(Paper Cmd. 3 of 2001)
Sir, as I mentioned earlier, the air quality in Singapore is good. We monitor very closely a few key pollutants. These are sulphur dioxide, carbon monoxide, nitrogen oxide, ozone and the particulate matter, both, what we call, PM 10 and PM 2.5, depending on the size of the particulates. Sir, all these air pollutants are well within international limit for clean air determined by the US EPA and the World Health Organisation. My Ministry will continue to monitor the quality of the air to make sure that it will continue to stay within this limit. But having said that, there are two air pollutants which my Ministry is paying extra attention because the level of pollution is on the rise and we could reach the limit in the near future. These are SO2 and particulate matter. Basically, the three sources of pollution are - vehicles, industries and power generation. Sir, several Members have touched on the issue of vehicular pollution. Prof. Low Seow Chay asked when are we going to do more to put in place rules and regulations so that we can try out more energy efficient vehicles, such as the CNG and the fuel cell vehicles. Mr Ang Mong Seng asked about enforcement operations, appeal procedures, and so on, and also enforcement on foreign vehicles, mainly Malaysian vehicles. Sir, vehicular pollution accounts for 50% of the particulate matters. 50% of all the dark smoke, and so on, comes from the vehicle. Our top priority is to reduce the emission of particulate matter, generated mostly by diesel vehicles - buses, taxis, lorries, and so on. We deploy a set of strategies to contain such emissions. Firstly, we impose very stringent emission standards. For example, we have upgraded the emission standards for SO2, particulate matter, carbon monoxide and the unburnt hydrocarbon regularly. On 1st January this year, we introduced the Euro II emission standards to make sure that, over time, it will get better. The second strategy we have deployed so far is the introduction of low sulphur diesel to reduce both the SO2 emission and the particulate emission. Since March 1999, which is about two years ago, sulphur in diesel has been reduced to 0.05%, in terms of weight, and over time, we may even look at the ultra-low sulphur diesel which will be as low as 0.01%, when the need arises. Sir, our third strategy is very much the point brought up by Mr Ang Mong Seng, ie, enforcement against smoky vehicles. There is no point having very stringent standards if we do not enforce these standards. As mentioned by Mr Ang Mong Seng, in the past, enforcement on the spot did create some problems for other motor vehicles. So in August 1999, my Ministry decided to make use of digital video cameras. We sited these cameras in certain locations. Each time, if we see a vehicle emitting black smoke which is highly visible, we would take a recording. The recording is then transmitted back to the Ministry headquarters where some of my senior officials will sit in front of the PC and look at the recording. They will then make a determination on whether that particular offender ought to be let off, or given a warning letter, or indeed given a fine. Mr Ang Mong Seng asked, firstly, whether these photos are reliable. Sir, these are not photos. These are real video, moving pictures. So you can see a vehicle moving on the road and you see all the black smoke coming out. So the reliability is not an issue because what you see is what actually happened on the ground. Mr Ang Mong Seng asked whether this evidence is admissible in court. Sir, I do not know. So far, in fact, no offender, having seen the video, has decided to contest us. Because when they see the video, they will see all the black smoke coming out, and they put up their hand and say, "Yes, I admit I ought to be fined." So far, we do not have a single case in which somebody, after looking at the video, still maintains that he or she is innocent. Mr Ang Mong Seng asked whether we locate those video cameras at up slope. Sir, I can assure him that this is not the case. Because if you were to look at the video, you can see very clearly whether the car is moving horizontally or moving uphill. I can assure him that there is not a single case of offence involving a vehicle moving up slope. I am very sure about this because my officials gave me their assurance on this. In fact, when I looked at some of the videos myself, I was convinced that the emission was really bad. It was certainly more than 50-70 HSU because the black smoke was so clearly visible. Mr Ang Mong Seng made a very good point. He asked whether we will allow free inspection of these videos. I am happy to say, yes. Indeed, this is the practice. When an offender receives a notice of offence from us, he is welcome to come to ENV to have a cup of coffee, look at the video and convince himself whether he wants to contest the case. Sir, Mr