Hansard, Friday, 3 March 2023

1 Mr Yip Hon Weng asked the Minister for Transport (a) whether the Ministry intends to conduct another islandwide noise measurement study, since the last study was done in 2018, particularly in areas affected by multiple construction projects, such as Ang Mo Kio Avenue 6 which is located in the vicinity of ongoing residential development projects and the North South corridor construction; and (b) when was the last traffic noise impact assessment conducted for Ang Mo Kio Avenue 6,

The Land Transport Authority (LTA) conducted an islandwide noise measurement study in 2018, for the specific purpose of identifying locations near above-ground Mass Rapid Transit (MRT) stations where the noise level exceeded the National Environment Agency's (NEA's) recommended threshold.

NEA requires LTA's contractors to carry out localised noise impact assessments prior to the commencement of all major infrastructure projects. LTA conducted a noise impact assessment at Ang Mo Kio Avenue 6 in 2019 prior to the commencement of North-South Corridor (NSC) construction works.

LTA and its contractors have taken various measures to mitigate the impact of construction noise. These include erecting noise barriers and noise enclosures, installing mufflers on machineries, using rubber mallets for hammering and carrying out noisier works in the day. However, safety critical works, such as the construction of diaphragm walls, have to be conducted continuously, which could include working through the night. In such instances, LTA and the contractors will notify affected stakeholders through circulars and social media platforms.

LTA regularly engages residents to inform them of the progress of the project. We seek the understanding of all stakeholders for the NSC project which will enhance connectivity between the north to the city centre for all residents when completed.

Mr Yip Hon Weng.

I thank the Senior Minister of State for the reply. Will the Ministry consider more targeted and frequent noise monitoring at residential developments, which are affected by multiple construction projections managed by different agencies, as the noise can be amplified by these different things that are happening on the ground?

For instance, Nuovo and Castle Green condominiums along Avenue 6 are affected by noise from the NSC, the MRT line, as well as the Build-To-Order (BTO) construction, all happening within the same vicinity. Will the Ministry of Transport (MOT) also consider constructing noise barriers along the MRT lines near these residential projects?

I thank the Member for his supplementary question. There are two parts to this. Firstly, for construction noise, for all construction projects, if they are near residential projects or noise-sensitive facilities, NEA requires these projects to have noise meters installed throughout the projects' duration to monitor the noise levels. And all contractors are required to mitigate the impact of the noise and not exceed the levels stipulated.

For LTA projects, we go beyond that, in the sense that we do everything that is possible, particularly in national, major projects, like the NSC project. We do as much as possible to mitigate noise from the construction. To do this, we erect noise barriers at source, at the construction site near to these residential developments, including those cited by the Member – Nuovo condominium, for instance. There are noise barriers that are as high as is practicable and all the other measures – noise enclosures, mufflers for the heavy machinery and equipment, and so on.

But the reality would be that it is really not possible to mitigate all noise. We do as much as we can. When there is a need, for instance, for deep excavation or the pouring of concrete continuously for the diaphragm walls, we will have to do it through the night and then, we will have to inform the stakeholders.

With regard to construction of noise barriers along MRT lines, the noise impact assessment studies, for instance, that we did in 2018, was to look at certain stretches along the MRT lines and identify where the noise exceeds the recommended level by NEA. For those stretches, noise barriers will be constructed – that is for rail noise. Then, for construction noise, it is barriers and mitigation at source.

2 Mr Leon Perera asked the Prime Minister (a) whether the Government has conducted any research to understand the number of children that Singaporean women would like to have and the reasons why this may be different from the number they actually do have; and (b) if not, whether it will consider doing so and publishing the findings of the fertility gap and the reasons for it.

Mr Speaker, the Government regularly engages Singaporeans to better understand attitudes and perceptions towards marriage and parenthood.

According to the 2021 Marriage and Parenthood Survey of about 6,000 respondents, Singaporean women want to have at least two children on average. However, in practice, married female respondents had less than two children. Common reasons cited for not having more children include concerns over the financial cost and stress of raising children, and difficulties in managing work and family demands.

These are issues that the Government is addressing, including through the latest enhancements to the marriage and parenthood measures in this year's Budget. However, beyond Government-initiated measures, we need a whole-of-society approach that is supportive of families, values family well-being, and acts accordingly. We encourage everyone to work toward building a Singapore that is Made for Families.

Mr Perera.

I thank the Minister for replying. I have two supplementary questions.

The first is regarding the survey and the data that she referred to, is this data publicly available and can Singaporeans study the statistical fertility gap within that survey, the gap between the number of children that women want to have and how many they actually have? And does that data provide reasons for that gap, including all possible reasons such as housing affordability, for one, which has been discussed before in this House, where there is evidence from another study by a National University of Singapore (NUS) researcher that there is a correlation between high house prices and low total fertility rate (TFR)?

The second supplementary question is, does this study contain – and if not, could future studies address – differences between the different segments in Singapore? Because that may be a source of policy ideas if we look at outliers where there are certain segments, be it by income or by other characteristics —

Mr Perera, can you keep it concise, please.

Yes. Where the TFR is higher or the TFR is lower. In America, for example, some research shows that higher-income, better educated women have more children. So, can that information also be made available, so that we can have a whole-of-society approach to address what is really an existential issue?

Mr Speaker, I thank the Member for his clarifications. The survey results are, in fact, publicly available. Mr Perera may have missed them, but they are available. They were published by the Prime Minister's Office, so the survey is available online. I would encourage him to have a look at it.

You will see – when you look the survey – that it actually contains quite a lot of information. The survey was conducted from February to June 2021, with respondents comprising 2,848 single – that means, never married – and 3,017 married Singapore residents, aged 21 to 45 years. In the annex to the survey, there are details of the profile of survey respondents.

The highlights of the survey do not indicate housing prices, as Mr Perera mentioned. What was key on their mind were other reasons and let me just highlight them.

The first thing among the key findings was that marriage and parenthood aspirations remained strong. So, Singaporeans do want to get married and do want to have children. In terms of the factors that affected having children, the survey showed that in making parenthood decisions, key considerations included the ability to manage the costs of child-raising, as well as to manage work and family commitments. Another key consideration was that fathers were equally important as caregivers and could play a greater role at home. And the third key finding was that many agreed that Flexible Work Arrangements (FWAs) make it easier for couples to start a family and have more children.

So, we do understand that for young couples starting family, having a home is important and you would have seen that in the Budget, the measures to prioritise first-timer families, young families and married couples, are aimed at ensuring that they have a home. And we have had a whole debate on affordability and accessibility. Singaporeans can rest assured that that is very much on our minds, and we are making sure that housing is available for those who wish to start families and have children.

