Hansard, 2009-02-12

Under the provisions of clause 2(d) of Article 46 of the Constitution of the Republic of Singapore, the following Members have been granted permission to be or to remain absent from sittings of Parliament (or any Committee of Parliament to which they have been appointed) for the periods stated: Name From (2009) To (2009) Ms Cham Hui Fong 12 Feb 12 Feb Mr Lee Kuan Yew 12 Feb 12 Feb Dr Vivian Balakrishnan 16 Feb 19 Feb Dr Lee Boon Yang 24 Feb 26 Feb Mr Teo Chee Hean 25 Feb 27 Feb Mr Lim Hng Kiang 26 Feb 28 Feb

ABDULLAH TARMUGI Speaker Parliament of Singapore

The following Bills were assented to by the President of the Republic of Singapore on the date stated:

Business Registration (Amendment) Bill (5) International Interests in Aircraft Equipment Bill (6) Civil Law (Amendment) Bill (7) Bankruptcy (Amendment) Bill

11th February,2009 (1) Financial Advisers (Amendment) Bill (2) Securities and Futures (Amendment) Bill (3) Insurance (Amendment) Bill ABDULLAH TARMUGI Speaker Parliament of Singapore

FOR THE FINANCIAL YEAR 1ST APRIL, 2009 TO 31ST MARCH, 2010:::2947-->ESTIMATES OF EXPENDITURE FOR THE FINANCIAL YEAR 1ST APRIL, 2009 TO 31ST MARCH, 2010

Order read for consideration in Committee of Supply [6th Allotted Day].

Head J – Ministry of Defence

Head J – Ministry of Defence. Ms Indranee Rajah.

Security Environment

Sir, I beg to move,

That the total sum to be allocated for Head J of the Estimates be reduced by $100.

Sir, right now, the world does not appear to be a very safe place. September 11th, 2001 marked the beginning of a new era in which we saw a rapid deterioration of global safety and security. Since that time, we have seen the conflicts in Afghanistan and Iraq, and the after-shocks of September 11th have

spilled over to the region, and now we have to be constantly on the alert for potential terrorist threats. We are also right now in the middle of a global financial crisis. And history has shown that whenever there are severe economic problems, this is often followed by political problems and instability. Political instability, in turn, often leads to problems in security if a Government loses the ability to lead strongly and firmly. The United States, once regarded as a leader in the unipolar world, is now preoccupied with its own domestic issues. The Obama Administration is focused on the herculean task of pulling the US economy out of its present quagmire. Iran and Afghanistan are still problem areas, and there is tension between India and Pakistan arising out of the recent Mumbai attacks. Europe is preoccupied as well with the global financial crisis. In the midst of all these, we have China which is still, as yet, an unknown factor on the global security scene.

ASEAN, meanwhile, remains the foremost regional grouping, but our ASEAN neighbours also have their own domestic issues to attend to as well as the challenges posed by the current credit crunch. So it appears as though the world is very much in a state of flux right now, and it seems as if the tides of change are lapping at our shores. Whenever we have this kind of potential vacuum, we know that nature abhors a vacuum. Vacuums tend to lead to instability.

I would like to ask the Minister for his assessment of what our current security challenges are in the face of this backdrop of a global economic crisis as well as the potential security challenges that the world faces. It seems as though there are these momentous events that are shaping the world and Singapore, a small little red dot, is right in the middle of it, too small to make a huge impact on the scale of world events but, at the same time, in a position where we will be affected by

whatever happens. We obviously need to be ready. We obviously need to know what our challenges are. We need to know what we can do to protect our own sovereignty and our own security.

I would like to ask the Minister what he thinks the security architecture is currently, both globally as well as for the region, and to give his assessment on what he thinks Singapore can and should do given this environment.

Sir, the world has not seen a far-reaching economic downward spiral since the Great Depression. This financial pandemic is still wreaking havoc to many businesses and, in turn, making the outlook for many economies seem bleak. The Great Depression had many causes but it is noteworthy that the disparate wealth positions between countries contributed in some way to what instigated World War II.

We are holding our breath to see the effectiveness of the Government's stimulus packages and the central bank policies elsewhere in the world. I believe there exists the potential for security risks between countries caused by the challenges posed by dire economic outcomes. Thus, I would like the Defence Minister's view on whether there are any potential challenges to our immediate security environment. In that eventuality, given Singapore's size, how and what are the measures we may adopt to deal with these challenges to the security environment in the current environment to the current situation?

Finally, if and how is MINDEF working with our neighbours in the region to ensure that the concerns that will impact negatively the security environment around us will not impinge upon the already difficult economic and financial stresses already faced by many of these countries?

Impact of Economic Crisis on our Security

(In Mandarin ): [For vernacular speech, please refer to Appendix A*.] Sir, the recent global economic tsunami has affected the economy of countries all over the world. These include United States, China, Japan, the EU and countries in Southeast Asia. As the economic crisis came so suddenly and it started in the United States, the largest consumer market in the world, many countries that depend on the US market for their exports have been adversely affected. Countries all over the world have launched massive economic stimulus packages to help enterprises that have run short of working capital. I believe those organisations that depend on dubious means to make money also face the prospect of shortage of funds.

Recently, China's merchant ships have been attacked by Somalia pirates in the Gulf of Aden. China had to dispatch war ships to deal with the pirates together with the country's navy. This is a good example. This is a timely reminder to us that we have to be forever vigilant so that the same incident will not happen in the seas around us.

I am quite concerned about the level of safety in the Straits of Malacca because this is the stretch where ships coming and leaving Singapore must pass through. It is also the Straits where Malaysia and Indonesia sea coasts adjoin each other.

Therefore, I would like to ask the Minister whether he has any plans to work with Malaysia and Indonesia collectively to safeguard the safety of the Straits so as to prevent pirates from attacking ships from passing through the Straits. Otherwise, this will only worsen the economic recession we are already in.

*Cols. 3133-3134.

Defence Spending

Sir, some Members inside and outside this House have asked if defence spending should be cut during this economic recession. Similar questions had been asked in previous years and, each time, the Defence Minister's stock reply was that we should not take a feast-and-famine approach in our defence spending. Sir, I agree that a feast-and-famine approach should be avoided. The principle of steadily building up our defence capabilities with a long-term horizon is a sound one. The question is: should the Defence Ministry be having a feast while the other Ministries, indeed, the entire economy, suffer from famine? In this Budget, this House has been told that the economic recession is quite extraordinary, so extraordinary that we have to draw on our reserves for the first time.

During the debate, we have been scrutinising the tight budgets of the other Ministries while their demands have been rising. We need more affordable Eldercare centres and nursing home. We need more funds to beef up our people sector, such as the Family Service Centres. We need more affordable housing for the lower-income, and so on.

Despite their increasing demands, all Ministries, which also need to take a long-term view, are not recession-proof, except for the Defence Ministry. As a policy, it can spend up to 6% of GDP no matter what happens.

I know that, in practice, defence spending has been kept lower. Nevertheless, it is valid to ask if the principle itself, of making the Defence budget recession-proof, is itself a defensible one. It is worth revisiting, with an open mind, the rationale for the magic number of 6%. Why 6% and not, say, 4%, 7% or 9%? Why give any number at all?

Our situation today, and also the size of our GDP, is different from that in 1965 when we had to build up our defence from scratch and take an aggressive approach in our spending. In this more mature stage of Singapore's development, why should not the Defence budget be decided like that of the other Ministries – constantly reappraised so as to take into account the needs, expectations, changes in the internal and external realities, while keeping the long-term commitment to steady investment.

Let me be clear. I am not arguing that we cut the Defence Budget as a matter of course in a recession. I am asking that we review the basis of our principle of committing 6% of our GDP to the Defence Ministry, regardless of external or internal realities. This review should be beyond the numbers. It should also include a review of our threats and the sort of conflicts and wars that the future will likely bring. The changing security landscape in Asia will have a profound impact on our security. Beijing said its defence spending would rise 17.6% this year to 417.8 billion yuan. That is equivalent to about 1.45% of China's GDP. The US, by contrast, spends 4.6% of its GDP on defence and Britain, 3%.

While China's military spending, along with that of Russia and South Korea, is expanding rapidly, that of Japan is declining on a GDP-relative basis. In other words, a de facto balance of military forces is emerging in this region. What will this mean for our SAF?

I would like to ask the Minister to look at how we can strengthen our SAF but, at the same time, review our Defence budget to see how we can optimise our spending and make sure that we are more strategic in building up our arsenal and alliances. I would like the Minister's assurance that there is a constant reappraisal of our defence spending needs and that proper scrutiny is being applied.

Defence Expenditure

Sir, the financial and economic crises are creating new social and political stresses all around. Economists in our region are in difficulty and the prospect of more job losses seems inevitable.

The fall in global consumption appears to be long term. It is likely to be aggravated when businesses react by decreasing or stopping investments in production capacity due to lower expectations of future sales, even if lower interest rates make capital inexpensive.

Sir, the investment climate is usually predicated on optimism. In the current climate where optimism is low or dissipating, I fear the potential flashpoints for terrorism and security challenges that are ever present will be heightened. Any incident between displaced groups or countries teetering on collapse within the current crisis will cast us into a tailspin.

The United States of America is spending US$100 billion annually in their campaign in Iraq. The financial meltdown is making American law-makers queasy about increasing defence spending. This will affect America's role as the protagonist in policing many troubled spots around the world.

Our immediate security environment is also severely tested. There may be new flashpoints in the horizon brought on by the threat of terrorism or by the discontent of economically disadvantaged groups. Sir, I note that my colleague, Mdm Ho, in her speech on the Budget had called on the Government to relook at defence spending in these difficult times. But I beg to differ. I am of the opinion that, now more than ever, we must not shy away from investing in our defence force.

Sir, we are celebrating the 25th year of Total Defence, and we have invested wisely to bring our SAF to where it is today. Defence expenditure is not only to develop but, more importantly, to maintain our defence capabilities. Once lost or diminished, who can say what it will take to recover and rebuild our armed forces in the aftermath of a security crisis? It is like turning on a television 20 years ago when it took a while for us to see a picture on the screen. Nowadays, when we turn on the television, it is solid state, it comes on – so also must be our defence force. It has to be at the solid state level where operational capabilities need to be on at the flick of a switch.

I call on the Defence Minister to assure the House that our SAF's capabilities will not be compromised in any way, even as we are facing this rough patch in this global economic slowdown. I support MINDEF's attempts to maintain and enhance the capability of our SAF. We already have a cap of 6% of GDP and I think that should be maintained. The defence expenditure of 28% of the total budget is not only necessary but vital.

Sir, a strong defence force is critical for a small nation like Singapore. We must be grateful that for more than 40 years, the Singapore Armed Forces had served us well. It has provided us with the protection against military interference. It has deterred military pressures against Singapore. That is why, even when we are facing a recession now, we must continue to give defence the necessary financial support and muscle to ensure that Singapore's security continues to be safeguarded.

While I support generally the Government's stated policy of spending up to

6% of GDP on defence, generally, MINDEF spends between 4.5% and 5% of the GDP annually. I think the key principle that we can abide by or hold on to is value-for-money.

May I ask the Minister about MINDEF's thinking on defence expenditure for the next five-10 years? Is the current allocation sufficient to ensure the continued operational readiness of the SAF, considering the military decision of countries around the region?

12.15 pm

Terrorism

Sir, terrorism remains one of our biggest security challenges today and the problem is that terrorists are constantly looking for new ways and methods to wreak havoc and destruction and to inflict maximum damage on civilian populations. It seems as though the security forces are always playing a catch-up game.

In 2001, it was the use of airplanes to crash into buildings. So we had to take measures for airport security checks. We had to worry about air defence. In 2002, there was the plot to plant a bomb at the Yishun MRT. So we strengthened measures at the MRT. In 2003, we had the Bali bombings. So we had to take measures at Holland Village as well as at other soft targets, like pubs and nightclubs. Then there were the hotel bombings. So we had to take measures at our hotels as well. And, most recently, last year, there were terrorist attacks in Mumbai, and the ease with which the terrorists took over the hotels was quite dismaying, and it raises the question of whether a similar incident like that could occur here in Singapore.

I would like to ask the Minister, firstly, what is the SAF's preparedness to deal

with unconventional threats like terrorist attacks? Secondly, what are the implications of the Mumbai terrorist attacks for us, and whether there are any lessons for the SAF arising from that particular incident? I noted, for example, there were three security heads in India travelling in the same vehicle. When the terrorists took out that vehicle, there was a loss of command as a result. The Mumbai attacks also emphasised the fact that an urban engagement with terrorists is a very real possibility. I would like to ask the Minister how prepared are we for urban warfare, in terms of training, equipment and facilities?

Mr Michael Palmer, please take your two cuts together.

Sir, terrorism is a deplorable phenomenon that we in Singapore cannot afford to ignore. We can no longer say that it does not exist here in Singapore nor can we say that Singaporeans are not direct victims of terrorism. Acts of terror occur all around the world everyday. Singapore is part of a globalised economy and more than ever, Singaporeans are travelling abroad for work and for leisure. We cannot delude ourselves that we are removed from the risk of terror attacks. The clearest and more recent reminder of this fact was the terrorist attacks in Mumbai in November last year. For the first time, Singapore lost one of our own in a series of brutal terrorist attacks in the heart of India's financial capital. It was also a stark reminder of how vulnerable we all are.

The terrorists that launched these attacks came by sea from Karachi in Pakistan. They gained entry into Mumbai via the Arabian Sea in speedboats that had been carried some of the way on trawlers. It is not difficult to envisage a similar mode of entry into Singapore. The terrorists had planned their attack and their escape route in great detail. They

spent many months in Mumbai carrying out reconnaissance of the various locations to be attacked, the routes for entry and exit. They blended in with the crowd, as Mumbai is a bustling metropolitan city, again, very much like Singapore.

There are other forms of terrorism as well. In recent months, there have been much media coverage of a string of attacks by pirates off the coast of Somalia. These pirates had attacked both passenger ships as well as cargo ships. They have held the crew hostage and exchanged them for a ransom. Again, the seas off our coastline are not very different. Although pirate attacks are not frequent, pirates are known menace in the waters of our coast and those of our neighbours.

At home, we are not immune to the possibility that a terror attack could occur right in our midst if we are not careful, and if we fail to remain constantly alert and vigilant. Over the years, several suspected terrorist cell members have been detained. In fact, plots have been afoot to blow up several strategic locations in Singapore. If not for the fine intelligence gathering and swift action of our security forces, and that extra bit of luck, the outcome could have been disastrous.

What will happen if the next time we are not so lucky? All it takes is one attack to negate all the attempts that have been thwarted. May I therefore ask the Minister: what are the lessons that MINDEF and the SAF have learnt from the terrorist attacks, such as Mumbai? What lessons can we learn from the pirate attacks off the Somali coast? How can Singapore prevent a terrorist attack? What measures are being taken to ensure that we are as close to being a 100% safe as possible?

International Peace-keeping Operations

Sir, over the last 40-odd years, the SAF has grown into an extremely credible and formidable defence force. In fact, a few years ago, the SAF began moving from a second generation armed force to a third generation armed force. Today, we have an armed force which is made up of regular personnel, National Servicemen and National Service reserves.

A clear indicator of the level of development of our armed forces is its participation in peace-keeping missions. Since 1989, the SAF has contributed over 1,200 personnel for UN missions. This participation has grown both in scale and in complexity in recent years. This demonstrates SAF's commitment in supporting the regional security architecture.

To date, I believe Singapore has been involved in 13 operations in 11 different countries. May I ask the Minister to please elaborate on the following: (1) What is Singapore's current contributions to international peace-keeping operations? (2) What are the risks faced by our soldiers in Afghanistan? (3) Have there been any casualties suffered during these missions? (4) Have there been any fatalities? (5) Aside from regular personnel, do National Service personnel take part in these missions?

Regional Security

Sir, in his keynote speech at the 6th Asia Security Summit last year, Prime Minister Lee Hsien Loong called on Asian countries to continue to work together and strengthen their framework of cooperation. He stated, "One challenge for Asia is to develop the right framework for regional cooperation, within which countries can deepen cooperation, discuss sensitive issues and contain and manage

frictions so as to ensure a stable environment in Asia for the benefit of all."

Sir, the economic crisis will see the creation of a new world order not only in the financial market. More than that, the crisis and the resulting disarray may prompt militant and terrorist groups to regroup and create havoc in some countries. This is where countries must establish not only good diplomatic relations, but also build up a networking and trust between their military forces so that they can present a united front against such groups.

While the overall regional security outlook for the Asia-Pacific remains largely positive, many uncertainties remain. With growing economic cooperation and traction towards integrated markets in Asia, a framework of regional cooperation appears to be emerging. However, Sir, major challenges, like terrorism, maritime security, competing boundary claims and growing competition for scarce resources, will still need to be carefully managed. We are all aware of the damage done by the pirate attacks in the waters of Somalia, and the potential risk of these incidents in our surrounding waters.

Sir, our nation's peace and prosperity are inevitably linked to the region's stability. As we become more integrated with the global economy, we should be cognisant that both our security and economic well-being will become even more susceptible to any instability in our external environment.

In these uncertain times, may I ask the Minister how do we ensure peace and stability in our region? We must acknowledge that regional security and stability is best served by having an open and inclusive security architecture that comprises strong bilateral relationships

and multi-lateral arrangements, especially with the strong and emerging powers. What is the status of our bilateral relationships with these powers? Have we done enough to strengthen and deepen these bilateral ties with them? Are there plans to open new areas of cooperation apart from exchanges of visits? Sir, how do we balance these relationships with the new emerging powers vis-a-vis the existing big powers?

Closer to home, Sir, what about our closest neighbours? Have we made enough and much improvement in defence cooperation in our relationship with our neighbours like Malaysia and Indonesia?

Sir, like my parliamentary colleagues, I am also concerned about the progress and development of our defence system. With respect to this, I would also like to enquire on SAF's 3rd Generation transformation journey and operational readiness. How do we compare to our regional neighbours in terms of defence resources and capability?

Regional Security and Operational Readiness

Sir, our defence security and safety must be intertwined and interlinked to that of other countries in the region. In these uncertain times and with the continued threat of terrorism and the positive increase in piracy in the region, how do we, together with our neigbouring countries and partners, ensure peace and stability in our region? Are countries in the region cooperating more or competing more, military-wise? Thirdly, in that context, what is the status of our bilateral relations with our neighbouring countries in Southeast Asia and the big emerging powers around the region? My fourth and last question is: are our military personnel ready for the restructuring that SAF is undergoing now?

Ms Indranee Rajah, you may take your two cuts together.

3rd Generation SAF

Sir, in the current security climate where countries have to deal not only with conventional threats but also with unconventional threats, like terrorism, the effectiveness of a defence force is not just about the number of the personnel or how much hardware we have. The effectiveness of our SAF depends very much on the quality of the men and women in the SAF, their ability to work together within a structured chain of command and yet, at the same time, to be able to think, adapt, innovate and to show intelligence and initiative. Quantity is important but quality is even more so.

In the past few years, the SAF has begun the process of transforming into a third generation, or 3G SAF. Change within a big organisation is never easy. It is easy to give something a label to, say, 3G SAF, but the real question is: what does that change entail, and is that change and transformation taking place? Is it permeating to all levels and does it reach operationally to the ground?

Also, in this sort of transformation, technology plays an important role. We buy weapons and systems from abroad. But are we also developing our own systems and equipment for the 3G SAF? What is the status of our defence technology? I would be grateful if the Minister could let us know whether we are using part of the defence budget to invest in defence technology and R&D to enhance the capability of a 3G SAF.