Ang Mong Seng also asked whether our enforcement action is applicable to foreign vehicles. By that, I presume he is referring to Malaysian vehicles. Let me share with Members of the House on what we have done, as far as Malaysian vehicles are concerned. Malaysian vehicles with black smoke emission exceeding 70 HSU (Hartridge Smoke Unit) - I am told it is the measurement of smoke - are turned back to Malaysia. We do not even want to fine them and allow them to pollute our air. We tell them, "Your case is so bad. Please make a U-turn and go back." For those between 50 and 70 HSU, yes, it is an offence but not too excessive. We will give them a compounded fine on the spot because, after that, we would not know where to find them. For the first offence, they are fined $150; second offence is $300 and subsequent offence is $500. Many of them do take corrective action after the first offence because it is not cheap to pay $300 and $500 for emission of black smoke. Is the enforcement action effective? I think so, because the number of bookings has been on the rise. For Singapore vehicles, five years ago, in 1996, we booked 6,900 cases and, last year, it had gone up to 16,000. In the case of Malaysian vehicles, we see the same increase from 3,500, five years ago, to 9,100 last year. So you can see that we are serious about enforcement, and as a result of this enforcement action taken by my Ministry, the percentage of smoky vehicles, as a percentage of the total population, has come down. We conduct random survey. We station officers at certain locations and they count the number of vehicles going past and the number of vehicles emitting black smoke and they compute the percentage of smoky vehicles. In 1996, among the Singapore vehicles, 4% were smoky vehicles. Last year, it dropped to 1.1%. So we are seeing a significant drop of 4% to 1.1%. In the case of Malaysian vehicles, the decline is even more dramatic, from 16.2%, five years ago, to 3.9% last year, which means that many vehicles, both Singaporean vehicles and Malaysian vehicles, are getting the message that we are indeed serious with our enforcement action and that more vehicles are now not committing this offence of emitting black smoke. Sir, the tightening of the emission standards and enforcement will go some way in helping to ensure that vehicular pollution will not get worse or get out of control. But we think at the same time, we ought to look for a more sustainable solution, which is the conversion to green vehicle. This is the point brought up by Prof. Low Seow Chay as well as a few other Members. Prof. Low asked what plans do we have to speed up the deployment of CNG and whether we have any incentive schemes in place to encourage company owners, and so on, to replace their inefficient vehicles with vehicles which are more energy efficient. Sir, my Ministry has looked at the five types of green vehicles. These are electric vehicles, liquid petroleum gas, fuel cell vehicle, hybrid vehicles and natural gas. Our assessment, at this moment, not cast in concrete because, over time, things will change - is that the mass deployment of electric vehicles, at least in the short term, may be limited by the recharging mechanism. This is because they need to be charged overnight at a recharging facility. I think it will take some time before we can have such a network implemented. So the role of the electric vehicle may be hampered by this lack of infrastructure. 6.30 pm As far as LPG vehicles are concerned, my Ministry, in fact, has decided not to promote LPG, because of the risk of fire and explosion. So we are not going to promote LPG, unless there is a breakthrough in the technology. The third area mentioned by Prof Low is the fuel cell vehicle. I agree with him that the fuel cell vehicle holds great promise. In fact, of the five types of vehicle, the fuel cell vehicle is the cleanest, from the environmental standpoint. But because the technology is still at a developmental stage, what we intend to do is to continue to monitor the development and, at the right time, to conduct pilot projects and bring them into Singapore. The remaining two are the hybrid vehicles and the natural gas vehicles. At least in the near term, these two types of green vehicle are most relevant, in the context of Singapore. So far, we have introduced incentive schemes for electric and hybrid vehicles, and we will see how it goes. At the same time, my Ministry is now paying a lot of attention to compact natural gas (CNG) vehicle. We place CNG vehicles high on our priority list because, firstly, these natural gas vehicles emit almost no particulate matter (PM), no SO2, very little carbon monoxide and nitrogen oxide. From the greenhouse point of view, they emit 20%-30% less CO2, compared to the conventional petrol or diesel vehicle. In other words, a natural gas vehicle is cleaner than a hybrid