But the other findings, which were the key findings from this, you can see that this year's Budget, in particular, the Marriage and Parenthood measures are targeted squarely at that. The measures are directed towards financial support for parents. So, the increase in the Baby Bonus cash gift, the Child Development Account (CDA) top-up, the enhancement of the CDA co-matching. That addresses the financial concern. We have doubled the Government-Paid Paternity Leave, which addresses this finding that they wish to see more involvement of the fathers. And the other, which was said in the Budget and we have actually said many times but has not yet received as much attention, are the FWAs.

FWAs are sometimes confused with work-from-home. But it is not equal to work-from-home. Work-from-home is a subset of FWAs, which form a much broader thing. This, I think, is what would help parents the most – that sense that they would be able to take time off, or to be able to arrange their work in such a way that allows them to care for young children. Also bearing in mind that many parents have to look after their own parents, the grandparents.

So, FWAs will be key and, hence, that is why in my earlier answer, I indicated that we need a whole-of-society approach, where everyone is supportive of families and family well-being.

3 Ms Joan Pereira asked the Deputy Prime Minister and Minister for Finance whether the Ministry will consider reducing the property tax rates for owner-occupied private residential properties occupied by elderly retirees who have been unduly affected by the escalating rental of neighbouring units, which disproportionately affects their properties' annual value.

4 Mr Yip Hon Weng asked the Deputy Prime Minister and Minister for Finance (a) for the past three years, what is the annual average rate of increase of property tax for owner-occupied private properties in both prime and non-prime locations respectively; (b) whether the annual property tax computation is influenced by the use of neighbouring properties for rental income; and (c) whether the Ministry will review the property tax computation for prime locations so that owners of these owner-occupied homes, especially retirees, are not unfairly penalised.

Mr Speaker, may I have your permission to answer Question Nos 3 and 4 together?

Yes, please.

Thank you, Sir. Property tax, or PT, is our primary means of taxing wealth. PT payable is based on the applicable PT rate, applied to the Annual Value, or AV, of the property, where AV is a proxy for the property value and, thus, the owner's wealth.

In line with the wealth tax intent of PT, the PT on residential properties is taxed on a progressive schedule. Properties with AVs of up to $8,000 pay no PT, while properties with higher AVs pay PT at progressively higher rates of taxation. Owner-occupied residential properties enjoy concessionary PT rates and are taxed at rates lower than non-owner-occupied ones.

Sir, over the years, the Government has received feedback, including from Members of both sides of this House, to enhance our wealth taxes. This is what we have been doing.

As announced in Budget 2022, PT rates have been raised for higher-end owner-occupied residential properties, with AVs above $30,000 in 2023 and 2024. The new rates affect less than one in 10 owner-occupied residential properties.

The AV is a proxy of the value of a property and is determined based on the rental transactions for comparable properties with similar attributes, such as location, age and condition. A property that earns more rental income has greater value. And therefore, the AV and the PT payable will be higher.

The median PT for owner-occupied private residential properties in Singapore, grew at a compound annual growth rate (CAGR) of around 7% from 2020 to 2023. The growth rate is similar for owner-occupied private residential properties within and outside the central region.

I understand Members' concerns that some retirees may face financial difficulties. The Government remains committed to supporting retirees.

We do so not by lowering PT rates for residential properties owned by retirees, but by supporting our seniors in other ways. We have various schemes to help retirees, whether living in private residential properties or Housing and Development Board (HDB) flats. For example, through the Assurance Package (AP), seniors living in private properties can receive AP cash, AP MediSave and the cost-of-living special payment.

Mr Yip Hon Weng.

I thank the Senior Minister of State for his reply. How can the Government better help a particular group of retired seniors, who are private home residents but are cash poor, and would like to retire in the home that they have called "home" for decades?

Mr Speaker, I mentioned some examples in my reply earlier. In addition to what I mentioned, we also provide certain assistance and certain help schemes, that are applicable to all households, regardless of housing type.

For example, the $300 Community Development Council (CDC) voucher that was given out in January this year, the Household Utilities Credit that was given out last year. And for seniors who are in the Merdeka Generation or the Pioneer Generation, they can also receive additional MediSave top-ups and healthcare subsidies when they visit the polyclinics, when they go see the general practitioner (GP), when they go to the hospital.

Sir, I think the design of our tax and benefits system is based on a concept of it being fair and progressive. And by that, what we mean is that everybody will contribute, but those who are wealthier and earn a higher income, will contribute more.

As I mentioned in my reply earlier, the PT is a form of wealth tax on immovable assets. And if we look at the retirees who are staying in private properties, especially higher-end private properties with higher AVs, compared to retirees who are staying in rental flats or smaller HDB flats, I think there is a difference in their wealth.

Ms Joan Pereira.

Thank you, Speaker. I have one clarification for the Senior Minister of State. Can the Ministry of Finance share, whether the Inland Revenue Authority of Singapore (IRAS) have a system to calibrate annual property values as a ratio of all owner- and tenant-occupied properties, to ensure that AVs are not disproportionately skewed by a few high rental units?

Mr Speaker, AV is determined based on the rental transactions for comparable properties with similar attributes, such as location, age and condition. The way that IRAS goes about computing AV is that they will, generally, exclude very high and outlier rentals that the properties may fetch. And so, I think this is a way to ensure that the data and the statistics are not skewed by some of these outliers.

Mr Lim Biow Chuan.

Sir, may I ask the Senior Minister of State whether we can relook the definition of wealth tax? For some of these retirees, they do not see themselves as wealthy. I know they have got a property that may be worth quite a bit, but they are retirees with no income. They just had the luck of buying a property at a lower price when they were much younger.

So, how do we want, as a matter of principle, to deal with this group of people who are living in a better property, but with no income? Is it the principle of the Government that we would want to persuade them to sell their property, so that they would not be considered wealthy? I mean, how do we define the term "wealth"? Because I cannot see this group of retirees as being wealthy, except for the fact that they were fortunate enough to buy a property when they were younger.

Sir, I think I had explained this in my response to Mr Yip Hon Weng earlier, and also in my main reply. Property is an asset, and I hope Mr Lim agrees with me on that. An asset is part of your wealth. So, I think we do need to consider that a person's assets are a proxy measurement of the person's wealth.

This does not mean, therefore, that we do not empathise with the situation that I am sure Mr Lim's residents face. I also have residents who are in a similar situation. We do understand that they are retirees, they may not be able to earn a lot of income because they are not working.