Fitness

Sir, I move on now to my next cut on fitness. I wish to ask the Minister about the fitness of our NSmen on two aspects. Whilst they are doing NS, they are fine,

they have to be fit – no choice. But before they start NS, how fit are they when they come before they start to do Basic Military Training (BMT)? Are they properly pre-conditioned before they start their BMT? Because if they are not fit, then it is not good for them and it is not good for the SAF either. Then, after they have finished their NS, they have to be operationally ready. Here, Sir, I think is the biggest challenge, whether our NSmen are sufficiently fit. They obviously have to contend with the challenges of lifestyle: drinking, smoking, diet. I am not suggesting that all our NSmen drink, smoke and overeat. I am just saying that these are challenges that they have to contend with in working life. I personally understand how difficult it is in order to maintain one's fitness.

This Parliament would recall that, last year, MINDEF very kindly allowed me to do IPPT with the SAF. One of the lessons I learnt from that personally is the difficulty of the challenge of maintaining a person's fitness while he also has to perform his own work responsibilities. Last year, before I took the IPPT, I was in the middle of a 30-day trial. I was in court every day. I had to finish cross-examining and after that, I had to get out of court and get onto the track and start training. And it was not easy. If I had to deal with that, I can imagine what our NSmen have to cope with. And it made me realise the importance of our NSmen actually having access to proper facilities to train. I realise that there does seem to be – lack of facility is not the right word – but I think that there could be an improvement in access to facilities for training. For example, I know that for training for IPPT, they can go to the gymnasium. But, Sir, I am not a big proponent of training in air-condition. I do not think that we would fight our wars in an air-conditioned environment. Therefore, I think that when our NSmen train to be fit, they should do so in an environment that approximates the reality.

I decided that I would try an experiment in my own HDB estate. We are doing an R & R. In the R & R, I am going to implement IPPT facilities that would be NAFA compliant - that means the NSmen in my HDB estate can actually do down to the block and use those facilities to train for IPPT. I have asked the Town Council to build a track. Obviously, we cannot do the whole 2.4 kilometres, but we have a track which is 400 metres and they could do multiples of that to train and reach the 2.4 kilometres. This is not a MINDEF issue but probably a Town Council or HDB issue, but I would strongly encourage MPs to include IPPT facilities in their constituencies.

12.30 pm

National Service

Mr Chairman, Sir, after the explanation from MINDEF on the rigorous medical tests that pre-enlistees have to undergo, I cannot help but wonder if our youth today are fitter but less rugged. Our youth today can avail themselves to more and better sporting facilities to enhance their fitness. This goes a long way to prepare them for National Service. But in spite of better sports amenities and the resources available in our school system, we have seen several young national servicemen dying from their National Service stint.

Given our declining population base, every National Serviceman is an important national asset. Every National Serviceman lost, is a national tragedy.

In Taiwan, there is a degrading term for "softee" youth called the "strawberry generation". They are so-called because like strawberries, the Taiwanese youth are thought to crush easily under pressure, so lacking in ruggedness.

Do we have the same phenomenon here, in spite of all our physically fit young men having to go through the rigour of National Service? Post-National Service youth are definitely tougher. But the concern is with our pre-enlistment youth and how to add that quality of ruggedness to stand them in a better position to endure the toughness of National Service training.

One of the reasons for the strawberry-like phenomenon, perhaps, could be because of the rise in obesity in our youth. About 10 years ago, the proportion of overweight youth was about 2.8 percent points of the total population. But last year, it has gone up to 3.6%. This may be a worrying trend. On the positive note, we do have a fitter younger generation compared to 10 years ago. In 1998, the percentage of youth passing the National Physical Fitness test (NAPFA) was 74% and the percentage has risen to 80% last year.

Defence Minister Teo once said, our youth are "fitter, but less rugged". Perhaps, another reason could be that parents mollycoddle their children or even over indulge in them. A lot has to do with the home environment where domestic help take care of everything from packing the child's bag to clearing up after him. Since there is little we can do to improve his ruggedness at home, I would be interested to hear from MINDEF what can be done to enhance the ruggedness of our young people, especially in relation to their National Service training?

Full-time National Serviceman

Sir, National Service has evolved over the last four decades. NS is seen as a rite of passage for male Singaporeans – being transformed from boys to men. MINDEF's role is to transform them from civilians to

soldiers. Sir, I would like to raise two issues regarding NS.

First is the impact of the reduction in the duration of NS. As the SAF graduates into a 3G defence force, the duration of full-time National Service has been reduced to two years. The shortened duration of service, while welcomed by the men, might have effects on the operations of MINDEF, in effectively executing the training programmes and ensuring that the NSmen arrive at the same level of competence as their predecessors. Has MINDEF assessed the impact of the reduction in duration on the quality of training and level of competence of our NSFs?

Sir, the reduction in duration of service also implies a more hectic training schedule and possibly lead to a lesser sense of commitment on the part of the NSFs. How does MINDEF ensure that NSFs continue to be sufficiently motivated and committed to defence?

The second point, Sir, relates to the scheduling of NS enlistment. Given the flexible nature as a result of the modular system in many of our post-secondary institutions, like the ITEs and polytechnics, the graduation period of NS-liable boys vary significantly. Many have plans to further their studies after NS. However, the dates of NS enlistment sometimes affect their plans significantly, especially if they plan to study overseas. In some cases, it would mean that the boy has to wait almost a year after completing his full-time National Service to start his undergraduate programme. How does MINDEF manage such intake requests (be it early or later) of NSFs affected by such circumstances?

Flexibility in NS Obligations

Sir, I read in December the story

of Keegan Ng in the Straits Times. He was the second Singaporean child to win the Marion S Gray Outstanding Musician Award at 11 and had wanted to study piano at the Eastman School of Music in New York. But he was told he had to complete National Service first. Eventually, he moved on from his music.

The story reminded me about violin prodigy Ike See, who was rejected twice when he applied to defer NS. He finally got to study at the prestigious Curtis Institute of Music after he opted for a two-year diploma instead of a three-year course.

As a musician, I know how vital it is to continuously hone one's skills, and I think the Ministry could be more flexible in granting deferments. I am speaking not just for musicians but all rare Singaporean talents. This may seem odd, since I have clearly not done NS before. But I raise this issue because others who have served NS have voiced their support for such Singaporeans. We should encourage this culture of affirmation.

The Minister has said before that the principles of universality and equity must apply to NS. I agree on universality. This is not a call for NS exemptions. But we should strike a balance on equity. We must not take it too far or we will lose the opportunity to help build a more enlightened society.

If equity is all, should not those who had served two and a half years of NS now feel a sense of inequity because youth only serve two years? I am really sure that we are better than that.

When NS was new and Singapore was young, it was understandable why the Ministry needed to be very strict after deferments. But if our deferment policy cannot be refined, it says a lot of how much progress our policymakers think our nation has made.

In fact, I know the Ministry is more flexible. Our national sailors have been granted deferments. I am sure others who have represented Singapore in global competitions have been as well.

I suspect it is easier to grant deferments in these circumstances. I suspect it is harder when it comes to Singaporeans pursuing rare talents, chasing once-in-a-lifetime opportunities.

But if we accept appeals by organisations such as Singapore Sailing on behalf of sailors, we can also accept appeals by other national bodies, such as the SSO, on behalf of rare musical talents, for example.

Actually, I do not intend to draft an entire deferment mechanism now. I recall how the Finance Minister said the Singapore system "relies on the trust in the individuals in charge" when it came to our reserves. I am sure the Defence Minister will be no less trustworthy to decide on deferments.

Other countries have found a way to do it. So can we, probably better. More importantly, how much do we gain as a nation when we read about stories such as Keegan Ng's? How much more could we gain if we are able to read stories that celebrate rare talents who can put us on the world map and see policies that support them?

Sir, this is what the Singapore narrative needs more of now, to strengthen our identity.

Ms Rajah, you have three cuts. Take them together. Four minutes total.

Recognition of NSmen

Thank you, Mr Chairman. I would like to speak first on

the topic of recognition of NSmen. Sir, NSmen play an important role in the defence of Singapore. They are not only required to serve full time for two years (and for some of them, it was two and a half years in the past) but they have to remain operationally-ready until age 40 for Warrant Officers and age 50 for Officers. They are also liable to be called up at short notice, and this means work disruption for them.

I see this personally in my work life because I have a number of young male lawyers in my team who are liable to be called up for reservist duty. When they are called up, before they go for reservist, they often have to put in additional hours to make sure that their work is cleared before they go for reservist. In some cases, if they are allowed to book out, they come back in the evenings, on weekends, on public holidays, just to ensure that their work is cleared on time to meet the client demands. This is not to say that I am a particularly hard task master. It is just that they are very professional in what they do and the nature of their job is such that it cannot always be delegated to others. So they come back to make sure that they do the job properly.

I just cite this as an example of a situation that I am familiar with. But I have no doubt that there are many other NSmen who have the same wholehearted commitment to both their work and to their NS duty and this entails both dedication and sacrifice on their part. It also impacts on the time that they have available to spend with their families or just simply time for themselves.

Sir, I would like to ask the Minister what efforts have been made to recognise and acknowledge the contributions of our NSmen and also, since the NS duties inevitably impinge on their work responsibilities, having an understanding and supportive employer is important. So,

could the Minister let us know what level of employer support there is for NS generally?

Bullying in Camps

I was concerned when I read in the newspapers last month about an incident when NS recruit was badly beaten up by his camp mates. His camp mates were apparently unhappy about his attitude in carrying out his duties and their solution to this was to confront him and beat him up with wooden poles. He was beaten so badly that he was hospitalised for several weeks. I understand though that the attackers have been formally charged with criminal offences and sentenced, and rightly so.

This particular incident is now closed. But I would like to ask the Minister whether this type of conduct is typical or prevalent in the SAF because our NSmen are drawn from all walks of life with very different educational backgrounds. Some may have been members of youth gangs prior to doing their NS. Their idea of how to settle a dispute is very different from what we might regard as acceptable. So what steps is the SAF taking to ensure that incidents like this do not happen again?

Total Defence

Sir, I totally support the concept of Total Defence. My question though is whether this concept has fully permeated to all levels of Singapore's society and whether everyone fully understands that the defence of Singapore is not just the job of the SAF, but of every Singaporean – man, woman or child – whether you are working, whether you are a senior citizen, whether you are a school-going youth.

The SAF has done a very good job of promoting its image as a defence force. So much so that many people

automatically think that defence is purely the job of the SAF. Not everybody understands and recognises that defence is the responsibility of every Singaporean. But not all understand this. Let me just bring up one example which underscores it. People should remember that the first Singapore victim to international terrorism was a woman. She was not an SAF officer. She was not somebody in the security forces. She was a young lawyer, and she was the first victim of international terrorism. So the security challenges that we face come home to us personally. It is our home to defend. It is our responsibility to take, not just the SAF's.

Sir, I would like to ask the Minister what efforts are being made to promote Total Defence as a concept applicable to all Singaporeans.

Dr Maliki, you have two cuts. Four minutes.

Sir, this Sunday, 15th February is Total Defence Day – our 25th. The siren will be sounded. Every Singaporean will realise that it is Total Defence Day. After the siren stops, everyone will go on with their own lives and continue where they had left of. And we wait for 15th February 2010 before we are reminded again of Total Defence Day, and the siren is sounded again. Sir, is this an accurate scenario? I hope not. It has been 25 years since we launched Total Defence. I would like to ask the Minister how MINDEF determines its effectiveness in making Singaporeans appreciate their role in Total Defence. What is MINDEF's strategy in raising the level of awareness and appreciation of Total Defence amongst Singaporeans, apart from organising events on 15th February and sounding the siren on that day?

Sir, the importance of Total Defence cannot be more underscored now than

ever before. We are now being struck by the economic tsunami. Everyone is anxious and many feel economically vulnerable. Indeed, economic defence is a key pillar of Total Defence. The Resilience Package in Budget 2009 aims to strengthen our economic defence, ensuring that we do not slip further into a deeper recession.

Sir, while economic defence may be at the top of our minds, I hope Singaporeans will not lose their guards on the other defences – social, psychological, civil and military. This is especially so as the threat of terrorism still exists. I would like to ask the Minister how has Total Defence helped us cope with the security challenges like the threat of global terrorism. Are there lessons that we can learn from the Mumbai attacks to prevent such events from happening in Singapore? If in the unfortunate situation that such an event does happen here, are Singaporeans ready? How can we continue to instil in Singaporeans the importance of embracing and internalising Total Defence and their role in it?

Defence and Youth

While Total Defence is the responsibility of every Singaporean, we must pay particular attention to the younger generation and their understanding and attitude towards defence. The youth are our future and their attitudes will shape their actions and has serious implications on the future of Singapore.

Sir, we have a good and effective SAF. Singaporeans feel secure and confident that we will be able to defend ourselves against any external threats. We attract many foreigners who decide to make Singapore their home because of this sense of security. However, is this sense of security being taken for granted,

especially amongst the youth in Singapore?

Sir, the Government has been engaging our youth to take ownership of the country through various channels and initiatives. New programmes have been put in place by MCYS and the National Youth Council, for example, the Young ChangeMakers grant, National Youth Forum, and others. Often times, however, these platforms see youths keen on issues that benefit them directly.

Sir, I think we have to start engaging our youths on defence and security issues to ensure that they do not take these issues for granted.

They, like other Singaporeans, have an important role to play. Thus, I would like to ask the Minister if MINDEF has plans to engage young Singaporeans constructively on defence and security issues? If so, how and to what extent? How can the youths be enthused to take greater interest in the defence of our country?

12.45 pm

Sir, as our youths look to showcasing their talent and skills in hosting the inaugural Youth Olympic Games next year, bringing the attention of the world here, it is timely that they also begin to be introspective and reflect on how that very talent and skills can be channelled towards our defence and security.

Sir, I would like to thank the hon. Members for their comments and questions, and also for their steady commitment to Singapore's defence and security.

Ms Indranee Rajah, Mr Arthur Fong and Mr Ang Mong Seng asked about the security implications of the global economic crisis. This House has extensively discussed its economic and social impact. From the security perspective, there are

three implications of the crisis that MINDEF is concerned with. First, it will accelerate global geo-political shifts. Second, during a recession, social stresses may lead to increased instability. Third, the threat of terrorism overlays these first two concerns.

Mr Hawazi Daipi and Mr Zainudin Nordin asked how we can ensure peace and stability in our region in these uncertain times. Ms Indranee Rajah asked about the regional security architecture.

Since the end of the Cold War, the US has been the pre-eminent economic and military power. Other countries such as China and India were emerging, both economically and militarily. The economic crisis has accelerated this process. While the G7 used to shape the global financial and economic framework, it no longer has the means to resolve the economic crisis by itself. Wider concerted action is required, as illustrated by the hasty convening of a G20 meeting last November. This shift in global economic weight, and the rise of other powers, will lead to a faster transition to a multi-polar world where no single power can steer global developments.

The US will remain the world's most powerful nation. Its leadership will be necessary to address key economic and security issues, but it cannot work alone. This shift will also impact regional security, where the interests of the major powers – energy sources, sea lines of communications, markets – intersect, and overlay the region's traditional diversity and rivalries. It is not coincidental that tensions abound in the countries bordering the Caspian Sea and in Central Asia, where pipeline politics, energy and historical animosities provide a volatile mix.

In our region, it is thus even more important that we continue to build an open, stable and inclusive regional security architecture that will help sustain

peace and stability for the longer term. ASEAN has a key role to play in this. ASEAN facilitates and shapes multilateral fora, such as the ASEAN Regional Forum and the East Asia Summit. The ASEAN Defence Ministers' Meeting (ADMM), is an important part of this architecture, where ASEAN defence ministers come together to build a more cohesive ASEAN security community that can help shape the wider security architecture of our region. The ADMM has agreed on the principles for the ADMM-Plus, where ASEAN countries can engage our partners in the larger Asia-Pacific to address common security challenges. Other multilateral and bilateral security arrangements also play a useful role. One example is the Five Power Defence Arrangements, which bring together Malaysia and Singapore and anchor its extra-regional partners Australia, New Zealand and the UK in the region.

The annual Shangri-La Dialogue in Singapore is the only forum where defence ministers, senior officials, and academics from the region and beyond gather for an informal and frank exchange of views. This key event, which will be held for the eighth time this year, has played a useful and unique role in sharing security perspectives, promoting confidence and transparency, and evolving new modalities for cooperation and norms of behaviour amongst countries in our region.

Last year, the Ministers discussed principles for cooperation, particularly for Humanitarian Assistance and Disaster Relief. MINDEF contributes to the building of this regional security architecture in two ways: (1) by contributing ideas and concepts to help crystallise the security architecture; and (2) by having a capable SAF which can engage meaningfully with our ASEAN friends and partner countries, and contribute useful capabilities towards regional cooperative activities. Without either of these, Singapore will play a

much more diminished role and we will not have the same voice at the table.

Our multilateral engagements within the region are supported by a strong network of bilateral defence relations, particularly with Malaysia, Indonesia, Thailand and Brunei. Every year, the SAF takes part in numerous bilateral exercises with each of these neighbours. These interactions also add breadth and depth to our relationships, and contribute to regional stability. Singapore has also been actively engaging key countries from beyond our immediate region because they play a useful and constructive role in our region. We have a strong and longstanding relationship with the US. We welcome a US presence in our region. The sustained US presence is an important stabilising influence in the Asia-Pacific region. We have demonstrated our support through the 1990 Memorandum of Understanding, and its 1998 Addendum which allows US ships and aircraft to use Singapore's facilities.

In 2005, we concluded the Strategic Framework Agreement and Defence Cooperation Agreement. The high tempo of defence exchanges, benefits both armed forces professionally. In addition to the three existing F-16, Chinook and Apache training detachments in the US, our Air Force will establish a new F-15SG training detachment in Mountain Home, Idaho, this year. With China, the signing of the Agreement on Defence Exchanges and Security Cooperation last year was a milestone in our bilateral defence relationship. We also inaugurated the annual China-Singapore Defence Policy Dialogue, and have continued with high-level defence visits, professional exchanges, cross-attendance of courses and port calls.

Bilateral relations with India have taken significant strides since the signing

of the Defence Cooperation Agreement in 2003, reflecting the wide-ranging and growing Singapore-India bilateral defence relationship. We signed a Bilateral Agreement with India for Joint Army training and exercises last year, and the Bilateral Agreement on Air Force training in 2007. Our relations with Australia and New Zealand remain warm and strong. Through bilateral exercises, exchanges and common deployments previously to East Timor and now to Afghanistan, we have developed a deep understanding with both countries. Singapore also enjoys good defence relations with Japan and Korea, and has good defence cooperation with France, Germany, Sweden and South Africa.

Regional stability is crucial, particularly against the backdrop of today's inter-connected world. Nations face a spectrum of multi-faceted, complex and trans-border security challenges. They include terrorism, piracy, sectarianism, competition for resources, natural disasters, pandemics and cross-border movements of people. There are also unexpected threats that we have not yet foreseen – the unknown unknowns. Amidst these emerging challenges, we must not lose sight of the need for small states like Singapore to always be prepared to safeguard our security and sovereignty. Iraq's invasion of Kuwait in 1990 is a constant reminder. A country which does not provide for its own defence leaves its future and its fate in the hands of others.