vehicle. It is more implementable, compared to the electric vehicle. At the same time, it is safer than an LPG vehicle. Therefore, we feel that it makes a lot of sense for us to promote natural gas vehicles in a more concerted manner. This is the reason why my Ministry is now working with SBS, SembCorp Gas, Volvo and Delgro, to try out 30 natural gas buses in Jurong by next year. Our aim is to learn from this pilot implementation and, from there, we can then look into the action plan, to extend the use of CNG vehicles to other diesel vehicles, not just buses, but also taxis, tour buses, maybe lorries, pick-up trucks and so on. In the longer term, we believe that, even for the petrol-driven passenger vehicles, CNG is also a very relevant and promising technology. Let me next move on to industries, because they are also a major source of air pollutants. Prof. Low Seow Chay asked about incineration, and whether we could do more to promote waste minimisation, in order to reduce the need for incineration. Sir, I will address that later on when we discuss the issue of solid waste disposal. But, as far as industries are concerned, our assessment is that industries today account for about 40% of SO2 and 20% of particulate matter. In other words, since SO2 and particulate matter are at the top of our list of priorities, we should do something too and, therefore, in the case of industries, our priority is to continue to reduce SO2 and particulate matter emission. Our strategy basically is, firstly, to continue to promote cleaner fuels for steam and heat generation, eg, low sulphur fuel oil and natural gas, and this will happen more and more, now that we have additional natural gas supply coming to Singapore. Secondly, we are also promoting the use of cleaner technologies to reduce the level of emission, eg, sulphur recovery, so that instead of disposing the sulphur into the air, we can actually recover the sulphur itself for other applications, or bag filters for particulate matter removal. Thirdly, we will continue to tighten the emission standards under the Environmental Pollution Control (Air Impurities) Regulations for particulate matters, nitrogen oxides and carbon monoxides. Sir, the third source of air pollutants is power generation. It accounts for 60% of SO2 and 30% of particulate matters. So our priority again is to reduce both and, in this area, basically our strategy is to encourage and facilitate the use of cleaner fuel, which is basically natural gas and, at the same time, encourage the use of cleaner technology. For example, many of our power plants are now using the combined cycle power generation process. We are also working on the flue gas desulphurisation. As far as power generation is concerned, we will continue to tighten emission standards, so that companies will speed up the adoption of clean energy. Let me move on to global warming, ie, carbon dioxide emission. Prof. Low Seow Chay asked whether any action has been taken to reduce emission, and Mr Ong Kian Min also asked whether there is any incentive for environmental-friendly energy, eg, solar energy. Sir, carbon dioxide emission comes mainly from the burning of fossil fuels. At this moment, our guesstimate is that power generation accounts for 50% of the CO2 emission in Singapore, industries 35%, and vehicles 13%. Given that we are a city-state and highly industrialised, we admit that, in terms of CO2 emission per capita, we are on the high side, and that it will continue to increase as our economy continues to grow, etc. While we cannot do much to try to reduce CO2 per capita, there is a lot that we can do, in terms of reducing CO2 per-million-dollar GDP. This means that, as we grow our GDP, we can find a more efficient way of reducing CO2 emission, basically through efficiency and energy use. In this regard, I am happy to inform the House that, starting from 1st April 2001, the Ministry of the Environment will take over the chairmanship of the Inter-Agency Committee on Energy Efficiency (IACEE). Right now, the IACEE is chaired by the Ministry of National Development. Minister Mah Bow Tan, a few weeks ago, suggested to me that ENV take over the chairmanship so that we could close this energy loop, and I agreed fully with him. We are going to continue to push for energy efficiency and conservation and, at the same time, we are going to expand the scope of the Committee to include the use of cleaner energy. Sir, Mr Ong Kian Min suggested that we should introduce more incentives to encourage companies and organisations to adopt cleaner energy, like solar, for example. We do administer an incentive programme in ENV known as the Accelerated Depreciation Scheme for capital expenditure for energy-efficient and energy-saving equipment to be depreciated in one year, instead of the normal 3-year period. So far, 21 applications have been approved. But, having