodate a foldable wheelchair or carries a child seat. This will apply to all bookings, so that commuters with such needs are alerted, and can cancel and rebook an appropriate vehicle if they forget to request for one. If in spite of these measures, PHCs with insufficient boot space or no child seat are matched to commuters with such needs, operators will allow drivers to cancel the booking without penalising them.

Taken together, these measures will benefit both commuters and drivers. For commuters, it will be easier to indicate their needs and rebook an appropriate vehicle if wrongly matched. Drivers will be allowed to cancel a booking without incurring a penalty if the commuter had omitted to indicate their needs or booked the wrong service. This helps to avoid misunderstanding and inconvenience to both drivers and commuters. The changes will be implemented towards the end of this year, as part of operators' licence renewal. We will also monitor the matching rate for such commuters and the availability of PHCs that meet their needs.

Our work does not end here. The P2P sector will continue to complement public transport. We have heard other feedback relating to the longer-term stability of P2P supply, including the suggestion for a separate COE category for PHCs from Mr Gan Thiam Poh and other Members of this House. While this is possible, there are trade-offs that need to be studied carefully.

We will address this and other concerns in the next phase of the P2P review later this year. For example, we intend to work with ride-hail operators to make their apps more senior-friendly and explore providing pick-up points that both taxis and PHCs can use. Finally, we will look at whether operators with larger market share should be subjected to higher regulatory standards, to continue safeguarding the interests of commuters and drivers.

Mr Ang Wei Neng, Mr Lim Biow Chuan, Ms Poh Li San and Ms Yeo Wan Ling asked for updates on EVs. Minister had earlier shared our good progress in EV adoption and charging availability. As EV users increase, we must shape a gracious EV culture early, by fostering good charging and parking practices. On this, I had a fruitful discussion in January with EV drivers, EV charging operators (EVCOs) as well as carpark owners. Concerns were raised on the misuse of EV charging lots by non-EVs and the hogging of lots.

Carpark owners and EVCOs have taken steps to address these concerns. For example, at public carparks, parking a non-EV in an EV lot is an offence which incurs a penalty of $70. Some EVCOs have started to notify users when their vehicles are fully charged and another vehicle is waiting and impose idle fees for lot hogging after charging.

Several interesting issues and suggestions were raised, such as allowing drivers to reserve charging lots in advance. Many also agreed that drivers should not be expected to shift their vehicles for overnight charging.

Stakeholders felt that more public education would encourage drivers and the motor industry to switch to EVs. This includes educating users that charging an EV beyond 80% becomes less efficient and that users can charge EVs based around their daily schedules, at their workplace and homes.

LTA will collate and share these insights as educational materials later this year, to enhance general knowledge of EVs and instill good EV charging behaviour. We will work with the industry to review other suggestions to enhance the EV experience. Chairman, in Mandarin, please.

(In Mandarin): [Please refer to Vernacular Speech.] MOT will set aside $1 billion to expand the Friendly Streets initiative and build more commuter infrastructure. Riding on the support by residents, we will expand the Friendly Streets initiative to all towns by 2030, to make walking journeys in our neighbourhoods safer and more comfortable and the roads more pedestrian-friendly.

In the next phase, we will begin planning for 10 more Friendly Streets, with engagements starting this year. In addition, we will also enhance our commuter infrastructure in three ways over the next decade by building more covered linkways, upgrading more bus stops with senior-friendly features and retrofitting more pedestrian overhead bridges with lifts. This will make commuting safer, more convenient and comfortable for everyone, especially the seniors, persons with disabilities and families with young children.

Apart from infrastructural enhancements, we also conducted a review of the P2P sector. During our engagements for the P2P review, we noticed that more commuters now prefer ride-hail services. However, street-hail services and taxis remain crucial in meeting the needs of commuters, such as seniors who may be less familiar with using ride-hailing apps or those who prefer to flag down taxis.

Hence, to improve the viability of street-hail services and taxis, we will be introducing some measures to reduce the operating cost. These include extending the statutory lifespan of taxis and reducing the frequency of inspection of newer taxis. To taxi drivers, we will work closely with taxi operators to pass on the cost savings to you. To commuters, we hope that the suite of measures announced today will serve to ensure a stable supply of taxi service for you so as to enhance the commuting experience for everyone.