I have just returned from the Munich Security Conference. In Munich, each year, I meet many Defence and Foreign Ministers from countries born out of the break up of the former Soviet Union and the former Yugoslavia – small countries mostly. They value their independence all the more because it is so recent, and so hard won; and in some cases, so tenuous. They worry about their security. But not all have been able to provide for it – they either have not had enough time or they

do not have the resources. Just in the past two years, several of these new countries have faced dire security threats ranging from ethnic strife to territorial and energy disputes, which have resulted in armed conflict, loss of life and territory, interruption of energy supplies and cyber attacks. These have caused severe damage and, in some cases, break-up of the countries affected.

A deepening economic crisis will compound existing security challenges, making them more acute. Countries that are seriously affected could face social and possibly political instability and turmoil. In Britain, France and Greece, strikes and demonstrations have already broken out. As the economic slowdown bites, sources of stress and tension will increase. We saw this in our own region in the aftermath of the 1997 Asian Financial Crisis. Indeed, the security challenges we face today come from all directions "360-degrees" and have the potential to undermine our security – and our region's security. Piracy is one of these.

Mr Ang Mong Seng and Mr Michael Palmer have asked about piracy in the Malacca Strait and the Gulf of Aden. By threatening the freedom of navigation and the safety of international shipping, piracy adversely impacts the global economy and regional security. The Straits of Singapore and Malacca, and the Gulf of Aden, are vital waterways connecting Asia and Europe. In the Malacca Strait, the three littoral states – Singapore, Malaysia and Indonesia – started the Malacca Strait Patrols in 2004 to combat piracy. The grouping has now expanded to include Thailand. The number of piracy incidents in the Malacca Strait has declined significantly, from a high of 21 in 2004 to six in 2008. These are figures from the Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia (ReCAAP). But some

analysts have predicted that the economic crisis may cause piracy to rise.

For example, last November, Indonesian Navy spokesman Sagom Tamboem told journalists, and I quote, "we predict that with the global crisis, there will be more pirates and illegal activities taking place in the Malacca Strait." This is a realistic assessment. Therefore, we will have to maintain our efforts in the Malacca Strait. User states can also share information through the ReCAAP, which I mentioned earlier.

In the Gulf of Aden, there has been a recent upsurge of piracy attacks. In the past year, over 100 ships have been attacked by pirates, who have raked in an estimated ransom of US$120 million dollars. In recent months, NATO, the European Union, the US, as well as countries such as China, India, Malaysia and Russia, have contributed to anti-piracy efforts in the Gulf of Aden. Other countries, including Japan and Turkey have announced their intention to send naval vessels.

Singapore will be joining these efforts by deploying a Landing Ship Tank, with two Super Puma helicopters embarked, for a period of three months this year. The ship will work with the newly-formed Combined Task Force 151 to protect shipping in the Gulf of Aden. She will deploy once the operational arrangements have been made. Why are we doing this? As a maritime nation, Singapore shares the concerns of the international community regarding piracy, and is committed to supporting international efforts to keep the sea lanes safe and secure. It is not possible for any country, Singapore included, to protect its own shipping on its own in all the key sea lanes of the world. All countries, therefore, have to depend on international cooperation to secure the sea lanes for everyone's use. Littoral states, user states, and the international community all have a role to play.

Our priority will still be on ensuring the security of the Straits of Singapore and Malacca, but we are also playing our part, through this small but meaningful contribution, as part of a multinational force to protect international shipping in the Gulf of Aden. Such international cooperative measures will help all ships, including Singapore ships, which should also take the necessary self-protection measures, such as the appropriate routes, speed and timing for their passage to minimise their likelihood of being attacked.

1.00 pm

Mr Ang Mong Seng and Mr Michael Palmer asked how we can prevent a terrorist attack. Ms Indranee Rajah, Dr Mohamad Maliki, and Mr Michael Palmer asked what lessons the SAF can learn from the attacks in Mumbai. The Mumbai attacks are the latest in a string of global attacks. They are a grim reminder that terrorism remains a common and persistent threat to all nations, and that the costs stemming from a failure to be vigilant are great.

Singapore continues to be a target, and we have to remain on our guard. Initial studies of the Mumbai attacks have underscored the critical need for intelligence, early warning and prevention capabilities to discover, detect and deter these threats. Close inter-agency teamwork are essential to counter the threat. The SAF, therefore, works closely with homefront agencies to support our national counter-terrorism strategy of "prevent, protect and respond". Following the August 2007 amendments to the SAF Act passed by this House, SAF troops have been deployed to assist the Singapore Police Force in a number of major security operations last year, and to continue with the protection of key

installations. The Air Force and Navy conduct air and maritime security operations in close coordination with their respective civilian counterparts. The SAF also maintains high-end capabilities, on high readiness, such as the Special Operations Force for intervention and hostage rescue, and units for chemical and biological defence.

Sir, the terrorists entered Mumbai via the sea. The SAF has invested significantly to deter and respond to transnational terrorist threats in the Singapore Straits which is used by more than 1,000 vessels each day. Our Navy works closely with the Port Authority and the Coast Guard to improve our radar and electro-optical sensor network. Navy ships conduct round-the-clock patrols and last year alone escorted 1,900 merchant ships carrying sensitive cargo in the Singapore Straits. Accompanying Sea Security Teams, comprising Navy and Coast Guard armed sea marshals last year boarded and accompanied 1,100 selected vessels coming into Singapore’s ports. To further strengthen inter-agency collaboration, the SAF annually conducts Exercise APEX, for all maritime agencies to validate and review their operational plans. In fact, Exercise APEX 2009 commenced earlier this week. The SAF has also restructured the Navy’s Coastal Command as the Maritime Security Task Force (MSTF), which I will speak on a little later. However, Singapore’s security cannot just be the concern of Government agencies. Security is a national responsibility, as several Members have pointed out, and all of us must offer additional eyes and ears to enhance our vigilance. Every Singaporean must develop strong communal ties and mutual trust with fellow Singaporeans, so that if we are ever hit, our people will remain cohesive and have the resilience to quickly bounce back. Every citizen has a role to play. This is the crux of Total Defence, which is

an important topic which Assoc. Prof. Koo will speak on later.

Terrorism respects no boundaries, and cannot be resolved by any one nation acting alone.

Mr Michael Palmer asked about Singapore’s contributions to international security operations. Singapore remains committed to doing its part for the multinational stabilisation and reconstruction efforts in Afghanistan. Since 2001, we have contributed SAF deployments, assistance-in-kind and training courses for Afghan personnel. In 2008, we continued our SAF deployments with the New Zealand Defence Force’s Provincial Reconstruction Team (PRT) in Bamiyan that we had started in 2007, by deploying a construction engineering team there for two rotations totalling six months. During their deployment, the teams supervised the construction of a Regional Health Training Centre and a Security Wall around the Bamiyan University Dormitory. We expect to make a similar contribution of a construction engineering team to Bamiyan this year. In addition, since November 2008, the SAF has deployed a 20-man medical team to Oruzgan Province, for two rotations totalling six months, to provide primary healthcare and ward capabilities in support of the Dutch and Australian forces deployed there.

We are also exploring additional operationally useful contributions, within our capabilities and resources, to the UN-mandated, NATO-led International Security Assistance Force (ISAF) in Afghanistan. We are now working on the details of a three-month deployment of a KC-135 tanker aircraft in the later part of this year to support coalition operations over Afghanistan. We also know that intelligence, surveillance and reconnaissance capabilities are a priority need in Afghanistan. We are thus exploring the deployment of such assets, eg, an

Unmanned Aerial Vehicle Task Group, to Afghanistan to enhance ISAF’s situational awareness and security.

Mr Palmer also asked about the risks faced by our soldiers in Afghanistan. Our deployments do involve risks to our servicemen, which can be significant. Attacks from rockets and Improvised Explosive Devices are common in Oruzgan. In Bamiyan, such attacks are less frequent. The SAF has to undertake these missions even though they do entail risks. Where there is important work to be done, there will be risks. To mitigate the risks, we make sure that our servicemen are well equipped and trained, and receive additional training specific to their mission and area of operation. For instance, our medical team in Oruzgan underwent rigorous pre-deployment training which included modules to sharpen their weapon handling skills, identify and mitigate Improvised Explosive Device (IED) threats, as well as react to hostile elements. Our servicemen have to be vigilant at all times to respond to unexpected situations that may arise.

Sir, our missions in Afghanistan have a direct link to Singapore’s security. Members will recall that key members of the JI cell in Singapore received training in Afghanistan, including its leader Ibrahim Maidin. The JI had hatched plans to attack various targets in Singapore even before the 11 September 2001 attack in the US, and before coalition forces went into Afghanistan and overthrew the Taliban. Members will also recall that a copy of a video-tape of the JI reconnaissance of Yishun MRT station was found in the rubble of the house of the Al Qaeda leader Mohd Atef in Kabul in 2001. In February 2007, a 28-year-old self-radicalised Singaporean lawyer was arrested and detained after attempting to pursue militant jihad in Afghanistan.

Singapore is making these deployments to show our support and assist in a

meaningful way in the stabilisation and reconstruction efforts so as to prevent extremists from using Afghanistan to export terrorism.

Sir, last Sunday in Munich, I spoke with the Afghan National Security Adviser Dr Zalmai Rassoul, and listened to Afghan President Hamid Karzai speak about his hopes and plans for the future of his country amidst the many challenges that they face. Our servicemen there can also contribute, in a small way, to make a long-term difference to the lives of the Afghan people, while enhancing Singapore’s overall security.

Mr Michael Palmer also asked whether National Service personnel are deployed for these missions. In the case of Afghanistan, we have only deployed regular servicemen. If suitable Full-time or Operationally-Ready National Servicemen wish to volunteer, they may do so and we will treat their period of service with the mission as regular service.

Besides Afghanistan, Singapore has been contributing to multinational reconstruction efforts in Iraq since 2003. The SAF has made five deployments of Landing Ships Tank, five deployments of KC-135 tanker aircraft and one deployment of C-130 transport aircraft in support of coalition operations in Iraq in the last five years. Significant progress has been made in Iraq after these five years. The Iraqi security forces are now prepared to take over the responsibility of providing security for the Iraqi people. As such, coalition forces are now in a position to begin their phased withdrawals. Singapore's commitments to stabilisation operations in Iraq will therefore also come to an end. I am sure that Members of this House will join me in acknowledging the contributions of our 998 SAF Servicemen, some of whom have served multiple tours, to the

multinational reconstruction efforts in Iraq over the past five years.

Sir, even as we contribute to international and regional security, the SAF’s primary mission is to defend Singapore. Today, Singapore relies on an SAF that possesses a full spectrum of capabilities to deter aggression and respond flexibly from peacetime operations to full-scale combat operations.

Ms Indranee Rajah and Mr Zainudin Nordin asked about the third generation SAF. The SAF’s transformation is on track. The first of our four Gulfstream 550 Airborne Early Warning aircraft will arrive later this month to replace the E-2C Hawkeye that has served us well for over 20 years. Last November, our first F-15SG fighter plane, which replaces the A4 Skyhawks, rolled off the Boeing factory production line. Both aircraft will add new dimensions to Singapore’s air defence capabilities. Last month, the final two of the Navy’s six frigates were commissioned, replacing the Missile Gunboats, which have served Singapore well since the 1970s. The frigates are now fully operational and have taken part in highly demanding exercises in the Indian Ocean and off Hawaii. We have inducted the Leopard 2A4 Main Battle Tanks and more crews will be sent for training in Germany next month. The SAF constantly hones its readiness and validates new fighting concepts through realistic exercises. Last May, I visited the Division Exercise, Lightning Warrior, in South Africa. This exercise validated the Division’s ability to integrate the SAF’s air and land capabilities to see first and strike first, in order to decisively influence the battle’s outcome. The Air-Land Tactical Control Centre was also exercised during Exercise Wallaby in Australia last November. This exercise involved 3,600 full-time National Servicemen and NSmen, and platforms such as F-16s, Pegasus lightweight

artillery howitzers and, for the first time, the Leopard Tanks.

The SAF is also restructuring to better respond to current and future security challenges. Last year, the Air Force completed its major reorganisation into five mission-oriented functional commands. The Army's 2nd People's Defence Force Headquarters was restructured as the Island Defence Headquarters and has since been working with Home Team agencies to monitor and respond to security threats. This year, the Navy’s Coastal Command will be restructured as another SAF-level task force – the Maritime Security Task Force – which will work closely with the Police Coast Guard, Maritime Port Authority, the Immigration and Checkpoints Authority and Singapore Customs to ensure national coordination in maritime security.

Mr Hawazi Daipi asked if our personnel are ready for the SAF’s restructuring, and Ms Indranee Rajah as well. Today’s recruit is very different from his predecessor. He is better-educated and technologically-savvy. We wish they were a little more physically fit but Dr Ng will speak about that afterwards. The SAF’s new training concepts seek to develop innovative and adaptable soldiers. To maximise each soldier’s potential, the SAF believes in equipping him well. We have introduced the Advanced Combat Man System (ACMS) – a computerised system worn by the soldier that comprises communication, image-gathering and navigational technologies. So this third generation transformation is going down to the section and soldier level. ACMS allows the basic infantry section to tap on a wider range of combat resources such as fire support from other units. We are equipping our key training schools and several battalions with the ACMS, and will continue to make improvements and upgrades in future. Members would have received a notebook in your little pack with the print of the new pixelised combat

uniform. The new uniform has improved functional design, dissipates heat better, and enhances combat survivability. Dr Ng will elaborate on how our People Development initiatives will bring out the best in our personnel.

1.15 pm

Ms Rajah also asked about the preparedness of the SAF for other types of warfare, like urban warfare. The new Murai Urban Training Facility was built to resemble a typical town and offers realistic urban training and validation of new equipment, tactics and doctrines. Sir, the SAF is ready to confront current and future operational challenges because we have embarked on the transformation to the third generation SAF. Such investments have enabled the SAF to restructure and streamline its training and operational requirements, leading to more effective use of our National Servicemen. Members would recall that this transition to the third generation SAF is what has allowed us to reduce the duration of National Service in 2004, while maintaining the operational readiness and fighting edge of the SAF. So our investment in technology and new equipment has allowed us to reduce the period of National Service. Full-time NS duration is now two years, down from two and a half years, while the NS In-Camp-Training cycle is reduced from 13 years to 10 years.

Ms Irene Ng, Mr Arthur Fong, Mr Hawazi and Mr Low Thia Khiang earlier during the main Budget debate and Ms Ho Geok Choo asked about our defence expenditure. Today’s independent and secure Singapore, is made possible by a capable SAF which is the direct product of our steady and prudent investments in defence over the years.

The Government’s policy is to invest steadily on defence – like an insurance

policy. While the Government is prepared to spend up to 6% of GDP on defence, we have not always used this full amount, and indeed invest only what is needed. So this is the operating principle – investing only what we need. The long-term defence needs are appraised and the long-term resources to meet these needs are determined. Hence, from 1997 to 2002, defence expenditure was about 5.0% to 5.5% of GDP. Since 2002 the defence expenditure has typically been between 4.5% and 5% of GDP. We expect that on average the defence budget will be within this GDP range over the next few years. This is in line with the overall budget and the budgets of the other Ministries. And within this range, the defence budget will move up and down with the GDP and overall Government budget. We do not sharply increase defence spending during an economic upturn just because more money can be made available, and we do not sharply cut spending when the economy slows. So instead of a feast-and-famine approach, we put in consistent investments in defence. This is the prudent approach.

Sir, security threats do not disappear during an economic downturn. On the contrary, as I have pointed out earlier, social and political frictions increase during difficult economic times or, as Ms Indranee Rajah said earlier, the world does not appear to be a very safe place. Quite an understatement. Having a credible SAF to defend Singapore’s sovereignty and vital interests is even more crucial under these circumstances. A steady defence budget through both good and difficult economic times sends a strong signal of our resolve to defend ourselves.

Building effective defence capabilities takes many years. It would be too late to start buying weapons and raising capabilities only when an obvious threat

confronts us. Defence programmes have long gestation periods and it is more effective to plan and invest for the long term. Major programmes like the frigate typically take a decade from inception to full operational status. It takes even longer for our people – SAF servicemen, scientists and engineers – to master their respective expertise. Sharply reducing the budget during a downturn means that certain capabilities, people and expertise that took many years to build may be lost and these capabilities cannot be easily rebuilt just by short-term spending increases. MINDEF’s multi-year plans ensure that the SAF is built up as a coherent and effective fighting force. A stable defence budget allows us to make long-term decisions in order to obtain the best value for our investment, whether it is in building up capability in our people, or in weapon systems.

I would like to assure Mr Arthur Fong that this steady approach to defence spending ensures that the SAF is always well-prepared to confront security challenges.

Ms Irene Ng also asked what do we spend on in defence. Our defence budget has three main parts. I would describe it only in broad terms. First, through our investment in people, we develop well-trained soldiers, sailors and airmen and also engineers and scientists. Second, through our operating expenditure, we carry out operations both locally and in support of our international commitments, and maintain a high state of operational readiness through rigorous training. Third, through our capital expenditure, we equip our servicemen with the most appropriate equipment so that they can carry out their mission with confidence and success. We are also spending a little more this year on construction in line with the Government’s Resilience Package.

As a policy, MINDEF only buys what we need, and what is most cost-effective.

We extend the life of our equipment by maintaining them well and upgrading, where possible. The 18 year-old Missile Corvettes will embark on a Life Extension Programme so that they can continue to contribute effectively for many more years. When we do need to make a purchase, we do not always buy the latest model. Our AMX-13 tanks were bought second-hand 40 years ago and upgraded to SM-1s 20 years ago. Now that the SM-1s can no longer be further upgraded to meet our needs, we have bought second-hand Leopard tanks to replace them. In fact, quite a number of our major equipment are second-hand although Members may not realise that. Our KC-135 aerial tankers, some of our C130s and indeed our submarines were also bought second-hand, and these are periodically upgraded with modern systems.

We do buy new equipment when it is necessary and particularly to keep our fighting edge sharp, such as the F-15s, UAVs and frigates, and we also build our own unique systems to meet our requirements when it is more cost-effective to do so, such as the Bronco All Terrain Tracked Carrier and our Landing Ship Tanks. I would like to inform Ms Indranee Rajah that we are able to do this because MINDEF consistently spends about 4% of our defence budget on R&D. Our cost-effective equipment is well-regarded internationally and ST Engineering was recently awarded a contract to supply the Bronco to the UK Armed Forces. Our Landing Ship Tank has also found buyers in other countries.

The current economic crisis has altered the security landscape, and compounds this "360 degree" security threats facing Singapore and the region. A strong SAF underpins the peace and stability that will allow Singapore to ride out the economic slowdown, and protect our vital interests. I thank the House and all Singaporeans for your commitment to

defence and with your strong support, MINDEF and the SAF will continue to ensure a safe and secure Singapore, which gives us the confidence to forge ahead to chart our own future.

But, ultimately, though the security of our nation needs equipment, systems and weapons, it depends on our men and women. The SAF must continue to attract and retain people with the right values, motivation and abilities, and ready them to confront the current and future security challenges. And Singaporeans must have the resolve and determination to defend what is ours.

Mr Chairman, Sir, I will now ask Dr Ng to elaborate on our initiatives to bring out the best in our personnel and Prof. Koo will elaborate on Total Defence.

Sir, permit me to continue on some of the aspects that Minister for Defence has touched on as well as to address questions by Members.