So, the way to help them is not to have a lower PT, because that is something that we need to put in place as part of our fair and progressive tax system, but to find other ways of helping them. I mentioned some examples earlier, in AP, and also when we look at certain schemes that we design. In our polyclinics, for example, we do not means test based on your property type, but when you go to a polyclinic, we look at your age and seniors do receive additional subsidies.

5 Mr Zhulkarnain Abdul Rahim asked the Minister for Communications and Information whether there is any regulation or safeguard to ensure that service staff of telecommunications companies in Singapore are aware of any red flags, to prevent vulnerable groups, such as elderly or special needs adults, from being exploited or scammed to sign up for mobile lines and phone contracts.

r Communications and Information): Mr Speaker, the Infocomm Media Development Authority, or IMDA, has required telecom operators (telcos) to put in place measures to safeguard the interest of consumers who use telecommunication services.

These measures are intended to protect all consumers, including those in the vulnerable groups. Examples include requiring telco service staff to verify consumers' identity during the registration process, explain key contractual terms and conditions to consumers at the point of sign up and ensure that these are understood before service sign up.

In addition to regulatory safeguards, the Ministry of Communications and Information (MCI)'s public education programmes help to ensure that Singaporeans are equipped with digital literacy skills and can safeguard themselves against online harm and threats.

This includes the SG Digital Office's, Seniors Go Digital Programme and the Cyber Security Agency's SG Cyber Safe Seniors Programme, which aims to raise seniors' awareness of cybersecurity and cybercrime and encourage the adoption of good cyber hygiene practices.

The Government also works with the people, private and public sectors, on ground-up initiatives under the Digital for Life movement, to uplift digital literacy among vulnerable groups. Taken together, these consumer protection measures and public education programmes help to protect our population from exploitation and scams by bad actors.

The public can also remain vigilant by learning to identify and avoid scams and scam tactics, such as signing up for mobile lines on behalf of strangers. All of us have a part to play in helping the more vulnerable segments of our community.

Mr Zhulkarnain Abdul Rahim.

Thank you, Sir. I thank Senior Minister of State Tan for the answer. Sir, my Keat Hong resident, an elderly couple came to see me during a Meet-the-People Sessions. Their 31-year-old intellectually disabled son was tricked to sign up for different telco lines and mobile phone contracts.

Within the span of one week, he signed up for four lines and various phone contracts. The scammers made off with the phones, the family saddled with tens of thousands of dollars of bills, but thanks to IMDA's swift intervention – I thank the colleagues at IMDA – they intervened and the bills were waived.

My question is given the vulnerability of individuals, like elderly or intellectually disabled adults, can MCI work with telcos to train or raise awareness amongst the frontline staff to have a checklist of red flags when it comes to contracting, perhaps similar to tellers at frontline banks, so that we can prevent our vulnerable individuals and adults and elderly residents from falling prey to such scams.

Mr Speaker, I thank the Member for his supplementary question. It is always particularly heart-wrenching and upsetting when you hear about crimes and scams targeting the more vulnerable in our population – the elderly or people with disabilities. For that particular case, I am glad that the case was quickly dealt with by the IMDA colleagues and the telcos, and I thank the Member, Mr Zhulkarnain, for commending the IMDA team on that.

In fact, for this case, when the IMDA team knew about the appeal from Mr Zhulkarnain, they immediately contacted the telco staff and within a couple of days, the telcos agreed to waive or freeze the charges and we got back to the family very soon, because we know the anxieties and the concerns of the parents, the family members and the individual himself.

As I understand it, a Police report has been made over the case, and Police investigations are ongoing.

But the broader point that Mr Zhulkarnain has raised is something that we are continually looking into. We will work together with our telcos, especially their frontline staff, to review their practices and whether additional staff training may be needed, so that they can flag out some of these possible scams and tactics being used against the vulnerable members of our community and see what ways we can improve the telcos themselves. This is in their interest. They are, also – in a way, a victim of this crime – defrauded by some of these scams.

So, it is in our collective interest to not just minimise the risk of scams and such tactics against vulnerable members of the community, but to collectively take action to prevent such cases from happening. I thank the Member for his suggestion. It is something that we will continue to review.

6 Mr Leon Perera asked the Minister for Education (a) what surveys or research are currently undertaken to assess the job impact of training courses that are supported by Government funds; (b) whether the Government will publish the findings of such studies; and (c) whether the Government will consider extending funding support to trainers based on the outcome of the studies.

Mr Speaker, SkillsFuture Singapore (SSG) adopts a range of approaches and metrics to evaluate the quality and outcomes of SkillsFuture-funded programmes.

SSG runs the Training Quality and Outcomes Measures (TRAQOM) survey on all SSG-funded programmes, to collect trainee feedback on the quality of training and whether the training has enabled them to improve their work performance and take on enhanced job roles.

This is a useful dimension because not all training necessarily leads to an immediate wage increase. Training benefits workers, who are otherwise at risk of displacement, to stay employable and to keep their jobs. The TRAQOM survey results are published on the MySkillsFuture portal to help individuals make informed training choices, and SSG uses these results when assessing training providers for continued funding.

In addition, we work with partners, such as the Ministry of Trade and Industry (MTI) to monitor wage and employment outcomes through programme-specific surveys and studies. Economic studies that have been published include evaluations of the Work-Study Post-Diploma programmes in 2019 and Singapore Workforce Skills Qualification (WSQ) training in 2018.

Both showed trainees graduating from these programmes with positive wage outcomes. Regular surveys, such as the Work-Study Programme Outcomes Survey, also collect information on employment outcomes six months after completion of the programme.

SSG is continually enhancing its methods of assessment and evaluation of outcomes of training courses. This is to enable us to better channel our subsidies to courses that deliver manpower development outcomes for Singaporeans.

Mr Perera, a quick question, please.

I thank the Minister of State for her helpful reply. Just one supplementary question. Based on these survey results – which I assume are provided by a trainer or training organisation – has there been any cases of a training organisation that consistently gets very poor results and, therefore, has been removed from the list of trainers that are eligible for Government financial support?

I thank Mr Leon Perera for the supplementary question. I do not have the data with me, but I believe that SSG has considered past feedback from trainees on training providers where the courses did not meet their expectations and that the training quality was deemed to be not satisfactory, and had either worked with the training providers to adjust training mode of conduct or ceased training for such training providers.

Order. End of question time, The Clerk will now proceed to read the Orders of the Day.

[Pursuant to Standing Order No 22(3), provided that Members had not asked for questions standing in their names to be postponed to a later Sitting day or withdrawn, written answers to questions not reached by the end of Question Time are reproduced in the Appendix.]