said that, I can assure the House that, under the IACEE, we will continue to examine what new incentives and additional programmes we should undertake, in order to speed up this conversion to cleaner energy, as well as to improve energy efficiency and conservation. Finally, let me move on to the issue of smoke haze. Sir, I thank Simon Tay for bringing this up, because it is an important issue. All of us remember that in 1997, we went through a bad spell of the regional haze. In the last few years, the weather has turned wetter and, as a result, we did not encounter any serious problem with the regional haze. That is the good news. The bad news is that the global climate is changing again and, according to the experts, there is a 30% chance that, this year, we may see the return of El Nino. What this means is that there is a chance that we may see the return of the smoke haze. What have we been doing in the last few years? We have been keeping in close touch with our Indonesian counterparts, to help them in whatever way we can. For example, in the last 2-3 years, we have helped the Indonesian government and some of their regional authorities, to implement the PSI system. They now have a system to measure PSI, and are able to monitor the seriousness of the haze situation. As Mr Simon Tay mentioned, we have also shared with them satellite images. In fact, these satellite images are accurate up to 20 metres, ie, we are able to pinpoint the location of the fire, of the torchhead, all the way down to the nearest 20 metres. So, it is very easy now to be on the ground, to locate where the fire is. At the same time, we have provided manpower training to many of the Indonesian officials, because we have a training centre at ENV and, over the last few years, we have continued to take in trainees from Indonesia. Over the last six months, I have met with Dr Sony Keraf, the Indonesian Minister for the Environment, twice - once in Singapore, and once in Sabah, during the ASEAN Ministerial Meeting on the Environment. On both occasions, the regional smoke haze was the No. 1 topic of our discussion. I think Dr Keraf is fully aware of our concern over the situation, and has assured us that he would do whatever he can to try to address the situation. As Mr Simon Tay has mentioned, the Indonesian government has recently decided to delegate more of the responsibility and authority to the provincial governments. In fact, just about a few weeks ago, I was in Pekan Baru and met with the Governor of Riau, Pak Saleh, and we discussed various issues, including the supply of water from Riau province and so on. One of the issues discussed was collaboration in environmental management. Pak Saleh Djasit made a request for us to, firstly, help them to enhance their technical expertise in pollution management and control, both air and river pollution. He has also asked us to continue to provide information exchange, so that they can be kept up to date with whatever is happening. He has also asked that we continue to supply them with satellite images so that they will continue to know exactly where the fires are. At the same time, they have also asked us to continue to provide manpower training and this, basically, will be more at the provincial level. We have responded positively to his requests. A technical team from ENV will be in Pekan Baru in May to work out the entire package of technical collaboration between Singapore and the Riau province. We hope that, by continuing to work closely with the Indonesian government in Jakarta, and with the provincial government in Pekan Baru, hopefully, we will be able to do a better job together this time round, should we, indeed, see the return of El Nino. Mr Simon Tay also asked whether we could enforce Indonesian laws on the prevention of fire in Singapore courts. Sir, I am not a lawyer, but my understanding is that between nations, we have to respect the national sovereignty of our neighbours. Therefore, it is not appropriate to talk about enforcing Indonesian law in Singapore for offences which take place in Indonesia. But what we will continue to do will be, as I mentioned earlier, to work very closely with the Indonesian government, as well as with the provincial government. Mr Simon Tay also asked whether we could do something to advise Singapore-based lenders and traders to take a prudential approach towards their Indonesian clients and partners. Sir, this is a very difficult area for the Government to intervene. As Mr Simon Tay mentioned, these are really financial and commercial actions taken by commercial entities. What we hope is that these Singapore-based lenders and traders, being responsible corporate citizens, will not associate themselves with illegal practices that are detrimental to the regional environment. Sir, with that, I believe I have addressed most of the issues brought up by Members.