Ms Indranee Rajah asked about the fitness of full-time National Servicemen (NSFs) and how this relates to deaths during training. First, let me clarify that all enlistees must undergo medical screening to determine their Physical Employment Status (PES). This is done by trained doctors and it is only after the screening by doctors based on their PES, that the enlistees are assigned to the type of training and vocations which are suitable for them. As elaborated previously in this House in response to PQs, MINDEF adopts internationally-accepted procedures and standards for medical screening. Indeed, when it comes to routine screening for cardiac conditions, we adopt higher standards than those recommended by the American Heart Association, for example. An independent expert panel of medical experts regularly reviews and updates screening requirements for the SAF.

Nonetheless, even after having passed the most detailed of screening techniques, there remain a small number of persons who can suffer unexpected deaths. From time to time, we read of them. They affect both civilians and military personnel and even amongst athletes and sportsmen who are used to physically demanding conditions. Sometimes, it is not even related to great physical exertion. Sudden deaths have occurred with minimal physical stress or during sleep. These unexpected deaths reveal the limits of detection capabilities for pre-existing diseases even with the best medical technology. Some causes of death simply do not provide any prior warning to allow remedial or preventive measures.

Within the SAF, all servicemen are put through training after the medical experts have deemed them suitable for their respective PES. But as Ms Indranee Rajah has alluded to and Mr Arthur Fong also, NSFs can have varying levels of physical performance and endurance. To determine if they are physically well-conditioned for basic military training, we use the National Physical Fitness Award (NAPFA) Silver as the benchmark.

Those who have obtained at least a NAPFA Silver, and this is about 50% of current enlistees, go directly for their Basic Military Training (BMT). The remaining half require help to improve their physical performance and endurance before they join the rest of the cohort for their BMT. So they attend a four-week course called the Physical Training Phase, or PTP. They do it after they are enlisted, upon enlistment and before they go through the BMT. This is for the four-week course and it does improve their physical performance, but we have found that even after four weeks, many still do not reach the same level of fitness when compared to their peers who went directly into BMT. So there is still a lag even after four weeks.

All of us know that BMT is physically rigorous and MINDEF and the SAF have been studying how we can better prepare those undergoing this PTP for Basic Military Training, a point which Mr Arthur Fong asked. We have concluded that the current four weeks is too short as it does not bring these recruits to a comparable level of physical conditioning as their direct BMT peers. We have therefore decided to add another four weeks and extend the PTP to eight weeks, instead of the current four weeks. This will enable a more uniform level of fitness amongst the recruits when they start their BMT.

Members should note that the overall duration of a full-time two-year NS remains unchanged. So we are not extending it but upon enlistment, PTP recruits will undergo their eight-week PTP first and then serve out the remaining one year 10 months of full-time NS. This eight-week PTP will be implemented for those enlisted from December 2009 onwards.

Having announced this extension of the PTP from four to eight weeks, I hope that young male Singaporeans will now not get the wrong idea that they can neglect or reduce their regular exercise and hope for this eight-week course to prepare them for BMT.

I think it is always better to do it regularly for your own health and well-being. Of course, for those in poor physical condition, I think even eight weeks of PTP may still be inadequate.

1.30 pm

Sir, Ms Indranee asked about encouraging our NSmen to maintain their fitness in order to pass their IPPT. First, let me thank her for her personal and physical commitment. I think she is a good example, and I thank her for the efforts that she has done in the constituency. And I encourage MPs to do

this as well in support of Total Defence. The SAF introduced various mechanisms to help our NSmen. I take her point that she prefers the natural conditions rather than air-condition. But we are practical – we want to introduce practical ways to allow our NSmen access. In October 2006, we introduced a specific programme at Bedok and Khatib Fitness and Conditioning Centres (FCC), and at Maju Fitness Conditioning Centre in August 2008. This is a voluntary programme designed to help NSmen prepare for their annual IPPT. I am happy to announce that it has been quite popular. Since its inception, more than 8,000 NSmen have undergone this IPPT. Last year, we introduced another programme where the SAF, also tied up with SAFRA, to offer gym packages to help NSmen improve their IPPT results. So we are finding practical ways to help our NSmen.

Let me now talk about the management of NSF intakes, a point raised by Dr Mohamad Maliki. He asked whether the reduced NS period to two years has diluted our operational readiness. I would say, "no", and the Minister has talked about that.

He also asked about how we manage the intakes. Sir, enlistment for full-time NS takes place on a quarterly basis. This is to help the SAF because we have to accommodate more than 20,000 young male Singaporeans each year who would have completed their studies in different institutions here or abroad. As a general rule, we enlist them soon after the academic year. Those from the JC, GCE "A" level cohort are enlisted in December and March while those from polytechnics are enlisted in June and September. ITE graduates are enlisted throughout all four quarters, depending on when they graduate. For students who pursue their studies overseas or in local private institutions, they are enlisted upon

completion, usually six months from the completion of their studies. However, some are enlisted later because they took longer to graduate or had medical conditions which require further review.

As a rule, they would start their next level of educational institution two years after their female counterparts.

Mr Chairman, Sir, Ms Olsen asked about deferment from full-time NS. As previously articulated in this House, as she has rightly pointed out, there are three fundamental principles that we adhere to. First, NS must be for meeting a critical national need of ensuring our national security and survival. This is the basis for the Enlistment Act where all NS-liable males are enlisted at the earliest opportunity upon turning 18 years of age. The second principle is universality and with this, NS is the duty of every male Singaporean fit to serve. The third is equity where every National Serviceman is to be treated in the same way, regardless of background or status.

MINDEF recognises that NS does involve a sacrifice from all individuals who have to postpone personal pursuits to serve the nation. Not only those who are specially talented, but all Singaporeans who are NS-liable. This is why we must adhere to the three principles in order to preserve the integrity and strength of our NS system. Nevertheless, in selected situations, which she has pointed out, MINDEF does exercise flexibility while still upholding these three principles. For example, we do allow students to defer their full-time NS to complete their studies up to GCE "A" levels, polytechnic diploma or an equivalent qualification.

Very occasionally, MINDEF does defer full-time NS for exceptional talents based on the merits of each case. In the last 10 years, deferments for limited periods have

been granted on less than 10 occasions. Those granted such deferments included swimmer Sng Ju Wei, sailor Maximilian Soh, violinist Lim Chun and pianist Lim Yan. Like everyone else, these individuals still have to serve NS after their deferment period.

Mr Hawazi Daipi asked if our military personnel are ready for the restructuring that the SAF is undergoing. Mr Chairman, apart from equipping our personnel with the most effective systems and technology, as Minister Teo has mentioned, the SAF also actively develops our people to maximise their potential through professional and academic upgrading. This is in tandem with the increasing needs and complexities of 3G SAF.

Continuing Education is a key initiative. We want to promote life-long learning and help them realise their full potential. In June last year, the SAF signed an MOU with NTU to establish a strategic partnership on Continuing Education for our servicemen. Under this partnership, SAF Officers can pursue an NTU Masters Degree with credits earned from the SAF's Command and Staff Course.

Apart from NTU, the SAF will also be establishing a strategic partnership with UniSIM, through the signing of an MOU on Continuing Education later this month. Under this partnership, UniSIM will accredit professional military education courses completed by SAF personnel, and allow them to transfer these credits to the UniSIM undergraduate degrees if they decide to pursue them.

Our Warrant Officers and Specialists (WOSpecs) also benefit from these initiatives through a scheme known as the Continuous Learning Academic Study Scheme Sponsorship (CLASS). Through

CLASS, our WOSpecs can be sponsored to pursue certificate, diploma, advanced diploma and even degree courses.

One serviceman who has benefited from CLASS is 1WO Kong Kok Cheon. Presently, Kok Cheon heads the maintenance section for F-16 fighter jet engines. In 2006, 16 years after graduating from Singapore Polytechnic, we offered him a CLASS Award to study for an Advanced Diploma in Aerospace Engineering and Management. He has since graduated and now feels that he is much better equipped to manage the operational and technical challenges at his workplace.

Mr Chairman, Ms Indranee also asked about MINDEF’s efforts to recognise the contributions of our NSmen. And I thank her for being a good employer. And we do engage employers. We give them awards. But beyond that, I think it is more important that we bring them in to help them understand what their employees go through and we arrange orientation and we show them different parts of SAF so that they can understand what is going on during training of ICT.

MINDEF regularly reviews the recognition that should be accorded to our NSmen. The RECORD Committee is convened regularly for this purpose and as an important platform that helps us plan and to systematically show ways to recognise our NSmen. In the most recent RECORD IV, we added the Operationally Ready National Service Completion Award for NSmen.

MINDEF has decided that it would be timely to convene RECORD V next month. Minister Teo has appointed Prof. Koo to chair RECORD V, which will build on the work done by the first four Committees, and recommend further ways to recognise the contributions of our NSmen. It will start its work once the members have been selected.

Sir, Ms Indranee asked about bullying in camps. The SAF has provided channels for servicemen to report any incident of bullying. These channels are made known to all soldiers upon enlistment. We provide the information in the handbook given to each recruit. Many of you will be familiar. Also, this is the handbook that recruits get. There is also one that parents receive. In there, there are particular aspects about how to adjust, who you can turn to for help. Servicemen can report such incidents to their superiors, to the para-counsellors in their units, or to the SAF Counselling Centre through the 24-hour Hotline, the number is well-publicised.

MINDEF has zero tolerance for any form of physical abuse by commanders or soldiers on fellow soldiers. Any such incident of abuse will be thoroughly investigated, and soldiers guilty of misconduct or other offences will be severely dealt with by Summary Trial or General Court Martial. In the recent case which Ms Indranee brought up involving the physical assault of Recruit Jagjeet Singh, the three National Servicemen responsible for the offence were charged and have been convicted by a General Court Martial. One of them was convicted of voluntarily causing grievous hurt while the other two were convicted of the lesser charge of voluntarily causing hurt. Such cases are uncommon. In the last five years, there were no other similar cases involving voluntarily causing grievous hurt.

Mr Chairman, Sir, the people in the SAF are our greatest asset, as Minister Teo has said. It is only with a dynamic and committed group of men and women that the SAF will be ready for the security challenges that may come its way. Let me also reiterate and thank Members and the public for their support for the SAF and MINDEF in its mission to form an effective deterrence and to protect Singapore.

Mr Chairman, Sir, I would like to thank Dr Maliki and Ms Indranee Rajah for asking questions on Total Defence. Sir, Total Defence has reached a significant milestone. In a few days, we will commemorate 25th anniversary of Total Defence on 15th February. Total Defence is not an occasion just to commemorate. It is a lifestyle. It is a commitment. It is the way to keep our way of living.

Ms Indranee and Dr Maliki asked how Total Defence has helped Singapore cope with security challenges such as the threat of global terrorism. Total Defence began as an effort to rally the nation behind the defence of Singapore. Since the 9-11 attacks in the USA, Total Defence public outreach efforts have increasingly focused on how every Singaporean can play a part in dealing with terrorism. They can help security agencies by being alert for anyone or anything suspicious and by knowing what to do during emergencies. Emergency exercises and other programmes have also been regularly conducted to familiarise the public with contingency measures and to equip them with life-saving skills.

Sir, our efforts over the years have paid off in helping Singaporeans and their employers appreciate their role in Total Defence. For instance, the response rate during mobilisation is usually very high – very close to 100% – and we do this many times in a year. This indicates that Singaporeans understand the need for defence and their role through National Service. I will give Members an example. Army Guards officer 2LT Muhammad Faris Sufi bin Zainol is a typical Singaporean. He is a full-time National Serviceman and will be signing on with the Army. Since young, he has had a keen understanding of the role of the military in defence. In his own words, he said this, "This passion drove me to join the National Cadet Corps

as a cadet lieutenant and subsequently realising my childhood dream of becoming a commissioned officer in the SAF, in this case, the Army."

Employers also understand the need for National Service, like my colleague here, Ms Indranee. I thank her very much. Many of them, for instance, make it a point to release their male employees for in-camp-training (ICT) and discourage requests for deferment. I have a very good example here, Sir. MAJ (NS) Danny Lien – he is the Managing Director of Amos International – he is an employer and a National Serviceman. So he plays both roles. He is a firm believer in in-camp training and in the need to maintain national security. He says this, "When an organisation discourages deferments and includes ICT performance as one of the appraisal components of its NSmen employees, it will encourage the NSmen to be more conscientious and diligent in performing their roles during their In-Camp Training." I am happy to note that the number of Small and Medium Enterprises (SMEs) that have participated in the Total Defence Awards has been increasing over the years.

Families also give important support to husbands and sons who do National Service. Ms Evelyn Loh is married to CPT (NS) Louis Tan. They have a beautiful daughter, Faith. Evelyn tells of how they miss him whenever Cpt Tan goes for in-camp training. But she is encouraged by the fact that "Louis and his bosses have always viewed NS positively. As a family, we recognise that the adjustments we make during this period are not just good for the country, but good for Louis and good for our family."

Even with the reduction in NS duration, MINDEF continues to ensure that our servicemen remain committed to defence. There are programmes and

activities for units aimed at imparting a deeper understanding of military history and security policies.

MINDEF also recognises the contributions of our NSFs and regularly reviews the recognition provided to them. For example, the rank of Specialist Cadet was created just recently for those undergoing training to become specialists. This rank recognises the increasingly challenging roles and greater responsibilities of our specialists in the third generation SAF. NSFs wearing the new rank will also receive a higher allowance.

1.45 pm

Sir, Dr Maliki asked how MINDEF has engaged young Singaporeans on defence and security issues, while Ms Indranee broached the broader question of whether we have sufficiently engaged the spectrum of Singaporeans to embed Total Defence in the nation's psyche. Sir, let me preface my answer to Dr Maliki by saying that young Singaporeans do not like to be preached to. They like to be consulted. They prefer to discover things for themselves. This is the new generation. MINDEF has thus been moving towards more creative, experiential programmes to engage our young. They provide opportunities for self-expression and discussion as well as a good measure of enjoyment.

A very good example is the popular N.E.mation competition – punning on the word: animation – which provides a platform for students to express their ideas on Total Defence through animation. N.E.mation is now in its third season, the students blog actively, canvassing for fans online. Remarkably, the number of unique visitors to the N.E.mation website this January has increased 25 times to 25,000 visitors when compared to the same month in last year's competition. Ms Kimberly Ho, a student from CHIJ Toa Payoh, is one such student who

took part in this year's competition, and she came away with a new appreciation of National Education and Total Defence. This is what she said, "This project has helped students think of National Education as a fun subject, through animation rather than speeches and boring lectures" and "I learnt many new things about Total Defence and what I would want to defend."

Sir, the Total Defence outreach efforts have increasingly taken on a bottom-up grassroots approach. To mark 25 years of Total Defence this year, a multi-platform, multi-channel programme has been rolled out to elicit participation from different sectors of society. Singaporeans are more deeply engaged to reflect on what Total Defence means to them by being asked the question, "What Will You Defend?" We asked the public to tell us what Total Defence means to them. Many people will say, "Total Defence to me is to preserve my lifestyle. It is to protect my family. It is to protect my community." Each person had a different take on Total Defence, depending on his or her age.

And there are also many channels for these young Singaporeans to express their views and share their responses with us. They can do it through an online video competition, radio call-in contests and even ZoCards, ie, something like postcards that contain certain messages. ZoCards are distributed with the Pioneer magazine. These cards are a vital form of viral marketing which is popular with young Singaporeans. We have distributed some of these cards to Members and we hope that you will discuss, fill up and send it back to us to tell us what Total Defence means to you as a Member of Parliament.

Sir, addressing the question by Dr Maliki on whether youths in Singapore have taken security for granted, I am glad to say that our engagement efforts have

paid off handsomely. Surveys conducted show that the younger generation is less complacent, more committed and feel that they have to work hard to make Singapore secure from terrorist attacks. It is also heartening to know that most youth feel that National Service is necessary and that they would continue to defend Singapore. In fact, we even have women suggesting that girls should do National Service too.

Sir, MINDEF will continue to engage all Singaporeans. Whether through traditional or new media, our aim is to enhance the appreciation of security issues so as to engender a personal commitment to the defence of Singapore.

May I seek a clarification from the Minister who mentioned that, at the Munich Security Conference, when he had the opportunity to speak to some of the defence ministers from central Asian states or the eastern European states, they had security challenges, one of which was cyber attacks. In the context of the SAF, given that so much of our weapons and systems are computerised, what steps has the SAF taken to ensure that the protection of our IT systems, and anything that is computer-related, has sufficient protection against cyber attacks and other forms of electronic interference?

One clarification for the Second Minister who talked about fitness. One of the issues that has come up with respect to parents is that their son is fit enough to do National Service but, sometimes, may have a medical problem, eg, heart murmur. This does not disqualify their son from doing National Service, and they worry about the postings. So my question is: how are the postings determined, with regard to NSmen or NSFs who may have underlying medical conditions?

I will respond to Ms Rajah's question at two levels. At the

national level, under the National Security Coordination Secretariat under the Prime Minister's Office and the direction of the Deputy Prime Minister Prof. Jayakumar, we have a National Security Coordinating Committee. And that looks at all the critical facilities in Singapore – electricity supply and including IT security – to make sure that we have resilience plans in place for the critical systems. For MINDEF, we, of course, go much deeper into our IT resilience. Our critical systems, for example, are decoupled from the outside world. So I have two computers on my desk, one is connected to the outside world and MINDEF, but one is connected only within MINDEF. So, theoretically, it will be much more difficult to penetrate such a system. Of course our pure operational systems are even much more protected than that, so it is an answer at two levels.

In response to Ms Rajah's question, if I may. This is what I talked about earlier in terms of the physical employment status, Sir. MINDEF stands by the recommendations of this panel of trained doctors who tell us that such an individual is suitable for this type of training and vocation. And this is regularly reviewed and there is a medical board that if there are any doubts, they can refer to. So we stand by this panel and it is an independent panel that also draws from specialists, and regularly sits and reviews this PES system.

I thank the Second Minister, and I understand that there have been 10 exceptions made in the past 10 years. I just want to ask the Minister whether he thinks with progress as a nation, for MINDEF to be more visible and flexible about deferments, and if the Minister thinks this can help affirm in the eyes of Singaporeans that administration of national service is meant to develop not

so much an attachment to the armed forces but to the nation.

I want to clarify that our NS policy is founded on the key critical need on ensuring security and survival, and that is first and foremost of our mission and, if you like, our justification for instituting NS. But to keep that system strong, equitability is extremely important. It is not just about bonding them to Singapore although that is very important. They can be bonded but if you have a weak defence, there is no nation to be bonded with subsequently because your sovereignty is lost. So this nuancing is important and this emphasis on what NS is for is very clear. Practically, it is also difficult, and when we recognise exceptional talents, we will defer them, but because they are exceptional, they are very rare.

Sir, I agree with the Minister that we should invest in our defence in a steady manner. The Minister likened it to an insurance policy. If I may use the analogy, can I ask the Minister whether he agrees that there are many insurance policies in the market and it is up to us to choose which policy we want commensurate to our needs and risk assessments. We know that in the market, just talking about insurance policies, there are some which are very expensive fetching very high premiums, depending on the needs and insurance forecast and your risk assessments of the person. Similarly, there are the middle-of-the-range ones and very cheap ones. I think our Defence, as in insurance policy, would be considered a premium one. I think we pay quite top dollar for it, and I think there is good reason to defend that policy. But can I ask the Minister to please explain the rationale for wanting to pay top dollar and to make sure that we have bang-for-the-buck, to use a popular term without trying to make it sound like an explosion, but to make sure that there is an assurance to the people that the

money is prudently spent and there is a good reason why we are buying the premium insurance policy for our Defence.