(In English): Chairman, in conclusion, we will continue to work towards our goal of a more inclusive and friendly transport system by transforming our streets, improving P2P services and fostering responsible EV charging behaviour. [Applause.]

The Chairman: Senior Parliamentary Secretary Baey.

The Senior Parliamentary Secretary to the Minister for Transport (Mr Baey Yam Keng): Chairman, one of our key focuses this year is to enhance liveability through our transport system. We do this by balancing multiple considerations, such as connectivity, safety, inclusivity, while also promoting gracious behaviour.

To enhance connectivity, we are pressing on with the expansion of our cycling path network. We are on track to meet our target of 1,300 kilometres of cycling paths by 2030. LTA will construct cycling paths in 23 towns and estates island-wide this year. Mr Ang Wei Neng will be pleased to know that this will include estates in Jurong West. With that, all 27 HDB towns and estates will have cycling paths by the end of this year.

While we are expanding our cycling paths island-wide, it is not possible to build dedicated paths for different users everywhere given our limited land. We would often need to share paths. When doing so, the safety of all path users is critical. Where necessary, we will step up our public education efforts, tighten our regulations and carry out appropriate enforcement.

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Mr Gerald Giam may wish to know that we take a multi-pronged approach to shape desirable behaviours and norms among all path users. One is through targeted efforts, such as the Path Safety Programme for schools, and wider public education campaigns, like the Move Happy Graciousness Campaign.

We also work with stakeholders, such as the Singapore Road Safety Council, or SRSC, and the Traffic Police, to educate Singaporeans on path and road safety tips through posters, events and social media. The Chairman of SRSC, the Chief Executive of LTA and the Traffic Police Commander are also members of AMAP. On the ground, our Active Mobility Enforcement Officers and volunteer Active Mobility Community Ambassadors also reach out to path users and the community to promote gracious behaviour.

Mr Lim Biow Chuan, Mr Dennis Tan and other MPs had asked about regulations on the use of PMAs. As earlier mentioned by the Minister, the Government accepts AMAP's recommendations on PMA regulations. They were put up after careful consideration and in consultation with various stakeholders. In arriving at this decision, the Government's key consideration is to ensure that users with genuine needs for PMAs continue to be able to use them while ensuring the safety of all path users.

We had engaged key stakeholders, including the National Delivery Champions Association, food delivery platforms, PMA retailers and social service agencies working with seniors and persons with disabilities, or PwDs. Various members of the public have also written in to share their views and concerns. We would like to thank all stakeholders for their feedback.

Generally, stakeholders understood the intent of AMAP's recommendations and supported them. Nonetheless, there were some concerns raised and these have been invaluable in our assessment of AMAP's recommendations. They will also help us better implement them. I will address these concerns later in my speech.

Let me first assure Ms Poh Li San that we are targeting for these regulations to only come into effect around 2025, after amendments are made to the Active Mobility Act. This will give affected retailers and users at least one full year from today to make transitory arrangements.

In fact, we had first announced that AMAP was reviewing the PMA regulations back in 2022. AMAP completed its review and published its recommendations in December 2023. We will announce the specific implementation timelines later, but let me assure Members that ensuring a smooth transition is a key priority.

Our footpaths today are mainly used by pedestrians, with the exception of some wheeled devices, such as bicycles and PMAs. And among these, PMAs are the only motorised devices allowed, and they are typically larger and can even be more than five times heavier than bicycles. We allow them to access more locations, such as void decks and lifts, as we know that they are used by those who are less mobile. In this context, there is a need to ensure that PMAs are used by those who really need them and in a safe and responsible manner. This is what our regulations aim to achieve.

First, the speed limit of all PMAs will be lowered from 10 kilometres per hour (km/h) to six km/h. Some have shared that this may be too slow. For some perspective, 10 km/h is running speed, whereas our typical walking speed is between four and six km/h. Six km/h is a brisk walking speed, that is definitely not an average walking speed, as mentioned by Mr Dennis Tan. It is a speed that even some able-bodied people may not be able to sustain for an extended period.

We understand that many existing PMAs have a speed limit of 10 km/h. There is no need for existing users to stop using or replace their current devices; they just need to ride no faster than six km/h. When they next replace their PMA, the new device should have a speed limit of six km/h.

Meanwhile, there are various ways for users to gauge their speeds and ensure they are within the limits. They can use free mobile applications or get a speedometer for less than S$10. More simply, if you find yourself riding faster than those walking around you, you are likely to be above the limit.