[(proc text) Order read for consideration in Committee of Supply [6th Allotted Day]. (proc text)]

[Mr Speaker in the Chair]

[(proc text) Head W (cont) – (proc text)]

[(proc text) Resumption of Debate on Question [3 March 2023]. (proc text)]

[(proc text) "That the total sum to be allocated for Head W of the Estimates be reduced by $100." – [Mr Saktiandi Supaat]. (proc text)]

[(proc text) Question again proposed. (proc text)]

Minister for Transport.

Mr Chairman, I would like to thank all the Members who persevered till 8.00 pm last night to speak on the Budget of the Ministry of Transport (MOT). And many have made it back to the Chamber this morning.

In responding to Members' questions and suggestions, my colleagues, Ms Amy Khor, Mr Chee Hong Tat, Mr Baey Yam Keng and I will elaborate on how my Ministry is working to build a resilient, sustainable and inclusive transport sector.

My response will focus on three broad themes: recovery, growth and sustainability; and our social compact.

Our air and land transport sectors have recovered strongly from the debilitating impact of the pandemic. Let me start with aviation, about which Mr Saktiandi Supaat and Ms Ng Ling Ling have enquired. At its lowest point in 2020, Changi's passenger traffic was less than 0.5% of pre-COVID-19 levels. Today, Changi's passenger traffic volumes, flights and city links stand at about 80% of pre-COVID-19 levels. To Mr Gan Thiam Poh's query, flights at Seletar have fully recovered since January this year.

Based on the current trajectory, Changi should return to pre-pandemic levels by 2024, possibly earlier.

One determinant, as Ms Ng Ling Ling noted, would be how quickly air connectivity with China is restored. Weekly services to China have more than doubled since January, from 38 to nearly 100. That is about a quarter of the number we had in 2019, with Chinese and Singapore carriers expected to resume even more services in the coming months.

Ms Poh Li San asked about our aviation hub's challenges amidst the recovery. Let me highlight three.

First, our aviation stakeholders must continue to ramp up their workforce to sustain the recovery. Today, the sector's workforce is at about 90% of pre-COVID-19 levels and we expect a full recovery by this year. But beyond recruitment, we must ensure that the new hires gain the requisite experience to meet the demands of the job and, also, to ensure their safety, welfare and morale, as Ms Ng Ling Ling has highlighted.

Second, though Singapore is in now in Disease Outbreak Response System Condition (DORSCON) Green, we must remain alert to new threats from the virus and other similar threats. We are, therefore, closely monitoring the situation with the Ministry of Health (MOH) and must be prepared to respond quickly should the public health risk assessment change. This is the new normal for aviation.

Third, the recovery of air travel will have to contend with uncertainties in the global economy and rising energy and manpower costs. Against this backdrop, Ms Poh had asked if there was room for airport charges to be raised. Last September, the Civil Aviation Authority of Singapore (CAAS) and the Changi Airport Group (CAG) announced increases to the airport charges for passengers and airlines. We will review these charges periodically, so that CAAS and CAG can continue to invest in capacity building and essential infrastructure, while ensuring Changi remains competitive.

Turning to land transport, our public transport ridership reached 90% of pre-COVID-19 levels in January this year. However, this recovery has been uneven. Public transport journeys to the Downtown Core in the morning peak are at about 70%; whereas journeys to other areas, like Queenstown, are at 90%; and Woodlands and Tuas are already back to pre-COVID-19 levels. We are tracking these travel patterns, which have yet to stabilise because of various adjustments to work practices.

Our maritime hub was resilient and performed well through the pandemic. In 2022, we achieved our second highest container throughput of 37.3 million twenty-foot equivalent units (TEUs) and remained the world's largest transshipment hub. More recently, due to global economic headwinds, international container trade and container freight rates have softened from the exceptionally high levels of 2021, but the mid- to long-term outlook remains positive.

Overall, our air, sea and land transport sectors are back on track. Capitalising on the recovery, as well as learning from the pandemic, we are now gearing up for growth. We have three priorities – capacity, capability and sustainability.

First, a core focus of my Ministry is to invest in our transport infrastructure capacity to meet future needs. Our major projects are progressing well. In January, we held ground-breaking ceremonies to commence work on the Jurong Region Line and the Cross Island Line.

We are on course to expand our rail network by a further 100 kilometres over the next decade, with eight in 10 homes within a 10-minute walk of train stations. To Mr Gan Thiam Poh's query, these lines will have several points of intersections with our existing rail network, thereby enhancing the resilience of the system and convenience for commuters.

Our land connectivity with Malaysia will improve with the Johor Bahru-Singapore Rapid Transit System Link, which is expected to be completed by the end of 2026. As for Mr Gan's question about a possible high-speed rail (HSR) link, I would like to reiterate what we have said before, that Singapore remains open to discussing any new proposal from Malaysia, starting from a clean slate.

Mr Melvin Yong and Mr Dennis Tan sought an update on Terminal 5 (T5). At last year's National Day Rally, Prime Minister Lee announced that we have restarted the T5 project. We are working with the consultants to incorporate lessons from the pandemic and update the design to be more modular, resilient and energy efficient.

We plan for T5 to be operational in the mid-2030s. Land preparation and drainage works at Changi East have been completed, and construction is expected to commence by 2025. The third runway will also be ready towards the later part of this decade.

As shared by Deputy Prime Minister Wong in his Budget round-up speech, it is important that we set aside some resources whenever we have the means for projects with large and lumpy expenditure. In this regard, the Government will inject a further $2 billion into the Changi Airport Development Fund (CADF).

Meanwhile, the CAG and airport stakeholders have worked out operational plans to manage the anticipated growth in flights and passengers at Changi in the run-up to T5.

Ms Janet Ang asked about the development of Tuas Port, which will be completed in four phases by the 2040s, with an annual handling capacity of 65 million TEUs. Reclamation for Phase 1 has been completed and Phase 2 is at about 60%. When the berths in both phases are fully operational, Tuas Port's annual handling capacity will be more than 40 million TEUs.

Second, to strengthen our capabilities, we will invest in our workforce, redesign jobs and deepen skillsets. Our upcoming rail lines will create about 800 good jobs. We will use the Rail Manpower Development Incentive to equip our workers for these jobs. More than 2,900 have already been trained in skills, such as data analytics and condition-based monitoring since 2020. This year, we are committing a further $12 million to this effort.

Attracting talent to the aviation and maritime sectors is a key thrust as highlighted by Mr Melvin Yong and Ms Janet Ang. We are collaborating with our partners to do so through student outreach and work-study programmes, mid-career conversions and skills upgrading for workers. We will also provide career guidance and employability support through touchpoints, such as the OneAviation Careers Hub portal. Senior Minister of State Chee will elaborate on our plans for the maritime sector.