And the other question is regarding the statement that there are three categories that the Defence Ministry may spend on – the people, operations and exercises, and lastly, capital expenditure. Can I ask the Minister whether there has been an increased emphasis on capital expenditure in terms of acquisitions of hardware, because in the newspapers, we tend to read a lot about how we have acquired F-15s and new naval helicopters, and so on, and whether that has skewed our Defence budget?

I would say that I would not carry the insurance analogy too far because I am not an insurance salesman, and I am not sure whether Ms Ng has studied the insurance market in great detail. But I would say that what we have is an appropriate policy for ourselves. And it is not unusual for a person who actually values his own life, values his own family and children, particularly, to invest more in insurance. If you are a single person and you do not have very much property, and you do not have very much to lose in life, you may decide that you are not going to take up insurance. But I think that as a country, we have built up many assets and resources. We have our future, our families and children to look after. And I think that many sensible people, when they arrive at a certain age, when they have families, they want to take care of their families and make sure that they are properly insured. That is about as far as I would take the insurance analogy. As the country progresses, as you have more to protect, I think it is not unreasonable that you spend more to protect it and, hence, a linkage with GDP is not an unreasonable one. But as I said, we do not spend all of the 6% of GDP, and we spend on what we need by taking a long-term view of what defence needs we have.

Now, many of the countries, after the end of the Cold War, particularly in Europe, in Canada, for example, they decided that peace has broken out, and, therefore, they cut back on their defence expenditure. I do not mean this as a criticism of our friends in Canada, but out of quite sensible analysis on their part, they decided to cut back on their defence expenditure. They decided, for example, they no longer need tanks, and they in fact used their tanks for target practice. And then, suddenly, there was a discontinuity and that discontinuity was September 11th, 2001. The Canadians found their armed forces in Afghanistan and they found that they needed tanks. So the Canadians have now, in a great hurry, gone out to try to buy tanks. They borrowed tanks from Germany, and they have also, in quite a hurry, bought secondhand tanks from the Dutch in order to meet this demand by their soldiers in Afghanistan for tanks as a result of a discontinuity in their security environment, something which they did not expect.

2.00 pm

The economic crisis is another discontinuity, which we all now face. So if we want to spend on defence, so that you can protect yourself and ensure your survival, then I think that we should make it robust and take a long-term view; and have it ride through good times, difficult times, and be able to withstand the kinds of shocks and discontinuities that may arise.

The investment in our new equipment is a natural process of improvement. We buy F-15s and we are replacing our A4 Skyhawks with the F-15s. If you ask me, I could not in good conscience, send our pilots out into combat in A4 Skyhawks today. The A4 Skyhawk was built in the 1950s and 1960s. We bought them secondhand; they were lying in the desert, we restored them, we upgraded

them in the 1980s. And after that, we used them for another 15 to 20 years. So we have used them for some 30 over years now. And then we finally decided to retire them. The A4 Skyhawk does not even have a radar. So I think it is time to replace it and the replacement is prudent.

So these are some of the equipment purchases that we are making and we consider them very, very carefully before we decide. In fact, I think our procurement process is one which is recognised as robust and very well thought through. When we buy things, we have two submarines or we have 15 or 20 aircraft at a time – these are not big orders in international terms. India, for example, is buying 126 fighter aircraft. That is a fairly substantial order. We buy 15 or 20. But even so, international companies find it useful and beneficial for them to take part in our tenders. And one of the reasons is because they see an order from Singapore as an endorsement of their product. Because they know that our processes for evaluation are strict, rigorous, so that if we buy something, it is a cost-effective product. And I think that is a very good testimony.

Sir, may I seek clarification from the Second Minister. He mentioned earlier that when enlistees come in, about 50% of them reach the silver level of NAFA. Another 50% require the extra four weeks of physical training. And now MINDEF is thinking of extending it to eight weeks within their enlistment period, meaning that it is eight weeks shorter. I am quite concerned because we already have reduced the duration of NS to two years. With a reduction of another four weeks because of physical fitness, I wonder if MINDEF has worked with MOE – and what is interesting is, Second Minister is also Minister for Education – to require or to look at the possibility of ensuring more

of our boys reaching that silver level requirement, and also ensuring that the fitness level reaches a point before they get enlisted, such that they do not need more than that four weeks extra to attain a certain fitness level required by MINDEF. I think compromising the duration of NS because of fitness is something that we should work out with other Ministries, especially MOE, ensuring that the fitness level can be up even before they reach the enlistment levels.

Sir, let me thank Dr Maliki for bringing up those really good points. Yes, there is a natural limit to this extension. In other words, if we extend it from four to eight weeks and we still find people unfit, we cannot keep extending it. So we have done our calculations and this does not compromise our ability to forge a strong SAF. But we have extended it from four to eight weeks because, basically, the observation that we saw from our current four-week PTP is that they did not quite reach the physical fitness of their BMT counterparts who went directly into BMT.

Will MINDEF work with MOE? Yes, and we have been doing that. As Senior Minister of State RAdm Lui mentioned in this House yesterday, the Polytechnics are looking at this and trying to see how they can increase the fitness of their Polytechnic students. But let us all be very clear. Physical fitness is a personal responsibility. As Minister for Health Khaw Boon Wan said, it is difficult to go out and enforce the discipline to go for a run, but you have to do it. So I think this is something that we have to keep working at, and I think that it will improve, if we can get the message out that it is not only for yourself but for the nation and for SAF.

Ms Indranee Rajah, would you like to withdraw?

Mr Chairman, I would like to thank the Minister, Second

Minister and Minister of State, both for placing our security challenges in context globally as well as regionally, and identifying for this Parliament the specific challenges that Singapore needs to take in dealing with our security challenges. So in that respect, Mr Chairman, may I withdraw my amendment.

Amendment, by leave, withdrawn.

The sum of $11,007,000,000 for Head J ordered to stand part of the Main Estimates.

The sum of $440,000,000 for Head J ordered to stand part of the Development Estimates.

Head W – Ministry of Transport

Head W – Ministry of Transport. Mr Cedric Foo.

Land Transport – Traffic Management

Sir, I beg to move,

That the total sum to be allocated for Head W of the Estimates be reduced by $100.

Sir, my first cut relates to land transport which concerns many in Singapore – commuters and motorists alike. I will raise various topics to follow up on the land transport masterplan that was unveiled by the Transport Minister last year.

Firstly, LTA's role as master planner and contestability in the bus sector. During last year's COS debate, the Minister had informed the House that over the next year or so, LTA will work closely with consultants to build up its capabilities for bus route planning and the tendering out of bus route parcels, so as to create contestability. This is an important undertaking by LTA which would have a significant impact on bus

commuters both from the quality of service as well as bus fare level standpoints. Could the Minister update the House on how LTA is preparing for its new role as the master route planner, and when will commuters begin to see the benefits of contestability in the bus sector?

Sir, my next point is about transfer penalties. Designing a transport system, comprising mostly of direct journeys from origins to destinations, is an extremely costly proposition, and this is not practical for Singapore as the Transport Minister has pointed out. Therefore, a hub-and-spoke system is the inevitable outcome. However, currently, commuters who make a transfer in the hub-and-spoke system face a transfer penalty. The current transfer rebate of 40 cents does not fully offset the boarding charge of 60 cents for the subsequent leg of a journey involving a transfer.

As I highlighted previously, these commuters who need to make transfers are already inconvenienced. They take a longer time because they wait at the transfer points, and yet they are being penalised for making a transfer. Steps should be taken to address this problem if we are to attract more Singaporeans to take public transport. Such commuters should be enjoying a full rebate of the boarding charge for any subsequent leg of their journey. Therefore, I would urge the Ministry to quickly remove the remaining 20 cents' transfer penalty.

According to the Ministry, a distance-based through-fare system is to be introduced in 2009 to address this particular transfer penalty problem. Sir, I would like to ask the Minister if Ministry of Transport has any plans to remove it totally this year and, if so, how and when it will be addressed.

Sir, my next point is about the adequacy of bus and train services. I

would like to touch on the adequacy of the capacity of these two very important public transport modes. In the difficult times that we are anticipating currently, we can expect more people to choose to use the public transport instead of taxis or cars. The next couple of years actually presents a great opportunity for the Ministry of Transport to realise its stated aim of increasing the share of commuters on public transport. The Ministry of Transport will succeed only if we can offer buses and trains that are comfortable, that are not overly crowded, that will meet the service expectations of those who make the switch from private to public transport. So I would like to ask the Minister if he has a view on the extent of ridership increase he expects on the trains as well as the buses over this year and next, and whether there are specific plans to make sure that we seize this opportunity, give commuters who have switched from private to public transport an experience which they like to maintain, so that we can increase the share of public transport commuters.

Sir, my next point is on the progress of MRT lines' construction. I am very glad the Government decided to push forward with the construction of MRT lines despite the economic slowdown. It has announced two new lines to be built – Thomson Line from CBD to Woodlands, and the Eastern Region Line which will serve the estates running from Tanjong Rhu to Changi. These lines were initially scheduled to be completed by 2018 and 2020 respectively. It was also announced that extensions to the North-South Line to serve Marina Bay and East-West Line into Tuas would be completed by 2015. And these planned lines and extensions are over and above the Government's investments in the Boon Lay Extension. On behalf of my residents, I would like to thank the Ministry for constructing the Pioneer Station, the Circle Line as well as

the Downtown Line. Sir, I would like to ask the Minister for an update on the progress of the work for these new lines and extensions.

My next topic is on the COE system. The vehicle quota system was implemented on 1st May 1990 to manage and control long-term vehicle population growth at 3% net rate per year, which means net of scrapping and exports. Under this system, LTA determines the number of new vehicles allowed for registration while the market determines the price of COE through bidding. In determining the number of COEs to issue in a forthcoming year, LTA makes a forecast on the number of vehicles expected to be deregistered, either due to scrapping or exporting. Such forecasts have inherent inaccuracies and the net vehicle growth rate may turn out to be higher or lower than the targeted 3%. Can the Minister comment on the actual net vehicular growth rate last year versus the target growth rate of 3% per year? Also, does the Ministry intend to have more frequent forecasting on the number of deregistered vehicles, say, on a quarterly basis?

The Ministry also announced that it intended to halve the allowable annual vehicle growth rate in 2009 from 3% to 1.5% for three years. Has this changed? Could the cut be deeper since the road kilometre growth rate is only 0.5% per annum compared to 1.5% target growth rate over the next 15 years? And given that COE prices are expected to remain low, could a deeper cut be considered?

Sir, my next point concerns off-peak cars. If the various schemes introduced by the Government under the Land Transport Masterplan are successful, then some motorists will switch to public transport during the peak hours. And these motorists may still wish to retain their cars for off-peak use. I have asked the Minister in last year's COS if his

Ministry would allow for more liberal conversion of cars, bearing the normal licence plates, to off-peak cars. And the reply then was that there is presently a carefully calibrated balance of tax concessions which must go hand-in-hand with the usage restrictions of Off-peak Cars (OPCs).

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Sir, I believe however, that it would be appropriate for the Government to revisit this balance so that more motorists would convert their vehicles into OPCs. On a separate note, the current OPC day licences are outdated. It requires very large paper coupons and it is very prone to tampering. Also, confrontations are often ugly when the traffic police has to stop people accused of tampering. I have many residents who have come to me. Much hardships have been actually caused by this system which is not robust. It is too prone to tampering, too prone to temptation. Some have gone to jail because of it. I hope the Ministry would look at it and see if technology can be used to improve the system.

Sir, next, traffic information with the use of GPS. In Melbourne, for example, there is real-time information that tells us about rubbernecking, traffic, icy roads, accidents, and so forth. They use a technology called Radio Data System which transmits traffic message channel format, or TMC format. These are then fed into the GPS system in the car so that motorists, on a real-time life basis, can adjust their journeys. I think this has a lot of benefits and I want to ask if LTA intends to explore such technology.

Sir, no transport discussion at COS would be complete without discussing Singapore's favourite past-time, the ERP. Under the Land Transport Master Plan, the LTA refined the method of measuring traffic speeds – they changed the average mean speed to 85th percentile. I just

would like an update from the Minister to see if he finds the ERP changes effective and what are his views on any new initiatives or adjustments that may come about from this experience.

Also, the ERP rates are revised currently every three months. Can the Minister comment on whether there is a need to change the frequency of such rate changes so that they will better reflect the traffic conditions on the roads?

Public Transport Services

Sir, in this year's Budget, our Finance Minister announced the move to expand and accelerate infrastructure spending to make Singapore, and I quote, "an extremely livable global city and the best home for Singaporeans".

Back in 2005, our Prime Minister in his National Day Rally Speech envisaged a new downtown at Marina Bay as, our Prime Minister put it, I quote, "the centerpiece of our redevelopment of our city". This latest jewel to adorn our city, Marina Bay, will indeed require much infrastructure spending to make it an exciting place for people to explore, exchange and entertain. I would like to ask the Minister for Transport: what can we expect of the transport infrastructure for that area? Will we see any new innovative or different ways for people to travel from place to place?

Presently, it will seem that the solution to manage congestion is road widening. Just take a look at Shenton Way, South Bridge Road, Robinson Road and the new Marina Boulevard next to the NTUC Centre, which are all four-five lanes wide. While increasing the number of lanes eases vehicular traffic, we must also explore other means to make crowded areas so pedestrian-friendly that people would want to leave home without their cars.

Our city would be much more livable if in heavy human traffic areas, vehicles can be segregated from the pedestrians, so that these areas become more pedestrian-friendly. If both vehicles and pedestrians have to be at ground level, segregation can be achieved by constructing ring roads at-grade, going around the area. If they can be at different levels, either the roads can be underground and people on the surface, or vehicles at ground level and people below ground or above ground with elevated sky terraces, hanging gardens and walkways. These different levels are all relative. We can have roads at ground level with people above or underground or, alternatively, have people at ground level with roads at a level below.

Presently, at the site of the future Gardens by the Bay, I see huge excavation activities going on to build a massive network of underground shops and corridors. When this underground complex is completed, the Gardens will be built on top of it. But at the ground level, this future idyllic Gardens will be ringed by roads such as Marina Boulevard which are four, five lanes wide. I wonder, for the same amount of digging, why the roads cannot be underground instead and the space above ground be made more pleasant for walking, dining and other leisure activities.

I would like to ask the various agencies to pay particular attention to the public transport connectivity linking Marina Bay, Raffles Place and Suntec City. Currently, there is no convenient public transport link. If a person who works at Raffles Place wishes to meet another for lunch at Marina Centre, there is no alternative, in the light of time constraint, but to drive or take a taxi there and back. Travel within these three business hubs, which are situated close together, should be made seamlessly

convenient to the masses. These three business hubs should not be found to be so near and yet so far.

Sir, why not a monorail system linking the various developments in the Marina Bay area? Some may object saying that it will be unsightly. But I think it can add a futuristic appeal to our cityscape. Imagine a monorail not unlike the Sentosa Express which departs from and arrives within Vivo City complex or imagine stepping from the cool comfort of the second floor of your office building directly into a sky train, just like the sky trains which seamlessly link Changi Airport terminals one, two and three. I believe that once zipping in and from any of these centres becomes a breeze, it will greatly increase the synergy of the entire Marina Bay area.

The future of our land transport system should not be just about wider roads, more buses, higher ERP charges and even the MRT. These will not be sufficient to cope with our transport needs in the long term. While the transport system in older business hubs like Orchard Road are already entrenched in concrete and asphalt, the new Marina Bay presents a unique and exciting opportunity to create a first-class modern and integrated people-mover system capable of serving this premier business district well for many decades to come. The Government has invested close to $5.7 billion in the infrastructure in Marina Bay and will continue to pump in another $1 billion over the next 10 to 15 years. I hope we have not missed the opportunity to develop this new downtown as a truly extraordinary iconic business district.

In this regard, I would like to invite our Government officials to take a look at Shiodome in Tokyo. Shiodome is located adjacent to Shimbashi and Ginza in the centre of Tokyo City. Formerly a disused railway terminal, Shiodome has recently been transformed into one of Tokyo's

most modern areas. I recall that on one evening, standing in the lobby of one of the modern skyscrapers in Shiodome and looking through the ten-storey high glass facade at the elevated monorail station in front of the building, I saw a train gliding smoothly into the station. The monorail track was in the dark, the train carriages were brightly-lit and appeared to be floating on air, moving silently through the air. Scenes from the futuristic Star Wars movies flashed through my mind.

Land Transport Masterplan and Review of Car Growth Rate Policy

Sir, I take heart in the Minister’s response to my query last March that they will wait three years to review if there is a need for a further reduction to the vehicle growth rate, which currently stands at 1.5% per annum. He also said that this percentage is not intended to be a long-term fixture.

That conversation, however, had taken place before the global financial meltdown. Today, even the brightest brains in business and Government who gathered at the recently-concluded World Economic Forum are unable to fathom how deep their economies have tanked – the severity and depth of this crisis is still unknown and no one could propose nor suggest a solution to get us all out of this rut.

With progressively weakening economic conditions (as evidenced by falling COE prices for sometime now), the picture being painted now is rather different now from what it was a year ago. Individuals and businesses are looking for ways to reduce costs of living and costs of doing business – and transport cost is certainly one of them. If we now reduce vehicle growth rate from the current 1.5% to, say, 1% per year, it is logical to conclude that fewer cars on the road should lead to less congestion

and smoother traffic flows. ERP charges, which is a function of the traffic density and flows on the roads, should accordingly remain static. In fact, logically, ERP charges may even come down. This will be welcome news to businesses and individuals alike. For businesses, this would lead to a lower cost of doing business and for individuals, a great relief to lowering their cost of living. Is anything less than 1.5% too drastic? Is lack of demand for cars overwhelming? Are aspirations of first-time car owners curtailed? I do not think so. Not in this current gloom where the game has changed. No one can portend when the crisis will end, and a majority of us have started to shift to survivor mode. So, I would like to ask the Minister to reconsider the planning parameters of vehicle growth rate versus growth in population policy in the next two years. This should be reviewed sooner, in fact now. If the economic situation improves, the Ministry can always reinstitute the 1.5% growth rate.

Finally, I would also like to ask the Minister for an update on the Land Transport Masterplan that was launched at the start of last year. Specifically, are the planning parameters used in the formulation of the Land Transport Masterplan valid in the light of the current economic climate? If there is a need to, I hope the Minister will also refine the Land Transport Masterplan accordingly.

Progress on the Quality of Public Transport

Sir, it is about a year since Minister for Transport shared the outcome of the Land Transport Review. A key question of the review was: what it would take for the majority of Singaporeans to choose the bus or MRT over the car?

I must commend the Minister for the philosophy of the Land Transport system to put the commuter at the centre, and the Minister also spoke of making public transport a choice mode and about how we will make public transport more seamless for commuters and improve bus services to help achieve this.

It is now about a year out since we started on this journey, I would like to ask the Minister to share the progress on the execution of the plans to improving public transport services, especially bus services. What impact has been achieved to make the journey for commuters more seamless, faster and more comfortable?

I am not sure if public transport is becoming the choice mode for commuters or if it is a reflection of the economic conditions but the trend for ridership for MRT, LRT, bus in FY07/08 has clearly shown a shift and increase in ridership to public transport. Ridership for MRT was up 9%, LRT by 9% and buses by 4%. Taxi ridership perversely dropped year-on-year by 2%. So given this increase of people using public transport, we see there needs to be an improvement in the quality of public transport. This will be even more pressing given the current economic conditions, assuming that more people will take up public transport.

So, what is the progress of the execution of the five major initiatives to enhance the hub and spoke system to make the ride for commuters more comfortable, quicker and more seamless?