Secondly, we will align PMA dimension restrictions on public paths with the rules in place on public transport. This follows the principle that PMAs are meant to replace walking and that they are welcomed on public transport for longer commutes. However, given space constraints on buses and the maximum weight that can be supported by our bus ramps, these PMAs must be within stipulated dimensions.

Going forward, PMAs used on public paths should not exceed a width of 70 centimetres, a length of 120 centimetres, a height of 150 centimetres and a laden weight of 300 kilograms. This will allow users to seamlessly transit between public paths and public transport.

We do know that a small proportion of users need larger PMAs due to their physical conditions. Enforcement officers will exercise discretion if they are used on public paths. However, due to physical limitations as mentioned above, these oversized devices will still not be allowed on public transport.

Before I move on to talk about the certification requirement, it is important to make a distinction between the two main types of PMAs, which are mobility scooters and motorised wheelchairs. Generally, we have received feedback about the misuse and abuse of mobility scooters, which are three- or more-wheeled devices steered by a handlebar at the front of the device, whereas a motorised wheelchair look like a wheelchair. To address this, only users who are certified to have relevant medical or physical needs, such as walking difficulties, would be allowed to use mobility scooters.

The new regulations will not be onerous for users. First, this regulation will only be applied to mobility scooter users, which means those using motorised wheelchairs will not be affected.

Second, we will also recognise existing forms of certification so that users need not obtain a separate one. For instance, PwDs and seniors with mobility scooters subsidised under the Assistive Technology Fund and Seniors' Mobility and Enabling Fund, will not be required to obtain additional certification.

Third, we will work with the relevant agencies to identify other forms of certification and keep the process of obtaining them simple.

Lastly, let me emphasise that these regulations will only take effect after legislative amendments are made around 2025. We will provide a transition period to give users ample time to obtain certification. There is no need for users to rush to obtain certification. Enforcement officers will also exercise discretion on the ground.

Ms Poh Li San and Mr Dennis Tan asked whether we can automatically qualify seniors above a certain age to use PMAs. We do not intend to do so, as there are many seniors today who have no difficulty walking and we want to encourage them to keep walking to stay active and healthy. This is in line with our Age Well SG initiative, to enhance our commuter infrastructure for walking, as announced by Senior Minister of State Amy Khor earlier. Chairman, I would like now to continue my speech in Mandarin.

(In Mandarin): [Please refer to Vernacular Speech.] In recent years, the public has raised many concerns and feedback regarding the misuse of PMAs. These PMAs are intended for use by individuals with mobility difficulties, but they have been misused by able-bodied individuals. This not only excludes those who genuinely needs these aids, but their misuse has also led to faster and more reckless driving of these PMAs.

To ensure the safe and sustainable use of PMAs, the Government will implement three measures.

First, users must hold a medical certificate to continue using mobility scooters. Users of electric wheelchairs will not be required to have a medical certificate. Let me say that again: only users who use mobility scooters need to have a medical certificate. Users of electricity wheelchairs do not need a medical certificate.

Second, the speed limit for PMAs will be reduced to six km/h, which is similar to the speed of brisk walking.

Third, to facilitate users to board public transport, PMAs must comply with the dimensions allowed by public transport. We understand that some users, for various reasons, such as medical needs or body size, need larger PMAs. Exceptions will be allowed with a medical certificate. I also want to reiterate that for safety reasons, PMAs should only have one seat and are for single-person use only.

These new regulations will come into effect around 2025, after the amendment of the Active Mobility Act. The Government will ensure that users and retailers will have sufficient transition time to comply with these new regulations and to ensure that the new regulations do not impose unnecessary burdens on those in need.

(In English): Mr Chairman, from now to implementation next year, we will continue to engage stakeholders and help affected users understand the new rules and to transition smoothly. Ms Yeo Wan Ling would be pleased to know that we will also work with the various platforms and agencies to support the small number who are currently using PMA for livelihood purposes.

In the meantime, retailers will be able to clear existing stock, but they should stop bringing in new PMAs that do not have a six km/h speed limit. Individuals who do not have walking difficulties should refrain from purchasing PMAs.

This term, AMAP will continue its momentum to promote active mobility in a balanced and sustainable manner through two key priorities.