Thirdly, Mr Chairman, sustainability is central to the growth of our transport sectors. Hence, we have partnered the industry to develop sustainability pathways in all three domains. Last year, I highlighted our plans to drive electrification in the land transport sector. We made good progress in 2022 with Electric Vehicles (EVs) accounting for 11.8% of new car registrations last year, up from 3.8% in 2021. So, more than threefold increase. Of all EVs registered in 2022, 20% were from Category A (Cat A), 50% from Cat B and 30% from Cat C.

We can attribute this to several factors.

First, we have established clear regulatory milestones. We have announced that diesel cars and taxis cannot be registered for use from 2025, nor Internal Combustion Engine (ICE) cars and taxis from 2030.

Second, we have financial incentives to encourage the adoption of EVs. Ms Sylvia Lim asked why EVs incur an Additional Flat Component. As the then-Minister for Finance explained in Budget 2020, fuel excise duties are significant contributors to Government revenue, yielding around $1 billion annually. The Additional Flat Component for EVs – of $700 a year – was introduced to partly account for this loss in fuel excise duties. By way of comparison, a typical ICE car user will pay about $1,000 a year of fuel excise duties, assuming that they use the 92 or 95 octane petrol.

Separately, the total cost of ownership for EVs has been reduced through Government initiatives, such as the EV Early Adoption Incentive and the reduction in road tax for mass-market EVs, our adjustments in power-rating. We will continue to review road tax as part of the overall vehicular tax structure, taking into account the transition to electric, as well as other cleaner energy vehicles and technological developments, while staying true to our objectives of controlling private vehicle ownership and usage.

Thirdly, we have brought forward the islandwide deployment of EV chargers to address range anxiety. One in three Housing and Development Board (HDB) carparks will have EV charging points by the end of this year. We have also supported the installation of EV chargers in private developments through legislative amendments and the EV Common Charger Grant. Senior Minister of State Khor will give more details.

Our efforts to green the public transport sector are also gathering pace. Mr Gan Thiam Poh and Mr Ang Wei Neng asked about the electrification of our public buses. This month, the Land Transport Authority (LTA) will launch a tender for about 400 electric buses, to replace diesel buses reaching end-of-life from December 2024. New bus depots will be completed in tandem to support e-bus operations. This will help achieve the goal of electrifying half our bus fleet by 2030 and a 100% cleaner-energy bus fleet by 2040.

Several Members asked about the cost impact of switching to e-buses. We are in the early stages of electrifying our bus fleet. But based on the experience of the e-bus fleet trial, the higher upfront costs are expected to be offset by lower-operating costs in the long run. I should also add that, as announced at the launch of GreenGov.SG in July 2021, from this year, all new cars procured by the public sector will be electric, or alternatives with zero tailpipe emissions.

Electrification will also be a key lever to reduce domestic emissions in our air and sea transport sectors.

Let me first outline our ambition for Changi Airport. Currently, close to 20% of around 2,500 airside vehicles at Changi Airport are electric. We want all vehicles on the airside to run on cleaner energy by 2040. This would include electrification or the use of biofuels. To drive this transition, we will embark on three initiatives.

First, all new airside light vehicles, such as cars, vans and minibuses, must be electric from 2025, as they already have viable electric alternatives, which can progressively replace existing diesel models. We will also require certain new heavy vehicles, like forklifts and tractors, for which viable electric models are available, to be electric from 2025.

Second, we will enhance the charging infrastructure on the airside. To date, CAG has installed about 100 EV charging stations, and this will increase to more than 300 over the next few years, in tandem with the needs of its airport partners as they electrify their airside fleet.

Third, we will commence trials on the use of renewable diesel, especially for specialised airport ground handling vehicles for which there are no electric models. These trials will inform our evaluation of renewable diesel as a complement to electrification, to achieve the goal of cleaner airside vehicles by 2040.

Moving to the maritime sector, the harbour craft sector will be required to achieve net-zero emissions by 2050. This will apply to about 1,600 harbour craft currently licensed by the Maritime and Port Authority of Singapore (MPA). To achieve this transition, from 2030, all new harbour craft operating in our port waters must be fully electric, be capable of using B100 biofuels or be compatible with net-zero fuels, such as hydrogen.

MPA will partner industry, financial institutions, harbour craft operators and manufacturers to help lower the cost of adoption and mobilise support for early adopters. MPA will launch an Expression of Interest (EOI) in the second quarter of this year to call for proposals for the design and development, demand aggregation and green financing for new electric harbour craft.

The pleasure craft sector and domestic tugboats will also be required to achieve net-zero emissions by 2050. MPA is studying the timelines for the transition given their different power requirements and will provide an update next year. Senior Minister of State Chee will share more about our initiatives to support the transition for the maritime sector.

Ms Poh Li San asked about international partnerships to catalyse our sustainability initiatives. As a major international aviation and maritime hub, we actively support the efforts of the International Civil Aviation Organization (ICAO) and the International Maritime Organization (IMO) to reduce emissions from international transport. We are also working with like-minded country partners to create sustainable international aviation and maritime ecosystems through "green lanes" for flights powered by Sustainable Aviation Fuels (SAF), as well as green and digital shipping corridors.

Ms Ng Ling Ling asked how we will encourage the aviation hub to step up its sustainability efforts. The Government will establish a $50 million Aviation Sustainability Programme to support feasibility trials and research studies and bring stakeholders together to create innovative solutions for a more sustainable air hub. CAAS will be releasing more details, and I encourage companies to make full use of the funding. More broadly, CAAS is studying the recommendations of the International Advisory Panel (IAP) on the Sustainable Air Hub and will publish the Sustainable Air Hub Blueprint in the second half of this year.

Mr Chairman, I would now like to focus on the way forward to meet our evolving urban mobility needs, as well as the undergirding social compact.

Let me first address the questions from Mr Pritam Singh and Mr Saktiandi Supaat about motorcycle Certificates of Entitlement (COEs). Our COE system aims to efficiently allocate our limited vehicle quota. Prices inevitably increase when demand is high relative to supply.

The cost of Cat D COEs and its impact on motorcycle users is an issue that has been raised by Members from all sides of the House. Besides Mr Saktiandi and the Leader of the Opposition, Ms Mariam Jaafar asked a Parliamentary Question earlier this week. Mr Murali Pillai and Mr Abdul Samad did so at the end of last year, and indeed many other Members have raised this point.

And we fully understand the concern especially for those who rely on their motorcycles for their livelihoods. This is why motorcycle owners receive preferential treatment under the current vehicle ownership regime. The Additional Registration Fee, Road Tax and Electronic Road Pricing (ERP) charges for motorcycles are all lower compared to other vehicle types.