Quality of Public Transport

Mr Chairman, Sir, in the last few years, there has been much improvement made to the public transport system. For this proactive stance, the Minister must take the credit for his leadership.

But as the ridership rises, so too will the demands on the operators. To begin with, buses are still not keeping to schedules especially during peak hours. During off-peak hours, the infrequency of buses is common. The LTA has provided some assistance by installing Real-Time Bus Arrival Information Panels to help commuters. Will these panels be extended beyond the CBD area?

There is no quality benchmark here for, say, at the midpoint of a journey for buses to keep on schedule. Once there is no quality measure, there will be no improvement. LTA should proceed with mid-journey KPI on the percentage of buses arriving on time. In addition, residents have complained about the infrequency of feeder bus services during weekends. We should liberalise the feeder bus services and allow private operators to operate these. The upside of this would mean that more bus operators for our primary school children who then can start schools later.

We know the Circle Line is being brought forward with the opening of four stations. Can we have an update on the earlier opening of the rest of the lines and stations? Are there further MRT lines being planned? MRT trains still suffer from an overcrowding problem during peak hours. Despite the increases in carriage frequency, commuters still find themselves unable to board. Could this be an infrastructure issue where the old MRT lines are a single track system and not able to allow more carriages on the track? Has LTA reviewed the capacity of existing MRT lines and any possibility to add more tracks on the existing lines which are now overcrowded and has reached its maximum capacity?

The transport operators' explanation that to give our polytechnic students cheaper fare would mean higher charges for public fare is not acceptable. There is no need for this direct relationship. It is an

expense item, but there are also many forms of revenue as well. URA and LTA over last few years have allowed more and more retail space in the MRT stations, and this space provides added revenue. Can MOT and the Transport Council be more persuasive and effective on this matter?

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Direct relationship between fare and fuel prices – there was some confusion about what the Minister has said earlier on that there is no direct relationship between fuel and fare prices. The formula shows a direct relationship as the inflation index incorporates the fuel prices. Are we going to have good news of a lower fare for the general public and our polytechnic students, since fuel prices have fallen for many months?

Masterplan on public transport – next, I would like to ask the Minister for an update of our Land Transport Masterplan in relation to our public transport system which was unveiled only a year ago, so that the public knows what is going to be done and being done.

Increase Frequency of Bus Services on Sundays

Sir, I have only one question for the Minister. In view of the great influx of foreign construction workers in Singapore, will he consider asking the various bus companies to increase the frequency of buses that ply along Geylang and Serangoon Roads? Workers tend to hang out in these places, especially on Sundays and public holidays. Increased frequency of buses will ensure that the local general public is not affected by longer waiting hours, wasting time and packed buses.

Buses

Sir, in other first-world cities, there are clear bus

timetables, so commuters know when to expect their buses to arrive.

In Singapore, basic bus operators get away with inconsistent arrival times. Moreover, the operators display bus service frequencies that can range from more than 10 to 20 minutes during afternoon off-peak periods, for example, or six to 15 minutes during morning peak periods. This makes public transport unsatisfactory. The range, in terms of frequency and time period, is too wide and too broad. Even then, buses can take longer to arrive. A friend of mine said this has been his experience with Service No. 97, which has become less frequent in recent years. He started taking taxis. And this is precisely what we should avoid.

With more bus lanes being introduced and vehicles having to give way to buses exiting bus bays, for example, can we expect higher standards from the operators so that services are more regular as well as more frequent? With better headways during peak periods from August this year, I hope MOT can start by looking at off-peak periods, where less traffic should make it easier to have more regular arrival times. Basically, a commuter should not go to a bus stop and find that the bus arrives, for example, at 8.05 pm on the first day, 8.10 pm on the second day, 8.15 pm on the third day, and so on.

Why does PTC require timetables to be provided only for bus services with headways of 20 minutes or more? In any case, the PTC's website does not say if PTC even measures whether the timetable is adhered to.

The Ministry has set about to raise bus service standards. This should include timetables, and ensuring that operators adhere to them. One way to start is to require operators to provide timetables for more services, or to require operators to

ensure that buses leave the interchange at a fixed schedule, and not just a scheduled headway. Of course, if the occasional need arises for operators to provide more bus trips than scheduled, all the better. The point is, let us start somewhere.

Central Bus Planning

Mr Chairman, Sir, MOT's announcement of LTA's future role as a centralised bus planner is a welcomed move. There is no doubt that Singapore's land transport system is probably one of the best in the world. However, there is still room for improvement and, I believe, MOT will continue to strive for excellence and to make public transportation in Singapore a choice mode of travel.

One of the problems faced by my residents is the lack of connectivity of the bus network. Although there is currently a LRT network serving the Senkang/Punggol area, residents staying far away from the LRT stations do not enjoy the convenience brought about by the system. In fact, the presence of the LRT has taken away previously existed bus services or even denied them the option of having additional bus services plying those so-called areas served by the LRT. Can I ask the Minister for an update on centralised bus planning? When will LTA take over this role? What is LTA's mandate and how Singaporeans will benefit from this initiative?

Update on Central Bus Planning

Sir, last year, the Minister for Transport announced that LTA will take over centralised bus planning. It was also announced that the public will be involved in the land transport system. May I seek an update from the Minister on the plans for the centralised bus planning? Would

the grassroots organisations be consulted on the bus routes which would be running through the estate?

I recall two years ago when SMRT decided to terminate Service CSS 608, I made several appeals on behalf of the residents to keep the service and to run the service with a longer headway. However, the appeal was rejected and my residents were left without a service which had served them for many years. This has caused great inconvenience and much unhappiness amongst the residents.

The question often posed to me was that bus service should be a public amenity and it should not be left to the bus operators to determine whether to operate a route based solely on the reason whether the bus route is profitable. After all, the bus transport operators are already very profitable.

Hence, may I urge the Minister to consider the following suggestions when carrying out the centralised bus planning system? First, consult the grassroots organisations before finalising the route, as they have a better idea as to where the demand is. Next, where the bus service is not profitable, consider running the service at a longer but more regular headway, for example, if it is not profitable to run a service every 10 or 15 minutes, the transport operators may instead apply to run the service at headways of 30 minutes or one hour but make sure the buses operate on time so that the residents know exactly what time to reach the bus stop and how long they must wait. Next, please balance the interest of the commuters when deciding on a bus service. It does not mean that when a bus service is not profitable, that bus service must be terminated. LTA should also consider the convenience to the commuting public which should be paramount unless there is very low demand for the service. Lastly, implement distance-based transport fare quickly.

Commuters should not be penalised for having to change buses or MRT because the transport service is not available to them.

MRT

(In Mandarin): [For vernacular speech, please refer to Appendix A*.] Mr Chairman, presently, there are on the average some 1.8 million passenger trips per day on the MRT, up 5% from last year, and the ridership will continue to grow because:

rising population in Singapore;

LTA and the public transport operators are actively promoting the use of public transport; and

the economic downturn has caused the public to turn to public transport.

At the moment, the operators have been increasing the number of trips in order to solve the problem of over-congestion. However, just by increasing the trips will not solve this problem. They should consider a more long-term and effective solution.

Therefore, I suggest that they increase the number of carriages from six to eight. In Japan, I have seen some trains with 12 carriages in Tokyo. And in China, the Shanghai Metro has decided to increase the number of carriages from six to eight on their Metro Line 1. This would also increase their takings from ticketing and, in fact, they are expecting an annual increase of 15% from $82 million to $94 million in ticket sales.

In Singapore, an average carriage can carry about 50 passengers. With two carriages, it would carry about 100 passengers. So at three minutes a trip and 20 trips in an hour, in one hour's time, it

will increase the passengers loading capacity by 1,200. This will also give the operators more income and reduce the long-term operating costs. Of course, if platforms need to be lengthened, this will call for platform construction works, thereby stimulating the building industry.

I was told that the operators will have to spend about $50 million to $60 million to purchase new carriages this year. But I believe that these estimates were calculated last year when the economy was doing better. This year, with the present economic situation, they should be able to get it at lower prices. At the same time, they should also step up the maintenance work on the carriages so as to extend the lives of the trains. These savings would be passed down to the passengers and that would lighten the burden of our commuters. I think transport operators should not only think of increasing the fares. They should also think of how to operate more efficiently for the benefit of the passengers.

*Cols. 3135-3136.

Public Transport

Sir, our public transport system is the envy of others. Modern, efficient and relatively inexpensive, it has been lauded as one of the key advantages Singapore has in terms of infrastructure. Even other countries come to study our innovations like the Area Licensing Scheme before and, now, our Electronic Road Pricing. But, lately, some cracks are appearing and more complaints are being raised by how crowded our MRT trains are, how slowly our buses move on congested roads, how new or sparsely populated areas are poorly covered. I am sure my colleagues in the House would have had their share of feedback from their residents.

Singapore's way has been to reject the idea of a nationalised public transport operator and to rely on market forces to

drive the efficiency and economies of our bus and rail providers, as private companies. I agree with this approach. One need only look at the disastrous experiences of other countries with the nationalised transport system to see how that breeds inefficiency and waste and, ultimately, serves the public the poorer. But I do question the viability of having two private companies as transport operators in a small market like Singapore. After all, it is not as if they are competing head-to-head in every place for the users from the same area. Rather the MRT lines and bus routes are allocated between them, and instead of one larger monopoly, we have two smaller ones. Of course, we want competition. But having two separate operators, each with a monopoly over different segments of the transport network, is not, in my view, effective competition. And the smaller size of each operator means they do not even enjoy the benefits of scale that a single monopoly would have. So, how is the consumer better off?

We have seen in a different context how a well-meaning attempt at competition can turn out badly. I am referring to the media industry where SPH was allowed for a time to offer its own TV channels, while MediaCorp set up its own newspaper. In the limited domestic market, both companies suffered such substantial losses that the experiment was called off after a few years. I do hope our Transport Ministry will review the long-term viability of our present setup and consider whether, given the limitations of the domestic market, Singapore's interest would be better served by having a single public transport operator. Such a company would still operate as a private entity and be required to account to its shareholders for its performance. But it would enjoy greater economies of scale and being a single entity would have every incentive to

enhance the interfacing of bus and rail services, which is another bugbear of our consumers.

But even market forces have to be tempered where public service is required. So, for instance, in areas which are newly developed or not so heavily populated, there does need to be some regulatory intervention to ensure that the profit motive does not mean that those residents are under-served. It should be a condition of the licence to offer transport services that all areas should receive acceptable levels of service, even if it means some routes are less profitable for the operators or even money-losing. That is why I was happy when one of the conclusions of the review of our transport system released last year was that LTA would take over the centralised planning of bus routes, rather than to simply leave it to the bus operators.

Transport is the lifeblood of our society and country. Improving an already efficient system can only help Singaporeans to work, play and live better.

Land Transport and Traffic Management

Sir, although many companies are faced with difficulties in this recession, I believe that our public transport operators are actually better off as ridership creeps up and oil prices slide. As more people switch to taking public transport to save cost, ridership will increase further leading to additional takings which would bolster the bottomlines of the operators. For example, if a bus carries an additional 10 passengers, the operator will earn 10 more fares with essentially no increase in operating cost. Further, with a drastic drop in oil prices, the transport operators' fuel costs are now lower.

However, for the man in the street, as wages and income decrease due to the

downturn, lower earnings mean that transport costs would form a higher percentage of household income. He would be more appreciative if his transport expenses can be lowered. Although fares are reviewed and based on a stipulated formula, under the current extraordinary circumstances, I would like to urge the Public Transport Council (PTC) and the operators to find more avenues to lower transport costs in addition to passing on the savings from Budget 2009.

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If there is a good time to encourage car-owners to make the switch to public transport as the only or main mode of transport, it must be now. Certainly, giving up your car for public transport will trim off a sizeable chunk in your monthly expenses. I would like to ask the Minister whether his Ministry will be taking other measures to persuade even more car-owners to make the switch to public transport.

Sir, in many cities, residents are very clear about where and when they do not drive their cars because of severe congestion, the lack of parking facilities or exorbitant parking charges. They would rather take public transport or a taxi. But here in Singapore, many people would think nothing of driving to a shopping mall like Takashimaya in the heart of Orchard Road and parking their cars there.

The LTA is doing an excellent job to ensure that we have a delightful driving experience in every area of the city. Most times of the day, it is a breeze to travel along our roads. Driving a car is still the fastest, most convenient and pleasant mode of transport to reach our destination. It is little wonder that almost everyone aspires to own and drive a car.

However, there are certain times when it just so happens that it seems almost

everyone takes their cars out onto the road at the same time, thus creating unexpected, unbearable and excruciating traffic congestion. I would say that Friday evenings, especially when it rains, are the worst as office workers are returning home while others are driving out from their homes or workplaces to dinner and entertainment.

Since only certain areas of Singapore are congested at only certain times of the day and week, we cannot and should not restrict the use of vehicles everywhere, in the whole of Singapore at all times of the day. However, I would suggest that we start with a couple of specific areas such as the Orchard Road tourist belt, the Raffles Place/Marina Bay business district and our rejuvenated HDB regional centres. In these areas, we should target to systematically enhance the commuter and pedestrian experience by making it conducive for drivers to park their cars further away and enter the areas by public transport or even by way of comfortable air-conditioned walkways. The transition from car parking to taking public transport or walking to these areas should be made easy and time-efficient. Within the areas, there should be convenient and seamless links for the masses so that people can move around effortlessly.

Sir, to accommodate large numbers of pedestrians without feeling overcrowded, footpaths should be widened, buildings should be connected with pedestrian walkways at three levels – underground, street level and above ground. As Singapore is prone to heat, humidity and sudden downpours, it will be a boon to pedestrians to be able to enjoy weatherproof access between buildings. I am certain that if we take care of the walking experience, we will also take care of the road experience.

Since the introduction of tougher penalties for fare evaders in July 2008, it has been reported that there has been a

large drop in the number of fare evaders caught between July and October 2008. An average of 15 people a day was caught, down from 400 a day. However, during the economic downturn, I fear that more people may be tempted to evade fares. Honest commuters who pay their fares are effectively subsidising the fare-evaders' rides. This is not right. The more enforcement action is taken, the higher the number of fare evaders will be caught. I would like to ask: how many man hours does TransitLink devote to catching fare evaders? Are the enforcement officers effectively deployed? What additional steps may operators take to ensure that all commuters duly pay their fares so that the burden of operations is fairly shared?

Progress in the Road Sector

Sir, the Land Transport Master Plan (LTMP) was launched last year. One key goal of the Plan is to shift preference to public transport. Commuters would only be persuaded to do so, if they are satisfied with an aggregate of several factors. As such, the LTMP would need to tackle the factors of convenience, connectivity, speed, service levels, comfort, cost and safety. Can the Ministry update us on the progress made on these factors and what measures are being taken to further enhance our public transportation?

My next point on transportation is the facilitation of cycling. I certainly believe that pedestrians, bicyclists and motor vehicles can coexist. In Singapore, where cycling as a serious mode of transport is gaining strength, should there be more education and rules on the proper cycling etiquette?

Many of my residents have raised concerns of errant bicyclists. Many

bicyclists use walkways, void decks and garden pathways at will. As our estates become more barrier-free and accessible, this problem could worsen. With many young children and elderly in the estates, residents' concerns will only increase.

Before any major tragic incident happen, could the Ministry work with other agencies to strike a good balance between the convenience for cyclists and the safety of pedestrians?

ERP Matters and Provision of Traffic Information

Mr Chairman, Sir, the vehicle population growth rate previously stood at 3% and this has been revised downwards to 1.5% from 2009 for the next three years. If the roads in Singapore also grow at the same pace, there will be no problem of severe traffic congestion. Unfortunately, in the last 10 years, our road system grew only at 1% per year, and it is expected to grow at half this pace in the next 10 to 15 years.

This mis-match has contributed to the traffic congestion we see each day. Given that only 12% of Singapore's compact land is being used for the construction of roads, the possibility of building more roads to help ease the traffic congestion is not possible. Can I ask the Minister what is the long-term strategy in the management of road traffic congestion in Singapore, and whether other viable measures are being considered other than erecting more ERP gantries and raising ERP rates?

Sir, last year I spoke up during the Budget debate in favour of ERP as a means of managing road congestion. It is a fair way to manage the use of our roads as the motorist pays for using the road during peak hours, and for adding to the congestion. However, I notice that LTA

has implemented ERP on roads which are not congested – an example would be the Nicoll Highway on Saturday afternoons; another example would be the ERP gantries at Upper Boon Keng Road and Geylang Bahru Road. Could LTA provide an explanation as to why is there such a need for ERP gantries when these roads are not congested? Would this not run against LTA's principle that LTA manages road congestion by charging motorists for adding to the congestion? In this case, since these roads are not congested in the first place, what is the rationale for having such ERP gantries?

Next, I wish to ask the Minister whether he is able to introduce a dedicated radio station to broadcast traffic news during peak hours. Timely information about traffic conditions allows the motorists to plan properly for their travel routes and, hence, they will not add to traffic congestion, especially where there is an accident or road works. I understand that currently there is LTA traffic broadcast providing information about traffic on the radio. However, the information is only conveyed every 15 minutes or so. Singapore is a small country. By the time the Traffic Watch is broadcast, the motorist is already caught in the traffic jam. Surely, it makes more sense for traffic information to be given and repeated with regular updates throughout the peak periods so that the motorist can be made aware of the traffic congestion along his route.

A common complaint which I have received is that a motorist drives into a congested expressway such as the CTE and then he is stuck in the traffic for an hour or so, and still has to pay ERP charges. With prompt news available on the radio, the motorist can plan his route better and choose to avoid the congestion.

Order. I propose we take a break now.

Thereupon Mr Speaker left the Chair of the Committee and took the Chair of the House.

Order. I suspend the Sitting and will take the Chair at 3.20 pm.

Sitting accordingly suspended

at 2.54 pm until 3.20 pm.

Sitting resumed at 3.20 pm

Debate in Committee of Supply resumed.

Head W (cont.) –

.Mr Chairman, Sir, I thank Members for their comments and suggestions.

Early last year, we completed an extensive review of our land transport system and launched the Land Transport Masterplan (LTMP). The LTMP guides the overall development of our land transport system over the next 10-15 years. To pursue the overarching goal of "ensuring a liveable city", the LTMP sets out three strategic thrusts. First, to make public transport a choice mode. Second, to manage road usage. Third, to meet the diverse needs of our people.

Mr Cedric Foo and other Members have asked for an update on the implementation of the LTMP. Let me highlight the key measures – first, in public transport and then managing road use. My colleagues, Senior Minister of State Mrs Lim Hwee Hua and Senior Parliamentary Secretary Mr Teo Ser Luck will cover other topics later on.

The LTMP calls for very significant changes to the public transport landscape. In 2008, the Land Transport Authority

focused on the improvements that we can make quickly, whilst laying the groundwork and making progress in those areas which require more time.

Ms Jessica Tan asked about our progress in improving public transport. Members including Ms Tan, Mdm Cynthia Phua and Ms Eunice Olsen have asked for higher-quality public transport with better connectivity, especially for bus services. I agree. Buses are a key part of our hub-and-spoke public transport network. The measures we have taken to improve our bus services are: (1) increase bus frequencies; (2) increase travel speed and reliability; (3) offer more choices; and (4) provide better public transport information.