First, AMAP will review the weight criteria for active mobility devices. Over the past few years, we have received suggestions to increase the weight limit for these devices. A recent study done by a team at the Nanyang Technological University also suggests that some PABs, which are within the current weight limit, may not be as stable, making them potentially less safe.

Particularly, PABs equipped with small wheels or built with small frames tend to be more prone to skidding and could increase the risk of accidents. This will be studied very carefully, considering the various trade-offs that must be made, including the impact on other path and road users.

Secondly, AMAP will focus on promoting the wider take-up of active mobility as a healthy and sustainable mode of travel, with gracious user behaviour and safety in mind. This could include rides in the community or larger-scale events, such as the upcoming Car-Free Sunday.

Engagement efforts will focus on fostering mutual understanding among various path and road users, for example, through ongoing dialogue with cyclists and motorists to promote a culture of safety on roads. AMAP plans to engage the elderly, PwDs, young children and many more in its outreach efforts.

While we review regulations and expand our cycling infrastructure, it is equally important for us to behave graciously, not just on our paths, but on public transport as well. We can all play a part to make daily commutes a pleasant experience for ourselves and others.

To encourage gracious and caring commuting, new audio announcements have been implemented at public transport nodes in 2023. They will be rolled out across approximately 2,000 buses that are equipped with speakers from the second quarter of this year.

These new audio announcements will include messages to encourage commuters to offer their seats to those who need them more and to make space for wheelchair users, serving as timely reminders for us to look out for more vulnerable commuters.

I previously announced the introduction of a visual communication tool which uses illustrations of common scenarios, such as “ticketing” and “emergency”, for non-verbal commuters to obtain assistance. This would be deployed at MRT stations and bus interchanges to allow public transport staff to better understand the needs of these commuters. I am happy to share that LTA had concluded their trial and is working on enhancing the communication card to address ground feedback and to better suit the needs of users.

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Besides hardware improvements, Mr Eric Chua would be happy to know that we are also pressing on with efforts to promote an inclusive and caring commuting culture, and propel the Caring SG Commuters movement. To date, we have worked with over 100 partners, including schools, social service agencies and corporates. Over the past year, they partnered with our public transport operators on several initiatives to grow a more caring commuter mindset.

For example, our partners supported SBST’s "Travel with Confidence" programme, which offers a Travel Buddy service. Volunteer Travel Buddies help commuters with disabilities navigate the public transport system by sharing useful travel information and practical tips. Go Ahead Singapore has collaborated with Metta School to develop publicity materials, creating awareness of the challenges faced by Metta students during their commute and how others can lend a hand. Since 2021, Tower Transit has offered a Public Bus Confidence Course to help people with mobility challenges board, travel on and alight buses safely. Over the years, they have run the course for more commuters with disabilities, to help them gain confidence to use public transport. PTC, MINDS, Youth Corps Singapore (YCS) and SMRT co-created the Travel Makers programme to instill confidence in students with intellectual disabilities to be able to take public transport more independently. Under the programme, volunteers guided MINDS students from their schools back home via public transport.

Mr Ong Hua Han asked if information and support would be provided to PwDs and elderly during times of train disruption. In such an event, station staff are deployed to guide and assist commuters. In addition to public announcements, related information is displayed on Passenger Information Displays and physical signages. Rail operators are also exploring the use of more digital display screens in stations to serve as visual aids for commuters.

Beyond these initiatives, individual acts of care can make a big difference. When an elderly man in his 60s fell unconscious at Canberra MRT station, Dr Lee Wei Sheng and Mr Kelvin Tan stepped forward to resuscitate the man, taking turns with the station staff to administer cardiopulmonary resuscitation (CPR) until the paramedics arrived. The elderly man has since recovered. Such proactive and selfless acts make a profound impact on people’s lives.

Every commuter can play a part in looking out for others. The Caring Commuters Champions initiative, launched in 2021, aims to train volunteers to better assist fellow commuters in need. I am happy to share that more than 14,000 volunteers have completed the training as of December 2023. I would like to encourage more commuters to be certified as Champions by participating in the online training course. You too can make a difference to your fellow commuters.

Chairman, ensuring everyone can undertake their daily commute safely and with ease is part of what makes Singapore a liveable city. This is also in line with the shared desire, among many participants of the Forward SG exercise, for a more inclusive transport system. To make this a reality, it is vital for all of us to join hands, show consideration and concern for fellow travellers to create a journey that is not only efficient but delightful.