And in March last year, we took additional measures to curb any speculative bidding by dealers for motorcycle COEs. We halved the temporary COE (TCOE) validity period from six to three months and increased the bid deposit from $200 to $800. More broadly, to reduce volatility in the COE cycle for all categories, we have also smoothened the supply by basing the quota on the rolling average of the de-registrations from the preceding four quarters instead of just one quarter.

Following the changes in March last year, the TCOE utilisation rates have remained high, close to 100%, in the ensuing months which reflects strong underlying demand. It is noteworthy that in the last two months, about 450 TCOEs, secured when Cat D prices were close to or above $13,000, have been forfeited along with the deposits. However, the market subsequently corrected itself with prices easing and utilisation rates going up again. And this indicates that the system is working as intended with corrections where the market cannot support the levels of prices.

The forfeited 450 TCOEs will be reinjected into the May to July quarter's Cat D supply. This would constitute an additional 15% above the projected supply from de-registrations. I trust that motorcycle buyers and dealers will take this into account when making their decisions to bid or buy. And we will monitor the market closely and will make further moves if warranted, including a further reduction in the TCOE validity period or a further increase in the bid deposit, as Mr Saktiandi and Mr Singh have suggested.

Mr Singh also suggested reviewing motorcycle financing, specifically in-house financing. Such financing agreements are not new. They are a part of industry practice providing a service for prospective buyers. The Hire-Purchase Act provides for regulations governing such agreements. Our agencies will take action if there is evidence of practices that contravene these regulations.

Mr Ang Wei Neng and Mr Lim Biow Chuan asked about the Forward Singapore (ForwardSG) engagements that we launched in 2022. We brought together Singaporeans from all walks of life to discuss our aspirations for future urban mobility, the trade-offs and what our renewed social compact should be. I was heartened that many participants recognised and appreciated the improvements to our public transport system over the last decade, making it more accessible, reliable and inclusive.

Ms Poh Li San asked about the cost of running public transport. Over the last decade, operating costs for public transport increased by about 7% per year on average. This was not matched by revenue growth. As Members would be aware, fares have gone up by an average of about 1% a year over the last decade. Hence, Government subsidises public transport operating costs by more than $2 billion annually and that is about slightly more than $1 per journey.

While we aspire to have a high-quality, world-class public transport system, we must also ensure financial sustainability, and this is the shared responsibility of Government, operators and commuters. Where we land on the balance between quality, affordability and financial sustainability is driven by what we value as a society. We believe that commuters and taxpayers must share the financial burden equitably, because ultimately, we do not want a financially unsustainable system with a large fiscal burden for future generations of Singaporeans to bear.

The Public Transport Council is reviewing the fare adjustment formula and mechanism guided by the need for a balance across these three factors. To Mr Lim Biow Chuan's query on the progress of this review, the council will announce its recommendations by the second quarter of this year.

Another strong sentiment that emerged from our engagements was that inclusiveness should be at the heart of our social compact.

And we agree fully. First, we can be more inclusive in our road design. Hitherto, much of the focus in road planning has been to meet the needs of vehicular flows. However, our local streets are also an integral part of our daily lives and the pedestrian network in our communities. We use them to visit neighbourhood centres, markets, polyclinics and schools. It is where we might meet our neighbours and friends. And there was a strong feeling amongst the dialogue participants that we should make our streets more conducive for such everyday pedestrian use, especially with an ageing population.

LTA will, therefore, pilot an initiative to design such streets with local communities. They will be called "Friendly Streets", which I think aptly captures the intent of this effort. Senior Minister of State Khor will elaborate on this.

Second, where at-grade road crossings are not possible, we will incorporate lifts in all new pedestrian overhead bridges (POBs) built by Government agencies where suitable and cost-effective. In tandem, we are pressing on with our works to retrofit lifts at existing POBs. Senior Minister of State Khor will share more on our plans.

And third, in addition to pedestrians, we will also place greater emphasis on the needs of those who use active modes of transport, such as cycling. They can expect more intra-town paths that will aid first- and last-mile connectivity to the major transportation nodes and key amenities. For longer commutes, we are exploring cycling trunk routes to connect cyclists to more places. Senior Parliamentary Secretary Baey Yam Keng will give more details.

Fourth, we will also look at ways to expand the range of choices in the transport system, to meet needs that may currently be underserved. And in this regard, I am happy to share that the Government accepts the Active Mobility Advisory Panel's recommendations on the rules and guidelines for cargo bicycles, tricycles and recumbents. Senior Parliamentary Secretary Baey will elaborate further.

Mr Chairman, three years ago, we were confronted by a crisis, unprecedented and unimaginable for this generation. Today, steeled by the experience of the pandemic and having emerged stronger, we are building for the future with optimism and confidence to drive the next bound of growth across our air, sea and land transport sectors. Even as the challenges and resource constraints become more complex, I would like to conclude by assuring Members that the MOT and our stakeholders and partners remain resolutely committed in our endeavour to build a resilient, sustainable and inclusive transport system for all Singaporeans.

Senior Minister of State Chee Hong Tat.

Sir, I will first address cuts by Members on public transport.

Mr Faisal Manap asked about bus services in Kaki Bukit. On bus services 137 and 137A, LTA introduced service 137A in 2019 to provide more trips during the morning peak. This reduced the headway from 15 minutes, which is within Bus Contracting Model standards, to a maximum of 10 minutes during the morning peak. Some of the headways are within five minutes. Commuters can also use the MyTransport app to estimate bus arrival timings and further reduce their waiting times at the bus stop.

In January 2023, the average heaviest one-hour loading for Service 137 at the bus stops before the Bedok North station was 58%, which is within acceptable levels. However, on a few days in January 2023, the operator reduced two trips for Service 137A due to manpower shortages and this resulted in the higher loading levels which Mr Faisal described.

These trips have been restored and the situation has improved. I want to assure Mr Faisal that LTA will continue to monitor and we will introduce additional bus trips if necessary to meet higher commuter demand during peak periods.

The second issue was on "Townlink feeder services". This was the previous name used before the Bus Contracting Model was introduced in 2016. We now refer to such arrangements as "intra-town feeder services", where feeder services would travel around the town usually in two loops from the bus interchange. There are trade-offs to run such services, which is why they are no longer introduced for new routes.

First, these services often ply a much longer route, compared to a conventional hub-and-spoke model with shorter feeder services connecting different parts of the town to key transport nodes. The bus timings are, therefore, subject to more variability along the journey, which may lead to reduced reliability and longer waiting times for commuters.