Firstly, increase bus frequencies. Last year, the Public Transport Council (PTC) introduced new standards for feeder bus services, so that at least 85%, or more than four out of five, feeder services during peak hours must run at headways of 10 minutes or less from August 2008. This will be further tightened to 90%, or nine in 10 services from August 2009. LTA also worked with SBST and SMRT to improve headways of trunk buses on ERP affected corridors, to make sure that all of them have headways of less than 12 minutes. This will be further tightened to 10 minutes for all buses from August 2009 instead of 15 minutes previously.

As a result, SBST and SMRT have together added more than 100 additional bus trips during the morning and evening peak periods to improve services. The services that have been improved are running more frequently, with headways shorter by 17%. This means that commuters do not have to wait as long at the bus stop, because the bus arrives sooner. It also means more capacity and, hence, it is easier to get onto a bus during the peak periods.

All this is possible because SMRT and SBST have been buying more buses and hiring more drivers, and they will have to continue to do so to provide a higher quality of service. This year, they are putting another 470 new Euro V buses on the road, and stepping up their recruitment drives.

Mr Chiam See Tong asked whether we can increase the frequency of bus services on Sundays, when there are more foreigners using public transport. The PTC’s regulations already require 85%, or more than four in five public buses, to run at headways of not more than 20 minutes during off-peak hours, including Sundays. The operators in fact often do better than this. For bus services in the Geylang and Serangoon areas, the weekend and public holidays' load is now about 60% to 80%, so it is still below capacity. In other words, the issue is whether there is sufficient demand to warrant higher frequencies. But, nonetheless, PTC will look into this.

Secondly, we have worked on improving bus travel time and reliability. To achieve this, LTA has extended the network of normal bus lanes from 120 km to 155 km, and tripled full-day bus lanes from 7 km to 23 km. Bus speeds have increased by up to 8% for normal bus lanes and 13% for full-day bus lanes. Traffic speeds in the other lanes have remained above the optimal speed threshold.

Commuters have benefited from these new bus lanes. Mr Ho Kok Khun wrote to the Straits Times Forum on 4th December. He said that with the bus lanes implemented in Yishun and Ang Mo Kio, bus commuters now enjoy a smoother, faster ride, saving 10 to 15 minutes when they travel to town.

Ms Eunice Olsen would like buses to be better at arriving on time. I share her

desire. The PTC’s regulations ensure that buses usually start their journeys on time. But whether the bus arrives at individual bus stops as scheduled depends on the traffic. Our buses share the roads with other vehicles, and as every motorist knows, traffic conditions can be unpredictable. Hence, it is difficult to guarantee bus arrival times. But we can improve their accuracy and reliability. The extension of our bus lanes has helped to make the bus journey more reliable, by allowing buses to travel unimpeded by other traffic. The two public transport operators have also invested in operational control systems to guide buses in real-time, to minimise bunching and help keep bus arrivals regular. These efforts have not gone unnoticed. A bus commuter, Mr Mark Ivan Lee, wrote to the Straits Times online Forum last month with his observations of the efforts bus captains and service leaders have put in to keep to their schedule and to please their customers.

Thirdly, we have also offered commuters more bus choices since the liberalisation of the Premium Bus Service (PBS) scheme two years ago – from 10 to over 70 today. Commuter feedback has been positive. More importantly, commuters have voted with their feet – total ridership on PBS has increased by almost 60% in the period from November 2007 to the end of last year.

Fourthly, to make it more convenient to take a bus, we have sought to let commuters know when their bus is arriving, so they can adjust their travel plans. If you are an SBST commuter, you can already use the IRIS system with your mobile phone. Before you leave the house for the bus stop, just SMS IRIS to find out when the next bus will arrive. My children are a big fan of this. As they always seem pressed for time, this helps them decide whether they can walk to the bus stop or sprint for it. LTA is now building upon this system, conducting a six-month trial to

put in an integrated SMS system that can include all public buses and not just SBST’s.

There are now more of such tools to help commuters make better decisions and choose the best ways to get to their destinations. In July last year, TransitLink introduced a public transport journey planner that is integrated across modes and operators. The planner works out a few route options for you to get to your destinations. It tells you which bus or train to take, where to transfer, how long is the journey and how much it will cost. In October, LTA set up a Public Transport portal that provides all public transport information from a single website.

Underlying all these initiatives is our vision that our public transport system should be a seamless and unified system.

3.30 pm

Mr Cedric Foo and Mdm Cynthia Phua asked about the crowding situation in our trains. Last year, public transport ridership grew by 7.4%, the fastest rate in many years. However, if we look closer at the numbers, we see that since the onset of the financial crisis in September 2008, ridership growth has been decelerating. It was 9.4% year-on-year in September; in October, it went down to 6.4%; in December, it was 4.9%. Preliminary estimate in January 2009 was that public transport ridership had dipped by 3.1% year-on-year. The reason could be because of the lunar new year holidays falling in January this year. Last year, it was in February. But it could also be that the economic slowdown has led to cutbacks on discretionary trips. Whether these trends persist will depend on the contrary factor of people switching from cars to public transport if the economy weakens. However, what is critical for us for the long term, from the strategic point of view, is to ensure that there is adequate public transport capacity going ahead. This is critical if we want to

persuade Singaporeans to shift from cars to public transport.

An immediate step that we have taken is to increase the frequency of train trips during the rush hours. There are now 12% more train trips during the morning and evening peak period. Since the beginning of 2008, SMRT and SBS Transit have added some 900 additional train trips a week. The trains are now running at intervals of about two to four minutes during rush hours. So even if a commuter cannot immediately board the first train that arrives, he knows that it will only be a few more minutes before another train comes along which he can board.

There have been other initiatives to improve train services. The train operators have introduced service ambassadors to encourage passengers to move to the centre of train cabins, and to the ends of station platforms. All 66 first-generation trains on the North South/East West (NSEW) Lines have been refurbished. There is now more space in each train.

As for comfort, LTA’s Operating Performance Standards (OPS) is 1,600 passengers per train, or five passengers per square metre. This is the level that operators are not allowed to breach, based on the actual response of commuters in the local context.

Our trains have not yet hit this level. Even at the most crowded stretches in the morning peak of peak, say at Toa Payoh southbound, the trains are carrying an average of 1,300 to 1,450 passengers. This is about four passengers per square metre, comparable with Hong Kong, and better than London’s five, Tokyo’s seven and Shanghai’s eight. Looking ahead, more can and will be done.

Our current train frequencies are about the best that the system can do under current constraints. To improve, we need to do two things. First, we need to upgrade the MRT infrastructure. If we try to improve headways without doing so, the trains will start bunching up at certain chokepoints, one of which is the Jurong East MRT station. Besides being an interchange station, it is also the terminating station for the trains from Bukit Batok to turn around. However, Jurong East station currently has only one track for the trains coming from Bukit Batok to turn around. They cannot do so quickly enough. This slows down the entire line.

Second, we will also need to buy more trains. Over the years, we have gradually added more trains to the NSEW Lines. We started with 66, now there are more than 100. But we need to add even more if we are to increase train frequencies further.

That is why LTA announced in July last year that it will carry out the Jurong East Modification Project (JEMP). The JEMP will relieve the current infrastructural bottleneck by creating an additional train track and platform at Jurong East station to turn trains around faster. This will allow trains to run more frequently. To take advantage of this improvement, we are purchasing an additional 22 trains concurrently for the NSEW Lines. This answers Mdm Phua’s question on whether there are any other infrastructural improvements.

We will also accelerate the JEMP by one year, and will now aim to complete it by 2011 instead of 2012. With the JEMP, the headway during peak periods can drop to about two minutes along the busiest stretches of the NSEW Lines. This represents an increase in capacity of about 15%. So commuters will be able to enjoy more frequent train arrivals and a more comfortable ride. This improvement will cost us about $800 million, and

enable the NSEW Lines to meet projected demand all the way till 2020.

Beyond 2020, LTA will study whether to embark on other projects to further increase the capacity of our existing lines. For example, we can upgrade the signalling system, buy more trains and expand our depots. The cost can be massive and implementation likely to take a long time – about eight to 10 years. So I have asked LTA to examine this very carefully, together with other agencies, such as the Ministry of Finance, to decide how best to proceed.

Mr Ang Mong Seng suggested that we add more cars to each train, to bring the current six cars per train to eight. We have indeed looked into this, but decided that it would not be feasible. Our train depots, track turnarounds, and MRT station platforms are all sized for six-car trains. To accommodate a longer train, we would have to lengthen all these, which would be very costly and disruptive, taking several years to complete.

A point worth emphasising here is that besides raising the capacity of our present rail lines, a major thrust of the LTMP is to build new rail lines – the Circle Line, Downtown Line, Thomson Line, Eastern Region Line as well as various extensions to the current lines. This new infrastructure will double the size of our MRT system by 2020.

Mr Foo asked for an update on our new rail lines. We will try to bring forward the completion schedule as much as possible, where technical constraints allow and where it is cost-effective to do so. LTA has worked with its contractors to review the timelines, and I am pleased to announce that the completion of the North-South Line Extension (NSLe) will be brought forward from 2015 to 2014. This extension will provide better connectivity and accessibility to future developments in the Marina South area.

Even if we keep to the announced schedule, we will open new extensions or stages of new lines every other year from now until 2020. In two weeks, on 28th February 2009, the Boon Lay Extension (BLE) on the western edge of our MRT network will start running. And I am pleased to announce that on the 30th May 2009, Circle Line Stage 3 (CCL3), from Bartley to Marymount, will be opened for passenger service.

CCL3, together with the rest of the Circle Line which will open from 2010 onwards, will add more capacity to our MRT system. The Circle Line will help commuters save travel time, by reducing the need to make detours into the city centre in order to transfer across MRT lines. LTA expects that about 10 to 15% of commuter trips that are currently made on some of the most heavily-loaded sections of the existing MRT lines will move over to the full Circle Line once it is opened, reducing the crowding levels that we experience today.

Beyond this, Stage 1 of the Downtown Line will open from 2013, giving commuters in the city the direct rail link between Raffles Place, Marina Bay and Suntec City, that Mr Ong Kian Min asked for.

URA and LTA have worked closely on the planning for Marina Bay. These plans will include some of the things Mr Ong asked for – seamless connectivity by public transport and better pedestrian facilities. By 2018, the Marina Bay area will be served by four MRT lines – the existing North-South Line, the Circle Line, the Downtown Line and the Thomson Line. Most commuters will have access to an MRT station within a walking distance of no more than 400 metres on average.

As part of the plans for the Marina Bay area, we are working on having our MRT stations seamlessly integrated with an extensive pedestrian network, includ-

ing underground, street-level and upper-level walkways. Where feasible, we would also have air-conditioned underground pedestrian cum shopping malls, similar to City Link Mall, to connect developments and transport nodes. In future, the public will be able to walk underground and in air-conditioned comfort all the way from Raffles Place MRT station to the Marina Bay Sands Integrated Resort, via the Marina Bay Financial Centre.

However, these plans are always being improved. Our city is constantly being renewed. So let me reassure Mr Ong that LTA will continue to work with other agencies, such as URA, to review the plans for our city and study the suggestions Mr Ong has raised.

Going forward, LTA will be carrying out the more complex initiatives in the LTMP. The key initiative for public transport will be centralised bus network planning. Currently, even though bus routes are approved by the PTC, the bus network is planned by the bus operators. LTA will take over the role of the central bus network planner from this year onwards.

Dr Lam Pin Min asked how this would benefit commuters. When LTA takes over bus network planning, a single agency would be able to plan the entire transport network – bus, rail and roads – holistically as one integrated system, from the commuter’s point of view. Centralised planning will allow us to make the entire public transport journey, from the start to the end, as integrated and as seamless as possible, so that travel is faster and more convenient. For example, feeder bus routes will be reviewed to provide more direct and faster connections to the bus interchanges and MRT stations.

Mr Cedric Foo, Dr Lam Pin Min and Mr Lim Biow Chuan have asked for an update

Financial viability is an important discipline that bears highlighting. Public transport is the most efficient means of carrying people, but this presumes that there are enough passengers on the bus. If the system is not financially sustainable, the impact may not be felt immediately. But over time, it will pull down the quality of the whole system, as the network will not be able to generate enough revenue for the operator to invest and upkeep the quality of bus services.

Mr Lim asked LTA not to automatically shut down bus routes that are not profitable on their own and to try other ways such as reducing bus frequencies. We will consider his suggestions. In fact, let me reassure him that LTA’s approach will be to consider the overall viability of the bus network, rather than insist that every bus route on its own must make a profit. But this does not mean that we can add economically unviable services to the network in an indiscriminate manner. Otherwise, sooner or later, the whole network would suffer.

On the issue Dr Lam has raised of whether we can allow bus services to duplicate routes that are also served by the rail system, LTA will have to decide on such instances judiciously, based on the best way to use the available resources. On stretches of rail corridors that are already congested, bus services are allowed today to run in parallel with trains, but there are also many other instances where such duplication will not make sense.

on central bus network planning. LTA is now drafting a blueprint for the future network, with the objectives of improving journey quality, increasing integration across public transport modes and services, streamlining the hub-and-spoke design of our network, while ensuring the overall financial viability of the bus network.

3.45 pm

This is an example of the balance between competing requirements that will need to be struck. LTA will look for the best way to benefit as many people as possible while maintaining the overall viability of the bus network. LTA will consult industry experts, transport operators and grassroots representatives on the planning principles and strategies to adopt.

One of our guiding principles is to avoid making any radical, 'Big Bang'-type changes to bus services. Commuters make more than three million trips on buses every day, and we are conscious that any change must be gradual. Otherwise, there will be mass confusion. Our approach instead is to identify any gaps in connectivity, try to plug them, and see where bus services can be streamlined to improve efficiency of the network.

Another point that I should highlight is that even after LTA has taken over route planning, painful trade-offs will still be necessary. Take, for example, a feeder bus service which has quite a circuitous route. I am sure Members are familiar with complaints from some residents that their feeder service makes "one big round" before it reaches the MRT station. One option for LTA is to 'straighten out' the feeder route, so that it is faster. But this means that some residents who used to go, say, to the market that is along that "one big round" would now lose their direct service and may need to take a transfer.

To help identify and resolve these sorts of trade-offs, and to answer Mr Lim, LTA will hold a series of dialogues in each Group Representation Constituency (GRC) and Single Member Constituency (SMC), to consult local grassroots leaders whose residents are affected by the changes. The consultations will start in the second

half of 2009. LTA will present the design of the existing bus network in the constituency, explain the proposed changes and invite comments. We will also take suggestions, highlight the trade-offs involved and the choices that the community can help to make. Members of the public will be able to channel their feedback through their local grassroots leaders and constituency representatives.

Once the new bus network has been implemented, LTA will then look at how best to package the bus routes for competitive tendering. Mr Alvin Yeo raised the issue of industry competition. We are not looking at competition 'in' the market where operators compete head-to-head for market share. Experience elsewhere has shown that in the public transport sector, this type of competition will destroy integration and lead to wasteful duplication. Instead, we are looking at competition 'for' the market where the operators compete to provide a package of bus services or run a rail line. By introducing greater contestability to the public transport sector, commuters will benefit as the operators would be incentivised to improve efficiency, service quality and innovation. Thus the public interest is best served not by simply having a single public transport operator, as Mr Yeo suggested, but by ensuring there is the threat of competition to keep these dominant market players on their toes.

Mdm Cynthia Phua and some Members in last week's Budget Debate have asked that polytechnic students’ concession fares be lowered. The operators decide on concessions. However, I would encourage them to see how best they can help in these difficult times. As for the Government, our approach has always been to provide targeted help to those most in need. Polytechnic students are a large and diverse group – there are students from wealthy families and students from less well-off families. We

should not ask taxpayers to subsidise the fares of polytechnic students who can well afford it. For less well-off households, there are various Government measures to help them such as the Workfare Income Supplement, GST Credits and if more help is needed through the CCC ComCare Fund.

We are now in tough economic times. Mdm Cynthia Phua asked about the fare formula. The fare adjustment formula is not a cost-plus formula. It pegs fare increases to macro-economic factors such as the Consumer Price Index (CPI) and the Wage Index, rather than the operators’ specific costs. This ensures that the operators have to be efficient if they want to be profitable, as they cannot pass their costs on directly to commuters. So as Mdm Phua pointed out, the formula is not directly linked to fuel prices but has an indirect link through the CPI. However, based on the fare formula, the maximum fare adjustment this year would have been close to five per cent. This is why I am pleased that the PTOs have announced that they would work with the PTC to reduce fares this year.

Like Mr Ong, I hope the PTC and the PTOs will find ways to lower transport costs in addition to passing on the savings from the Budget.

Mr Foo and Mr Lim asked that distance-based through-fares be effected as soon as possible. I agree that this is an important initiative to enhance the attractiveness of our public transport system. However, the PTC will have to decide whether, in the current bad economic conditions, it is better to go ahead and implement it this year, or is it better to phase it in so as to minimise the burden of adjustment on both commuters and the PTOs. The PTC will make its decision together with the fare revision by the end of this month.

Let me now cover the second key thrust in the LTMP – managing road usage. Dr Lam asked about the long-term strategies for managing road usage. To keep traffic flowing smoothly on our roads, we have to adopt a holistic package of measures as no single measure can achieve this.

First, we have to continue to increase and optimise our road capacity where we can. We will continue to build roads, and leverage on technology to maximise their capacity. To answer Mr Foo, we are studying how best to use GPS technology to further optimise road capacity. However, there is a limit to how many more roads we can build or widen.

Secondly, we have to control the demand for our roads. Congestion is a function of both vehicle usage and vehicle population. Hence, we will need to continue to control our vehicle population as well as their usage.

Third, we need to put in place viable and more efficient alternatives to the car in order to ensure we have a sustainable transport system. That is why we continue to invest heavily to improve our public transport system.

While our strategies to keep congestion in check will revolve broadly around these three strategies, circumstances and behaviour will change over time. We will thus need to continually review the balance between them to ensure that the right balance continues to be struck. We will also need to fine-tune existing measures and explore new ways of achieving these three objectives.

When we launched the LTMP in early 2008, we announced that we would enhance the efficacy of the ERP system by using a new set of criteria to determine ERP rates. We took a phased approach by first implementing the changes in the city area in July 2008, before extending it

outwards progressively. We were hopeful that by introducing the changes to the ERP system in such a phased approach, we can allow improvements from early phases to flow through the whole road network so that we end up having to do less later.

I am glad to say that this is indeed what happened and by November last year, traffic conditions had improved significantly. Of the six new gantries planned for November, we did not have to install four of them. We also deferred the gantry at Serangoon Road, and in the end, only had to implement the gantry on the PIE near Eunos. The changes to the existing gantries were also not as extensive as we had earlier thought necessary. This answers Mr Foo’s question on how effective has the ERP changes been.

I have said that ERP is to manage congestion and not a revenue measure, and that the Government will be happy to collect less if drivers drove less. So if economic conditions lead to changes in travel patterns and less road usage as Mr Seah said, LTA will take them into account and will adjust the ERP rates accordingly. This was what happened in the latest quarterly rate review in February 2009, when LTA lowered ERP rates at 15 gantries. In fact, based on what we have seen so far, if demand for driving continues to fall, the additional ERP revenue collected per year will be about $50 million, and not the $70 million we had earlier estimated. But rest assured that we will not reduce the $110 million in road tax reductions and $200 million in ARF reductions that we have already announced.

Mr Foo asked if ERP rates should be reviewed more frequently so that it is more responsive to changes in traffic conditions. Let me explain why LTA reviews ERP rates on a quarterly basis.