The Chairman: We have time for clarifications. Mr Saktiandi Supaat.

Mr Saktiandi Supaat: Thank you, Mr Chairman. I have a few clarifications. The first clarification is for the Senior Parliamentary Secretary. With regard to the PMA announcement, I wish to seek clarification. Can he elaborate a bit more, as he mentioned that there will be help for the transition for some PMA users, existing PMA users and probably those who may need PMAs going forward, until the legislation is passed? If the Senior Parliamentary Secretary can share a bit more on what that transition process would be and whether there would be publicity material in the vernacular languages, for example, to some of these PMA users who are using it now and probably will use later on.

The second clarification, Mr Chairman, is on the Alliance for Action or AfA, which the Minister mentioned. I think it is very positive that we are working with partners to collaborate to see improvements in the maritime sector. May I ask the Minister how and when that would lead to sizeable improvements? And whether the disruptions in the Red Sea – which was one of the motives why the AfA was probably triggered – have any impact on Singapore's port operations and performance?

Lastly, just a short one, to ask Minister, in terms of human capital, whether we have adequate supply of workers to meet the post-pandemic demands across all sectors for air, land and sea, whether there is any substantial concerns about supply going forward? The Minister shared a little on that earlier, but whether he can shed further light on it.

Mr Baey Yam Keng: Two years ago, we announced that we are reviewing the use of PMAs. With the acceptance of the AMAP recommendations today, we are saying that the rules will come in force only next year, because the rules need changes to the Active Mobility Act. All in all, there will be three years for users, would-be users and retailers to understand the new rules and to make the changes.

For now, users of PMAs, based on current guidelines, need not do anything. They do not have to stop using, they do not have to replace their PMAs. There are, of course, clear violators of PMAs. For example, as mentioned, PMAs should have only one seat. Those multi-seater devices, they are not PMAs, they are technically PMDs. They need to get registration, they need to pass a test, they need to go for the online mandatory test, for example. So, there are these differences.

The key is that there is another year before the new regulations come into force and the public should have enough time to understand. We take the Member's reminder that we should use vernacular languages to ensure that as many people as possible understand. And not just people who need them, but also the children or family members who will know how to advise them better.

Mr Chee Hong Tat: Mr Chairman, I would like to thank Mr Saktiandi for his clarifications. To his first clarification on the AfA, this is something that we started on earlier, under the Future Economy Council, chaired by Deputy Prime Minister Heng Swee Keat, where he encouraged us to work with industry players, work with unions, to identify areas where we can come together and translate good ideas into implementation. So, the focus must be on something very actionable. Instead of doing this by ourselves, we thought we would ask the industry, "What are some of the pain points and what are some of the regulatory hurdles and process improvements that you would like to see that will help you to do your business better?" That was the starting point. We talked to a few groups of industry leaders, trade associations, our union leaders; and from there, we identified and we prioritised what are some of the ones that we thought we would start with first, and then we formed the joint task force and then we worked on it.

I cannot give Mr Saktiandi a time frame in terms of exactly when we can finish this, but we approach some of these projects with the objective of "ASAP". Because the sooner we can come together and finish our review and come up with actionable items that we can implement, the better it is for everybody. If we need to split it up into a few stages, we will do so, because there may be some low-hanging fruits that we can do first, to help improve some of the processes. I think we will take that approach, a very practical, action-oriented approach.

Indeed, I think the Red Sea disruption is something that has triggered a further review by a lot of companies on their supply chains. But if I may say so, this process started even before the Red Sea disruptions, because the COVID-19 pandemic was the first major disruptor. During the COVID-19 pandemic, we saw how supply chains were disrupted and then, along the way, a ship blocked the Suez Canal. We went through a few rounds of this and what we found was that the critical thing that Singapore can play a role in is to offer ourselves as a catch-up port, for shipping lines that were delayed elsewhere, to turn to Singapore as the trusted, reliable port where they could re-organise their supply chains and do some catching up. So, this time round, same thing. We will do the same for the Red Sea disruptions.