About 10% of commuters use intra-town feeder services to travel to another part of the town. The large majority of commuters use them to connect to the Mass Rapid Transit (MRT) and other bus services at key transport nodes. This means, that their commuting needs will be better served with a hub-and-spoke model instead of using the intra-town feeder services. The hub-and-spoke model is also more flexible in meeting new demand, for example, when a new Built-To-Order (BTO) estate is constructed within the town.

Mr Gan Thiam Poh asked about City Direct Services. For City Direct Service 671 from Sengkang to Central Business District, the ridership has been increasing as more residents move into the new BTO blocks at Sengkang West. I am happy to share with Mr Gan that LTA will add an additional trip during the morning peak in the second quarter of this year.

Ms Yeo Wan Ling asked for an update on the transport options for our workers at Tuas Port. There is currently one public bus service from Tuas West Road MRT station to Tuas Port. PSA also operates shuttle services for its staff between Tuas Port and about 50 locations across Singapore.

The MPA will form a tripartite committee with Government agencies, industry partners and unions to discuss and jointly propose practical solutions to improve accessibility to Tuas Port.

Sir, let me now speak about Maritime Singapore. Like waves in the ocean, the global maritime sector has experienced ups and downs over the years. We remain optimistic about the medium- to longer-term outlook for Maritime Singapore, which will be boosted by the development of Tuas Port and the growth of our International Maritime Centre.

However, there are driving forces we need to prepare for. Governments and companies are reconfiguring supply chains to enhance resilience. Port operators and shipping lines are integrating adjacent functions and tapping on digitalisation and technology. There is also an increased emphasis on environmental sustainability. The IMO could announce a higher level of ambition to reduce greenhouse gas emissions later this year. Corporates and individuals are becoming more conscious of their carbon footprint.

Mr Raj Joshua Thomas filed a cut on how we will ensure the relevance and competitiveness of our maritime sector. We plan to do so in three ways: enhancing digitalisation, improving sustainability and streamlining business costs.

Mr Saktiandi Supaat asked for an update on our digitalisation plans. We are on track to provide full 5G coverage in our anchorages, fairways, terminals and boarding grounds by mid-2025. Twelve maritime 5G base stations will be set up, of which three will be ready by 2023 to support the testing and development of new applications, such as remote pilotage and digital bunkering.

MPA will launch its Next Generation Vessel Traffic Management System in 2025. This uses data analytics and machine learning to enable our port to safely handle more complex and numerous vessel movements. We will launch a tender to develop the system prototype this year, for testing in a real-time operating environment.

Mr Saktiandi also asked about digitalOCEANSTM. MPA worked with the China Maritime Safety Administration to develop and trial standards for the exchange of electronic certificates and port clearance data, to facilitate efficient vessel clearance. The standards will be operationalised for ships travelling between the Port of Guangzhou and Singapore later this year. China and Singapore have also submitted a joint paper to the IMO, to promote global adoption of these standards.

Another key enabler is common data infrastructures. They facilitate trusted and secure data sharing, resulting in better visibility and increased efficiency across the supply chain.

Ms Janet Ang asked about the development of the Singapore Trade Data Exchange (SGTraDex). Last year, MPA co-funded a data-sharing pilot for ship supplies procurement and lighterage logistics with SGTraDex, Jurong Port and other partners. The pilot reduces manual data reconciliation and can save the industry over S$20 million annually.

In 2022, MPA expanded the Industry Digital Plan to all Sea Transport sub-sectors. More than 3,000 small- and medium-sized enterprises can now apply for funding support to adopt pre-approved digital solutions and I encourage them to do so.

Sir, I agree with Mr Saktiandi that digitalisation will increase cyberattack risks. We need robust cyber defences.

First, for critical information infrastructure in MPA and our port operators, we have upgraded the existing Maritime Security Operations Centre (MSOC) with more advanced capabilities to enhance early threat detection, monitoring, response, information sharing and analysis. As cyber threats evolve, we will continue to expand our capabilities.

Next, MPA will establish a Maritime Cyber Assurance and Operations Centre, in collaboration with the industry. When fully operational in 2025, it will provide real-time security monitoring and disseminate information to mitigate cyber threats, advise on post-incident measures, facilitate information-sharing and training for stakeholders.

Sir, I will now touch on environmental sustainability.

Decarbonising is critical for Maritime Singapore's long-term competitiveness. However, the transition to a greener future will involve costs and trade-offs. Similar to digitalisation, the Government will walk this journey with our companies, but it is also important for businesses and business owners to take action and start to embark on the journey.

From 2030, new harbour craft operating in our port waters must be fully electric, be capable of using B100 biofuels, or be compatible with net-zero fuels, such as hydrogen. MPA has made good progress in supporting the electrification of harbour craft. Pilots for the first full-electric ferry by the consortium led by Keppel Offshore & Marine Limited (KOM) and full-electric lighter craft by the consortium led by SeaTech Solutions International will commence later this year.

MPA is also working with terminal and harbour craft operators to pilot the implementation of charging stations. The first charging station will be deployed by Shell at the Shell Energy and Chemicals Park Singapore on Pulau Bukom by the first half of 2023, to support full-electric ferries owned and operated by Penguin International. This will form part of a larger charging infrastructure implementation master plan, which MPA will roll out by 2025.

The transition to a sustainable future will take time. We need to start now to achieve our 2050 net-zero emissions targets.

Mr Chairman, while Singapore does not compete on costs alone, there are areas where we could help businesses to save time and money by reviewing our rules and regulations. The work is ongoing. I will share three examples.

First, we are reviewing our transshipment procedures at the land checkpoints. Currently, the transshipment of goods through our land checkpoints at Woodlands and Tuas is considered import to be re-exported. Companies must apply for two permits from Customs – one for importing the goods, and another for exporting them, resulting in higher administrative and compliance costs.

The review streamlines land transshipment procedures through the use of transshipment permits, similar to existing practices for air and sea transshipment. This will reduce the number of permits that companies need to apply for, with potential cost savings of up to S$40 for each transshipment. The total savings for the industry could amount to S$2 million annually.

Next, we are reviewing the requirements for exports at our air checkpoint. Companies are required to screen their cargo before export, which may involve physically opening the cargo for inspection. Companies with appropriate supply chain security controls in place can apply to the Police, for consideration to receive a reduced level of screening on their cargo. These requirements were put in place for good reasons – to ensure safety and security. They have served us well, upholding Singapore's position as a trusted supply chain hub.

However, there is scope to further calibrate the requirement based on risk management. For example, we could reduce the level of screening for goods exported through Singapore, if they come from overseas companies with strict safety and security processes in place.