LTA has found empirically that traffic conditions take some time to stabilise each time ERP rates are adjusted. Drivers may change their behaviour several times after a rate change before they settle into a steady pattern. The change in traffic impact is not just at gantries that have had their rates changed but also on adjacent gantries and time slots. So if we review the rates more frequently, we will be making decisions prematurely. Overall, this would reduce the effectiveness of the ERP system.

As to why ERP is levied on some roads even when there appears to be no congestion, the reasons vary. Mr Lim has cited Nicoll Highway and Upper Boon Keng Road as examples. The rates for ERP gantries around the cordons in the city are determined based on the speeds of different baskets of key roads. Cordon ERP is meant to deal with congestion in a specific area comprising a network of roads rather than to deal with congestion on a specific road. Nicoll Highway is one in a basket of roads in a cordon. Within the basket, some roads are more free-flowing than others, and if we can fine-tune the system to take this into account, we will. For instance, the whole city used to be one large cordon. But LTA has now divided it up into three separate cordons: the Orchard Cordon, the Bugis-Marina Centre Cordon and the Shenton Way-Chinatown Cordon. Breaking this up has allowed us to better fine-tune the ERP rates. For example, the Orchard Cordon does not start operation until 12 noon on weekdays, while there is no ERP for the Shenton Way-Chinatown Cordon on Saturdays. However, if we were to lower the ERP rate for just one road in a cordon compared to adjacent roads, say the ERP gantry at Nicoll Highway, motorists will simply decant over to Nicoll Highway and jam it up. This is why gantries in the same cordon have the same ERP rate, and it is determined by a basket of roads within the cordon. While I am all for further reducing ERP rates, it has to be

predicated on traffic conditions not worsening as a result.

As for Upper Boon Keng Road, we implemented ERP there in April 2008 because speeds along that stretch of road had fallen below 20 kph. Today, traffic is flowing smoothly within the range for optimal flow. I think the important point to make here is that we have to use an objective way to determine when ERP rates should go up and down, which is what LTA has done. So when the traffic speeds along Upper Boon Keng Road go above the optimum speed range, which so far has not happened, LTA will certainly reduce the ERP rates.

Giving motorists more traffic information will also help them make better choices on the routes to take and help LTA to manage traffic congestion better. For those who listen in on the radio in the morning and evening peak hours, you may have heard regular capsules called "LTA Traffic News". LTA has, since October 2008, procured airtime on four MediaCorp radio stations to disseminate traffic news. Mr Lim would be pleased to know that the stations broadcast traffic updates up to five times more frequently during the morning and evening peak hours than in the past. The updates can be heard at about once every eight minutes during the peak periods. Feedback from listeners have been positive.

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LTA did a poll last month. More than 80% of the respondents have found the service useful in helping them to plan their routes. Mr Lim asked if LTA would consider a dedicated radio station to disseminate traffic news. LTA is currently studying the feasibility of such an idea.

4.00 pm

Mr Chairman, Sir, congestion is a function of both vehicle usage and vehicle population. Since the introduction of the

Certificate of Entitlement (COE) system in 1990, we have kept the vehicle population growth rate at 3% per annum. Last year, we announced in the LTMP that we would lower it to 1.5% from Quota Year 2009 (QY09) onwards. At 1.5%, it is still higher than our road growth going ahead, which is about 0.5% per annum.

Dr Lam Pin Min asked if it is sustainable for vehicle growth to surpass road growth. Mr Cedric Foo and Mr Seah Kian Peng asked if LTA would consider a lower growth rate of 1% from QY09 as the economy has worsened and COE prices have fallen. Mr Seah asked me the same thing last year. I think the point I made last year remains valid. In the longer term, I agree that we may have to reduce the vehicle growth rate further. However, it is also important, when making changes, to do so gradually so that people have sufficient time to adjust. We have implemented quite significant changes to improve our public transport system and to manage road use, and we are not finished yet. It will take time for the impact of these changes to take effect and for people to adjust. As we have already taken the step to halve the vehicle population growth rate to 1.5% for the next three years, we should only do a review after some time to see if a further reduction is required. On Mr Seah’s suggestion that the severity of the economic downturn is another reason to review the growth rate now, my view is that the vehicle population growth rate should not be dependent on prevailing economic conditions which are volatile and unconnected to long-term factors like the pace of road construction, public transport improvements and progress in road management technology. These fundamental factors are critical in determining the sustainable vehicle population growth rate. Nevertheless, when we do the next review, we will consider all the suggestions from Members.

Hence, for the QY09 which begins in May 2009, LTA will be issuing a total COE quota of 83,789. This is about 24% less than in QY08.

Part of this quota is to allow the vehicle population to grow by 1.5%. The bulk is to replace vehicles that LTA anticipates will be deregistered this year. Some have pointed out that our vehicle growth rate in the last few years has exceeded the 3% annual growth rate. The reason why this has happened is because the number of vehicles deregistered actually turned out quite differently from the numbers projected when we worked out the COE quotas for the respective years.

This is not to say that the COE system does not work. It does, because any errors in projection are always corrected in the current or subsequent years. Since the COE system was introduced in 1990, our vehicle population has grown at a Compound Annual Growth Rate (CAGR) of about 3% as intended. The COE system has therefore been effective in keeping the growth of the vehicle population within the prescribed growth rate on a long-term basis.

However, I think that there is scope to review how we project COEs to replace vehicles that are deregistered, as suggested by Mr Foo, to see if the methodology can be improved to more closely match the COE quotas released for the year with the actual number of vehicle de-registrations. It will improve the responsiveness of the system, but there will, however, be trade-offs, such as more uncertainty over the quota released. Hence, LTA will consult the motor vehicle industry as part of its review. Mr Foo asked if the Government will consider making Off-Peak-Cars (OPCs) more attractive to motorists. I think he also made the same point to me last year. He has since spoken to me and he is a

persuasive man. So this year, I shall not disappoint him.

OPCs have been with us since 1994. In fact, we started off with the Weekend Car Scheme in 1991. In the last few years, the OPC scheme has been gaining popularity. At the end of 2005, there were only about 5,000 OPCs. Today, we have about 42,000 OPCs, an eight-fold increase over a three-year period. They currently make up about 7.7% of the car population.

The OPC scheme is something we should encourage. It provides an alternative and a lower-cost means for people to own cars, and as its name suggests, helps to alleviate peak hour congestion on our roads. Those who own OPCs will tell you that they do not use their cars on a daily basis to commute to work during the restricted hours. They either make use of public transport or they plan their schedule to avoid the restricted hours. This fits into our overall objectives to better manage traffic congestion on our roads, particularly during the peak periods, and help to moderate ERP charges.

Hence, we will study how we can make the OPC scheme more attractive and convenient to motorists, to encourage more car owners to opt into the scheme. We have received numerous feedback from OPC owners, such as the limited outlets where the OPC day licences can be purchased; the cost and risk of holding a large stack of OPC day licences, the problem of paper licences running out; allowing OPCs to be used freely on Saturdays; and the feedback from normal car owners that it is not attractive to convert their cars to OPCs because one has to wait until the car is deregistered before the full OPC benefits can be realised.

So, for a start, we have identified three areas to look into. First, LTA will

review how to make it more convenient for motorists to purchase the OPC day licences. LTA is studying how to implement an electronic licence scheme to replace the current paper licences. LTA will be holding focus group discussions with OPC owners to seek their views on this. Second, we will study the feasibility of giving cash rebates for those who convert their existing cars to OPCs, which will be more attractive than the conversion scheme today where the cash is only paid out when the car is deregistered. Lastly, we will relook into the restricted hours for OPCs, in particular, the Saturday restrictions, with some corresponding adjustments to the tax concessions of the OPC scheme.

Mr Chairman Sir, let me conclude by saying that this is a time of significant change in our land transport system. We aim to keep our city "liveable", by improving public transport and managing excessive road usage. I have touched on the many initiatives we have implemented or will carry out to achieve this overarching goal. But whether we succeed or fail is not determined by Government policies alone. It is ultimately determined by the decision of each and every Singaporean, every time he or she steps out of the house. Every day, millions of Singaporeans ask the same question when making a particular trip: "Should I hop onto a bus or train, or should I drive the car?" If out of every five car trips, one is taken on public transport, then indeed we are on the way to success.

I am encouraged by letters such as this one, written by Mdm Doris Chan. Mdm Chan lives in the Shunfu area, and used to commute by car to her office in Beach Road. But since the middle of last year, she has switched to public transport. She wrote to LTA recently,

noting the improvements to public transport which is faster now and, with the higher transfer rebate, more attractive. She also says, "I don’t have to worry about traffic jams, steering the car or avoiding other vehicles which is stressful. I don’t need to worry about how to 'escape' ERP gantries, or what amount to pay. On the bus, I can just relax, look out the window and enjoy the scenery. I now get to see things in my neighbourhood that I used to miss before – new buildings, friends walking along the road. And best of all, walking to the bus stop and MRT station is good exercise, and reduces my weight!"

I hope that there will be more people like Mdm Chan.

Taxi Service

(In Mandarin): [For vernacular speech, please refer to Appendix A*.]Mr Chairman, the figures released by LTA in January this year showed that in the first 11 months last year, taxi drivers received as many as 1,800 summonses with demerit points; three times more than the 407 cases in the year before. Among these summonses, 70% were for violation of taxi-stop rules in the CBD.

In my MPS, there are quite a number of taxi drivers living in the Hougang area who came and sought my help after receiving such summonses. They told me that on some occasions, they were booked under circumstances beyond their control, for example, passengers alighting on their whims and fancies but the taxi drivers were fined. Although the passengers are aware of the regulations imposed by LTA on alighting within CBD, they often insist on alighting wherever they want. As the taxi-stand could be too far away from their destination, some even just drop the taxi fare, open the door and get down at the traffic light. The Police then summoned the taxi driver.

Under such circumstances, it is really beyond their control.

Another problem is that there are not enough waiting lots for taxis at popular taxi stands. When the lots are taken up, the taxi drivers have only two choices: first, is to risk being summoned by the Police; or secondly, to ply their empty taxis in the CBD looking for another taxi stand. This adds on to their burden and it is not environmentally-friendly.

Some of these busy taxi stands allow only taxis to let the passengers alight and not to wait for passengers. In this present market downturn, it will make life more difficult for the taxi drivers.

I hope that LTA will provide more waiting lots along the curb near the popular taxi stands, so that it will benefit all taxi drivers, and the passengers will also be able to catch the taxi within a shorter waiting time. This is a win-win situation for both.

*Cols. 3137-3138.

Sir, can you carry on whilst I search for my speech?

Okay. I will go to the next one, Er Lee Bee Wah. You will take your turn first.

Improve Service of MOT

Sir, I have brought this issue up in this House during the last Budget debate and I am, once again, appealing to the Minister for his patience and support in providing lifts at all overhead bridges at MRT stations throughout Singapore.

Residents of all ages use overhead bridges at MRT stations. Pregnant women, elderly or wheelchair-bound train commuters need better access to ascend and descend overhead bridges. Barrier-free accessibility in the residential areas should also be extended to its other supporting facilities such as overhead

bridges. Stairs are not conducive for accessibility, certainly not the 67 steps at Khatib MRT overhead bridge, which is more like a vertical marathon. Senior Minister of State, Mrs Lim Hwee Hua, visited Khatib soon after the last Budget debate and one year has passed, I hope to hear good news for the residents in Nee Soon South.

LTA should also re-examine the building of covered linkways for the ease of public transport commuters throughout Singapore. Is our policy so rigid that some of our residents are deprived of having covered linkways on their way to MRT stations? We know these days the weather is often in the extremes – when it rains, it pours; when it shines, it burns.

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I am glad to know that LTA will take over the planning of the bus network. We are looking forward to more seamless public transport in Singapore.Some public commuters have to walk a long distance from one bus stop to another in order to change bus. One such example is in Zone B of Nee Soon South. There is no direct bus that take residents to the Community Centre as well as Khatib Centre where they shop for their groceries. They have to take Bus 812, alight just before the bus turns back to the interchange and then walk 270 metres to the next bus stop across Yishun Avenue to take Bus 811. You and I will certainly have no problems in walking, but for the elderly and the pregnant women to walk 270 metres to change bus is more like another marathon.

bAn improvement on the bus routes is imperative. I have had several meetings with the bus operator, SMRT, but the problem remains. I am glad to hear from the Minister that he is going to look into the issue of fare concessions for Polytechnic students. But I would like to urge the Minister to extend this concession to all Polytechnic students just

like what we have done for the Junior College students.

Ample Warning of Road Work Signs

Sir, our road construction contractors must be the least road-safety conscience people in Singapore. As a driver of a motorcar on Singapore roads, I note that the workers working on the roads are exposed to grave danger everyday. As MPs, we can certainly do something for these workers. If we should read in the morning papers that some workers have been run down by a motorcar and die, I think that would be too late for us to do anything. I would then feel certainly sad or even guilty since I have not tried my best to do something for them. Those workers killed on the road would only appear as a statistic but I have to remind Members that they are also human beings. They are fathers of children and husbands of wives. And I wonder if the Minister could consider instructing the road construction contractors on the road to attain high safety standards, and persuade these contractors to take steps to warn motorists of the presence of their workers on the road.

Mr Chairman, Sir, Mr Low Thia Khiang has commented on the surge in summons received by the taxi drivers on account of offences committed at taxi stops and taxi stands, whereas Mr Chiam See Tong has requested for more prominent road signs further upstream to alert motorists to ongoing road works. Er Lee Bee Wah has raised several requests to improve the connectivity and accessibility to public transport facilities in her constituency, as well as concessions for polytechnic students. As Minister Raymond Lim has spoken on her last two points, in terms of bus services and polytechnic students, I

will not cover these, but will take the rest of the questions in turn.

Sir, on the rule to disallow taxis from waiting for passengers at taxi stops or waiting beyond the allocated number of lots at taxi stands, this is really to ensure the safety of all road users. Taxi stands are intended to allow taxis to wait for passengers within the number of taxi lots allocated at each stand without impeding the flow of traffic. This allows both passengers and taxis to queue up in an orderly manner, without blocking the traffic lane. However, where traffic is heavy and due to space constraints, there are no lay-bys and no space for taxis to wait or queue without obstructing traffic, taxi stops would be assigned instead. Taxi stops are, therefore, intended only for the picking up and dropping off of passengers. Thereafter, taxis must move off from the taxi stop immediately. If there are no passengers wishing to board immediately, taxis should not wait at the taxi stop. Taxi drivers who are booked for waiting at taxi stops or queuing beyond the allocated number of lots at the taxi stands will be given a composition fine of $50. There are no demerit points for the offences and repeat offenders will be issued with the same amount of fine.

As regards the increase in the number of taxis drivers caught, I would like to inform the House that arising from the greater awareness, the number of taxi drivers caught stopping indiscriminately along the main roads in the CBD area has actually declined by more than 80% since March 2008, from the high of 566 at the point of implementation to about 76 as at January 2009.

Let me just recap for the House again why we have this CBD taxi rule. In the CBD where demand for taxis and traffic volume is high, some measure of control is necessary to prevent disruption of traffic, which may be caused by taxis stopping suddenly or changing lanes along

public roads in the CBD to pick up or to alight passengers. This is largely a safety issue.

There is, however, a trend which could have contributed to the supply and demand issue and which has exacerbated the situation. The increase in the number of offences can also be attributed to the drop in taxi ridership in 2008, due to the revision of taxi fares that took effect from December 2007, as well as difficult economic conditions in the later part of 2008. So with the supply of taxis exceeding demand, especially during the off-peak periods, there were longer queues of taxis at taxi stands, particularly in the CBD area. And this is despite LTA increasing the number of taxi waiting lots in the CBD by about two times, from 101 to 296.

Sir, LTA has to balance the convenience of taxi commuters and taxi drivers against the safety and needs of other road users. Taxis that wait for passengers at taxi stops obstruct the flow of traffic and cause danger to other road users, just like taxis that queue beyond the allocated lots at taxi stands. This is why they are not allowed to do so. Nevertheless, if there are taxi stands where Mr Low feels more taxi lots are needed, I welcome Mr Low to let LTA know where these are, and LTA will be happy to look into his suggestions.

Sir, let me now turn to Mr Chiam’s comments on better warning for road works. To ensure that contractors carrying out road works make necessary provisions for traffic warnings, LTA requires them to comply with a Code of Practice for Traffic Control at Work Zones (COP).

Under the Code, contractors must provide sufficient and early warning to motorists approaching the work zone. The minimum sizes and distances for warning signs vary with the speed limit of the road. For example, a road with a 40

kph speed limit would require warning signs with a minimum size of 90 cm by 90 cm. The first warning sign is typically placed 120 metres upstream from where the lane begins to taper off. The signs for an expressway have to be at least 120 cm by 120 cm, and placed 480 metres away. Additional warning signs should also be placed closer to the work zone provided that there are not too many close to each other such that they end up confusing drivers.

Contractors have to apply these guidelines according to the ground situation. The priority is to ensure that the signs are visible and motorists have sufficient time to digest the information and react accordingly. These guidelines were developed after extensive reviews of the standards and practices of other developed countries. Giving information too far ahead of a work site will unwittingly cause traffic to slow down too early and increase the inconvenience to drivers. In order to minimise the disruption, it is necessary to place the warning signs at an optimum distance from the work site. For expressways and other roads with speed limits of 70 kph and above, we would also require the deployment of truck-mounted attenuators to help absorb the impact in the event that vehicles miss all the advance notices and crash into the work site.

Notwithstanding the comprehensiveness of the Code of Practice, there could still be instances where contractors do not follow LTA’s requirements strictly. Motorists can call LTA’s hotline if they spot any unsafe practices at road works and LTA will look into them.

Let me now turn to the issues that Er Lee Bee Wah has raised. Let me first of all commend her for her persistence in raising these issues to serve her residents’ needs. I would like to assure her that we listen to feedback and suggestions, even if at times we are unable to accede to

them immediately. One of the realities that my Ministry faces is that we have limited resources. We, therefore, have to prioritise as there are trade-offs involved in how we allocate funds and resources.

Sir, we recognise that our population is ageing and we want to build a more inclusive society. Members would recall that one of the three strategic thrusts of the LTMP launched last year is meeting people’s diverse needs. This is why my Ministry has been spending more so as to ensure that our public transport system is accessible to the less mobile, not just in the Member’s constituency but for all Singaporeans islandwide.

All existing MRT stations already have at least one station entrance fitted with a lift and a barrier-free route. LTA is currently installing additional lifts to 16 existing stations. LTA is also building ramps so that 70% of existing stations have at least two barrier-free routes by 2011. By 2010, 40% of our public buses will be wheelchair accessible, and we intend that by 2020, the entire fleet will be so.

We will also be spending $60 million to ensure that road facilities islandwide are accessible for all pedestrians, including the less mobile by 2010.

Sir, this is our priority at this time, to make sure that our less mobile residents can reach the station first, before seeing how we can shorten the walk. But we have taken onboard her feedback. LTA will study the viability of installing and maintaining lifts at pedestrian overhead bridges near MRT stations where there is sufficient usage to justify it.

The same goes for providing covered linkways. This is again a popular request with Members. The principle here is to target our limited resources at places

where it will make the most difference to residents. LTA’s main focus is on connectivity from transport nodes and transport facilities (ie, bus stops or taxi stands) to amenities like schools and polyclinics. But LTA will always consult the advisors when deciding where to erect such covered linkways, and there have been several occasions where LTA has adjusted their plans to take in the feedback. Beyond this, Town Councils can make use of their CIPC funds to further improve the connectivity within their estates if they choose to.

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