To the second clarification from Mr Saktiandi, I think this is one of the key constraints that we are grappling with – besides land constraints, carbon constraints, it is labour constraints. In a tight labour market, we often cannot find enough workers, like public transport. Brother Melvin Yong will be very familiar. We work very closely with the operators and with the unions to attract more bus captains, bus technicians. Not easy. We have sign-on bonuses. We have different, different ways to try and attract and retain our essential workers. But we will keep trying, because we believe it is important for us to have a Singapore Core in our essential services. The other thing that we will continue to do is job redesign. We need to look at how we can make the jobs more palatable, more attractive to Singaporeans and especially to our young, to get them to join our industries.

Then, the training, skills upgrading, productivity improvement. I think that is the other very important area.

We will make full use of the good measures that Deputy Prime Minister announced during the Budget Statement – SkillsFuture and many other good initiatives – and use our tripartite partnership to work together, make full use of those schemes that have been announced and translate those into good outcomes.

The Chairman: Again, I request for clarifications and responses to be short. Mr Gerald Giam.

Mr Gerald Giam Yean Song: Thank you, Sir. Sir, many footpaths were built before bicycles and PMDs became a popular mode of transport for work and recreation. I understand that the minimum footpath widths have been widened recently from 1.5 metres to 1.8 metres. Can I ask if there are plans to widen all existing footpaths, and if so, what is the timeline for this?

Secondly, the Senior Parliamentary Secretary said that more audio announcements are going to be made to remind commuters to be more considerate. I appreciate the objective of this, but I urge the Ministry to not contribute to the din of loud announcements on MRT trains and platforms. So, can visual cues be used instead?

Mr Baey Yam Keng: When bicycles and PMAs are allowed on footpaths, we have the dimension restrictions. As mentioned earlier, PMAs cannot be wider than 70 centimetres in width. That would allow, technically, even on a 1.5-metre-wide footpath, two PMAs to cross, to use it at the same time, side by side.

Where possible, we will look at improving the infrastructure. So, as mentioned, the target of 1,300 kilometres of cycling paths, that would be even more useful as it can separate the different users. At the same time, we also need all users to be gracious and look out for one another – cyclists, riders and pedestrians. I think it was Mr Giam who talked about having to look out, even pedestrians, to make sure that they do not just keep on looking at their mobile devices while walking. This is where everyone can play a part so that our public paths are safe for all users.

6.00 pm

On the Member's second question about the audio announcements, we play these at MRT stations and the 2,000 buses with speakers. For the buses especially, it is not something that is on the loop, playing every few minutes. For those with specific messages to encourage commuters to give way to wheelchair-bound passengers or to give way when there is an elderly boarding the bus. When the Bus Captain sees a vulnerable commuter boarding the bus, that is when the Bus Captain will play the audio announcement, so it will be timely and a reminder to fellow commuters to look out for others.

The Chairman: Mr Ang Wei Neng.

Mr Ang Wei Neng: Chairman, I have one clarification for Senior Minister of State Amy Khor. I want to declare my interest as the CEO of Strides Premier. We welcome the announcement to extend the lifespan of taxis to 10 years in order to make taxi operations more viable. However, I am not really sure if these new measures are too little, too late. I hope not because I hope that the next phase of the P2P industry review will provide more good news.

One of the biggest advantages of PHCs over taxis is that the PHC drivers can allow his friends, relatives or family members to drive the PHC when he is not driving his PHC for business. But a taxi driver cannot. I would like to ask Senior Minister of State Amy Khor how could MOT further level the playing field between a taxi and a PHC? Otherwise, we will continue to see the demise of the taxi industry.

Dr Amy Khor Lean Suan: I thank the Member for his question. First of all, the extension of the statutory lifespan actually came about because of our dialogue and discussions with the drivers' associations, the operators as well as with the taxi drivers and unions. This is one of the feedback they have given about the fact that while a taxi's statutory lifespan is eight years, a PHC has no statutory lifespan. And indeed, when we looked at the data, they are well-maintained, highly roadworthy and this is what we have done.

But having said that, as I have said earlier, this is just the first part of our review of the P2P sector. These are feedback that have been given and we think that these are changes that we can make quite quickly which will help some way in terms of reducing operating costs. And we are working with the taxi operators to make sure that these savings, barring some increase perhaps in maintenance costs of the older vehicles, as much as possible, would be passed on to the taxi drivers.