Finally, we are exploring ways to move goods more efficiently between land checkpoints and our seaports, to support multi-modal connectivity. Currently, only Singapore-registered container trucks, and Singaporean or work permit drivers are allowed to enter our container terminals. Trucks from Malaysia that are not Singapore-registered and/or have foreign drivers will have to offload their containers outside the port after entering Singapore and load them onto Singapore-registered trucks with Singaporean or work permit drivers, before these containers are allowed to enter our container terminals.

This double-handling is not productive, as it leads to increased manpower requirements and business costs. We are also short of local drivers. PSA is working with the industry to allow non-Singapore registered trucks and non-Singaporean drivers under local logistics and haulier companies to access the container terminals and handle containers. They will do this in a phased approach to ensure safety and security. The companies and drivers will be subject to PSA's approval, after attending workplace safety training and assessments.

Allied Container Services is the first company that PSA has approved under this new arrangement. Allied Container Services will now be able to directly transport the goods of its customers from Malaysia to the container terminals in Singapore, without double handling. Mr Chairman, in Mandarin, please.

(In Mandarin): [Please refer to Vernacular Speech.] Chairman, while Maritime Singapore does not compete on cost alone, there are areas where we could help businesses to save time and money by reviewing our rules and regulations. The Government will continue to work with industry partners and unions to achieve this. The work is ongoing. I will share three examples.

First, we are reviewing our transhipment procedures at the land checkpoints to reduce the number of permits companies need to apply for and help businesses save costs.

Second, we are simplifying the requirements for exports at our air checkpoint to reduce the level of screening required for goods from companies with strict safety and security processes in place.

Third, for goods moving between land checkpoints and our seaports, our operators are exploring ways to improve efficiency.

Currently, cargo coming in from Malaysia or Malaysian-registered trucks need to be unloaded and loaded onto a Singapore-registered container truck with a Singaporean or work permit driver before they are allowed to enter our container terminals.

PSA is working with the industry to allow non-Singapore-registered and non-Singaporean drivers under local logistics and haulier companies to access the container terminals. These companies and drivers will be subject to PSA's approval after attending workplace safety training and assessments.

With this initiative, local logistics and haulier companies approved by PSA will now be able to directly transport the goods from Malaysia to the container terminals in Singapore, saving time and money.

As we adopt a tripartite approach to review our regulations and create a pro-business environment, I also urge companies to make full use of the Government's support to improve their efficiency, including through digitalisation.

(In English): Mr Chairman, I am also glad to know that PSA, the Singapore Transport Association (STA), the Container Depot and Logistics Association (Singapore), and Enterprise Singapore have worked together to develop the OptETruck app in November 2022.

It allows the haulier community to exchange data, job pool and integrate solutions, for trips made by their trucks. Currently, each truck makes up to 12 trips a day on average, but about 30% are empty trips. With dynamic job allocation and job pooling provided by the app, the number of empty trips will be reduced by up to 50%. This will also reduce the carbon footprint of the trucks – equivalent to planting up to 300,000 trees a year.

Sir, we need to enhance our competitiveness to provide good jobs and career opportunities for our people. At the same time, we need to continue building a future-ready workforce with the right skills and expertise.

In response to Ms Janet Ang, we have put in place several schemes over the years to attract and develop a steady pipeline of maritime talent.

Last year, I announced that MPA and our tripartite partners would fund a new Sail Milestone Achievement Programme – we call it SailMAP – to support the earnings of our local seafarers.

Ms Nur Farhana was one of the 41 seafarers who benefited from this programme. Under SailMAP, she received $5,000 for attaining her Class 1 Certificate of Competency (CoC). This is the highest level of certification. This helped to offset her training costs for CoC Class 1 and will support her plans to pursue a Master of Science in Maritime Studies at the Nanyang Technological University (NTU).

I agree with Mr Gan Thiam Poh that we need a pipeline of local seafarers to support our essential harbour craft sector.

SailMAP is designed to deal with the challenges unique to ocean-going seafarers who sail for extended periods while our seafarers within the harbour craft sector can disembark and return home to their families more frequently.

MPA, the Employment and Employability Institute (e2i) and Workforce Singapore (WSG) have designed training programmes to groom local seafarers to become harbour craft captains and chief engineers. The programme fees are fully funded, and trainees receive training allowances.

MPA will continue to strengthen the training and support for our local seafarers and work with tripartite partners to attract and retain locals for these roles.

So, I hope our young people will take up maritime-related courses and consider making maritime your port of call.

Senior Minister of State Dr Amy Khor.

Chairman, I will elaborate on how we will put the community at the centre of our efforts to improve our land transport system.

A journey is not just about getting from one place to another. The experience, safety and convenience matter too. During our ForwardSG engagements, participants shared their aspirations for better connectivity, walkability and more inclusive transport infrastructure. We have made good progress in these areas and plan to do more.

Ms Nadia Ahmad Samdin will be glad to know that we have implemented 27 Silver Zones so far, and are on track to complete 50 by 2025.

Overall, the accident rate for senior pedestrians across all Silver Zones has reduced by 80%. Building on residents' feedback, future Silver Zones will have even more safety measures, including Y-junctions, which creates a gradual bend, so that motorists slow down when approaching the junction.

Besides these zones, we are also improving infrastructure for pedestrians to safely cross our roads.

As Ms Hany Soh highlighted, we have been retrofitting existing POBs with lifts since 2013. So far, we have completed retrofitting 77 POBs with lifts and will continue with 30 more. We prioritised POBs near major transport nodes and healthcare institutions, so that the lifts will benefit commuters with mobility challenges.

As our population ages, the need for more POBs to be retrofitted with lifts will grow. We are, thus, looking to launch a new phase to retrofit over 110 more existing POBs with lifts.

Beyond safer road crossing infrastructure, we saw the opportunity to convert some existing road space into footpaths, cycling paths or bus lanes, to make it even safer for the community and improve connectivity. We identified 60 potential road repurposing projects.

Ms Yeo Wan Ling and Ms Poh Li San asked for an update.

So far, we have been working on four projects done through extensive consultation with local stakeholders. We completed projects in Havelock Road and Civic District in 2021 and will complete permanent repurposing works at Kampung Admiralty and Tiong Bahru this year.

At Kampung Admiralty, when we complete the pedestrianisation of a section of Woodlands Ring Road this month, residents can reach the neighbourhood centre more comfortably via covered linkways and widened footpaths. A new bus stop has also been added and from next year, more segments of cycling paths will be ready as part of the wider Woodlands network.

At Tiong Bahru, we have worked on pedestrianising and widening footpaths along various streets.

Throughout the process, we engaged local stakeholders and residents and will incorporate some of their ideas into the final design, such as creating open spaces for community activities. These enhancements will be completed by June.