With regard to differences between PHCs and taxis, by nature, the two complement each other and they work on slightly different models and approach. That is the reason why we are also looking into how we can maintain a stable and adequate supply of taxis because they provide some services to complement the PHCs. They are quite different because the taxis are really focused on providing services, street-hail, for instance. They do this throughout all times of the day, whereas PHCs, you can see that their operating model, it fluctuates. More PHCs come out during the peak periods; off-peak, not so many. And we do need to make sure that there is supply throughout the day.

So, we are not looking at levelling the playing field, but we are looking at how to make it more attractive for prospective drivers to decide to take up taxis. We are also looking at how we can work towards the two complementing each other.

The Chairman: Dr Dennis Tan.

Mr Dennis Tan Lip Fong: Chairman, I have two supplementary questions, one for the Minister for Transport. As the Minister has shared, it is good to encourage and make available the uses of different sustainable fuel options like methanol in the busy port of Singapore. However, I think we are the top bunkering port in the world and there are many other ships that come here to take on bunkers.

What efforts are being made to encourage ship owners, firstly, within our registry of Singapore and, secondly, ship owners that use our facilities both in and outside port limits, to encourage them to switch to more sustainable options? May I take the opportunity to compliment the existing work that has been done by the Global Centre for Maritime Decarbonisation, but I look forward to the Minister's clarification.

The second question is for the Senior Parliamentary Secretary. Can I just echo my colleague, Mr Gerald Giam, on his concern about the width of certain footpaths? Indeed, not all footpaths are as per the measurement that the Senior Parliamentary Secretary just shared. Actually, just two days ago, I was at a traffic junction when I saw a PMA stop in the middle of the road and was trying to gesticulate to get the attention of a cyclist who stopped right at the traffic light, trying to cross the other way. Then, I realised what happened after a couple of seconds – the PMA rider was trying to ask the cyclist to make way so that he can get on to that little island before he crossed onto the subsequent zebra crossing. So, there are footpaths in Singapore that may not be able to allow two devices.

Could I ask that LTA do a more comprehensive review of footpaths and consider, in the longer run perhaps, or in the medium term, how footpaths can be expanded to provide for safe and better usage of all devices as well as pedestrians?

Mr Chee Hong Tat: Mr Chairman, the question about bunkering, first of all, this is something which the International Maritime Organisation (IMO) has already set as a target that they want the international shipping industry to move towards. So, there is already that impetus for shipping lines to look at how to reduce their carbon emissions gradually over time. Of course, we are mindful that this process has to be gradual because ships that are already built, they cannot, overnight, be switching to cleaner fuels. So, you have to do this in a gradual way.

When they replace their existing vessels with new builds or when they upgrade their engines, that is when they can put in the option for the ships to take cleaner fuels or to take dual fuels. So, we will continue to work closely with IMO and with the industry and our unions to prepare for this process. There are a few pieces here that are important. I will be brief, Mr Chairman.

First is that we need to make sure that the infrastructure is there. So, both the shore-based infrastructure as well as when they come into our ports, the availability of the service, both shore-to-ship as well as potentially ship-to-ship kind of services, will be available.

Second will be to look at safety because, as Mr Neil Parekh mentioned earlier, we need to train our workers to be ready for handling these cleaner fuels. Just to give an example. Traditional bunker fuel, if there is a spill, it goes into the water, you have an oil spill. But if you use ammonia, actually, it goes into the air and instead of having an oil spill, we will have a plume cloud. So, it is very different. And the way we handle these emergency scenarios, our workers need to be ready, our security and emergency services need to be ready.

If I may just comment quickly, Mr Chairman, before I invite the Senior Parliamentary Secretary to reply to Mr Dennis Tan's second question. We will try our best to improve the footpath infrastructure. If Members could look at different places around Singapore, one of the things is we have been working closely with PUB to cover up the open drains and then to widen the footpaths, where possible, so that we can then have a pedestrian lane and a cycling lane. This helps to be able to separate the different devices so that we give pedestrians and also cyclists, PMA users, greater assurance, greater peace of mind when they use the paths.

But having said that, it is not always possible because there are areas where, due to space constraints, site constraints, we may not be able to do that. So, the key is where we cannot do that or even where we can do that, people need to use the paths responsibly and safely, and be considerate and gracious.

The Chairman: Senior Parliamentary Secretary Baey, anything to add?

Mr Baey Yam Keng: Just to say that that is why we are promoting the gracious path-sharing culture. That is more important.

The Chairman: Ms Poh Li San.

Ms Poh Li San: Chairman, I have a question for Minister Chee. Singapore is the first country in the world to impose a Sustainable Aviation Fuel levy on passengers. With the cost burden of Sustainable Aviation Fuels fully loaded on passengers from 2026, how can airlines then be incentivised to be fuel-efficient in their operations? For example, the airlines, why would they choose to uplift Sustainable Aviation Fuels from Singapore instead of cheaper non-Sustainable Aviation Fuels in other airports?

Mr Chee Hong Tat: Mr Chairman, I think what Ms Poh has raised is, indeed, the difficult trade-offs that we grappled with when we were thinking about how to move forward on this issue of Sustainable Aviation Fuel. To do nothing, I think, is not the right solution because the International Civil Aviation Organization (ICAO) is moving in this direction, setting a target for the international aviation industry to reduce carbon emissions.

Domestically as well, we know we have committed to a target of net-zero by 2050. It is important for Singapore, as an international aviation hub, to be able to offer Sustainable Aviation Fuel for airlines that want to uplift such fuel as part of their service because airlines also want to be able to demonstrate to their customers that they are doing the right and responsible thing.

But the key here is: how do you do this in a way which can be, on one hand, good for the environment, improve sustainability, but on the other hand, does not jeopardise your economic competitiveness? So, there are a few considerations.

First is to take a gradual move rather than to take a big jump and then, to monitor closely what is the adoption regionally, globally, and move in tandem with global development so that there is a, I would not say level playing field, but at least there is a more even playing field compared to if we were to jump too far ahead of our competitors. So, that is one consideration.

The second one is how do you increase supply because, today, one of the key constraints is that there is not enough supply of Sustainable Aviation Fuel. How do you, through a move like this, incentivise the producers to invest in new production facilities in Singapore and in the region? Just to give Ms Poh some assurance, we have looked at this carefully. If it is a 1% uplift of Sustainable Aviation Fuel, an economy class ticket to Bangkok will go up by $3; to Tokyo, it will go up by $6; and to London, it will go up by $16.

So, yes, the cost will go up. But the feedback from airlines and from passengers is that this is something which they think is wearable, is reasonable and they think that this is something which allows them, both the airlines and the passengers, to do their part for the environment.

The Chairman: One final clarification. Ms Yeo Wan Ling. But you have got to keep it real short.

Ms Yeo Wan Ling: A clarification for Senior Minister of State Amy Khor. In the review of the P2P sector, can the Ministry give clarity on the use of taxi stands for both PHCs and taxis, and what are the roll-out conditions and timeline for this? Will this also affect airport pick-up points?

Dr Amy Khor Lean Suan: I mentioned earlier that this is one of the areas that we are looking into in the next part of the review.

For taxi stands and taxi stops, the difference is for taxi stands, taxis can queue there to wait for passengers. Taxi stops are just for pick-up and drop-off. So, one feedback and idea that we are looking into is whether we can allow PHCs to also use the taxi stops to pick up and drop off passengers; no waiting. Taxi stands, a bit difficult because for PHCs, it is a booking, so, you have to wait for your passenger; unlike taxis where you just queue and then, you just pick up whichever passenger is at the queue and you do not cause congestion. So, we will have to talk to the drivers' associations and operators before we can decide.

The Chairman: We have run out of time. Can I invite Mr Saktiandi Supaat, if you would like, to withdraw your amendment?

Mr Saktiandi Supaat: Chairman, I will try to keep it short. But we have covered a whole range of issues over air, land and sea. MOT has quite a lot of work to do in terms of complex issues, not just in terms of making the lifeblood of Singapore run efficiently, but also they need to make Singapore very friendly over the next six years by 2030.

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So, I would like to thank all Members who have participated in this debate today. I thank Minister Chee Hong Tat, Senior Minister of State Amy Khor and Senior Parliamentary Secretary Baey Yam Keng for their extensive yet thoughtful replies to all of our questions; and also to thank all the MOT family – LTA, CAAS and MPA – for their good work in making things run over the past year or so.

On that note, Mr Chairman, I beg leave to withdraw my amendment.

Amendment, by leave, withdrawn.

The sum of $2,446,931,800 for Head W ordered to stand part of the Main Estimates.

The sum of $12,296,058,800 for Head W ordered to stand part of the Development Estimates.