Opening Speech by Minister of State for Transport Baey Yam Keng for Second Reading of Land Transport and Related Matters Bill

1.       Mr Speaker, I will now elaborate on the active mobility components of this Bill, which represent a significant strengthening of the active mobility legal framework to improve safety.

a.          First, the Bill amends the Active Mobility Act 2017 to implement the new rules on Personal Mobility Aids, to ensure their safe and responsible use.

b.       Second, the Bill amends the Small Motorised Vehicles (Safety) Act 2020 to make it an offence to keep an unsafe active mobility device. This grants LTA greater enforcement powers against devices that pose fire safety risks.

2.       Mr. Speaker, this House has returned to the issue of active mobility many times over the last decade, reflecting the persistent challenges and evolving nature of regulating active mobility.

a.       Since the landmark Active Mobility Act came into force in 2017, we have adjusted our laws multiple times to keep pace with a landscape that moves fast. We introduced the Small Motorised Vehicles (Safety) Act 2020 to stem the flow of non-compliant devices into Singapore, and the Shared Mobility Enterprises (Control and Licensing) Act 2020 to bring order to the business of shared active mobility devices.

b.       Throughout this journey, we have witnessed a relentless desire for mobility options that are faster, cheaper, and more convenient. But ever so often, this came at the direct expense of path safety.

c.        Following the ban on e-scooters from footpaths in 2019, we have seen a shift in misuse towards Personal Mobility Aids, or PMAs. Regrettably, as soon as one regulatory gap is closed, another is exploited. This underscores the need for this House to adjust our laws, not out of a desire to restrict and burden individuals with red tape, but out of a duty to curb misuse and keep our paths safe for all.

Personal Mobility Aid Regulations

3.       Many of us have heard from residents who feel increasingly unsafe as larger, faster devices weave through our paths under the guise of being mobility aids. We need to restore the original purpose of these devices to serve their intended users. To recap, there are three main types of PMAs:

a.       First, a mobility scooter, which is a motorised device with a single seat, steered with a handlebar and typically supported by a stem at the front of the device.

b.       Two, a motorised wheelchair, which is propelled by a motor that forms part of the wheelchair and usually operated by a joystick.

c.        A non-motorised wheelchair, which has no motor and is usually mounted on 2 or more wheels.

d.       In this Bill, the first two – mobility scooters and motorised wheelchairs – will be regulated as “mobility vehicles”.

4.       As our population ages and more people have to use PMAs, there is a growing need to ensure they are used safely and responsibly.

a.       We face a concerning trend of able-bodied individuals who are misusing mobility scooters.

b.       Although the device is a replacement for walking, some ride at top speed on paths, or operate large devices that endanger other path users, especially seniors and young children.

c.        Members, disability groups, and the public have consistently called for the tightening of rules on PMAs and improvement in path safety. We hear you.

5.       This Bill thus takes a holistic approach to the problem of PMA misuse, speeding and oversized devices. I will not specify the exact clauses as they span across the Bill.

a.       First, we will lower the speed limit for mobility vehicles on public paths to 6km/h.

b.       Second, we will introduce dimension and weight limits for PMAs used on public paths.

c.        Third, we will require that users of mobility scooters be certified to have a medical need for the device, in order to ride a mobility scooter on public paths.

d.       Fourth, we will also go upstream and require that mobility scooters are checked for compliance and registered before they are sold. This upstream rule reduces the likelihood of users obtaining non-compliant mobility scooters.

6.       All four measures were developed following discussions with the Active Mobility Advisory Panel and careful study of the issue and engagement with key user groups, including PMA users, disability groups, occupational therapists, general path users and food delivery riders.

7.       Since we announced the tightening of PMA rules in 2024, we have been working with stakeholders and user groups to prepare for the shift.

a.       This includes readying the healthcare sector to conduct the assessment to grant a Certificate of Medical Need, also known as the Assessment for Mobility Scooter.

b.       We have also been encouraging retailers to shift to new stocks of PMAs that are compliant with the new rules.

8.       To give stakeholders sufficient transition time after this Bill, we intend for the rules to take effect from 1 June 2026. Let me now introduce each of the changes in order.

9.       First, we are reducing the speed limit for mobility scooters and motorised wheelchairs, also known as mobility vehicles, from 10km/h to 6km/h.

a.       Today, mobility vehicles have a 10km/h limit, even if they travel on shared paths where the path speed limit is 25km/h. This was recommended by the Active Mobility Advisory Panel in 2018 and intended to discourage able-bodied misuse.

b.      However, experience has shown this limit to be insufficient. Mobility vehicles are generally larger and heavier than bicycles. Travelling at 10 km/h may still pose a danger to other path users, as it is much faster than typical walking speed.

c.        At 6km/h, mobility vehicles match the pace of a brisk walker, which meet the needs of genuine users who have difficulty walking. This will also make our paths safer.

10.      This means that from 1 June 2026, selling mobility vehicles with a device speed limit above 6km/h will carry penalties of up to $20,000 or imprisonment up to 24 months, or both, with higher penalties for non-individuals and repeat offenders. Displaying and advertising such non-compliant mobility vehicles will carry penalties of up to $10,000 or imprisonment up to 12 months, or both.

a.       An individual who rides or drives a mobility vehicle at a speed exceeding 6km/h on a public path will face fines up to $2,000 or up to six months' imprisonment, or both, with higher penalties for repeat violations.

b.       To ease the transition, we will allow existing mobility vehicles with a device speed limit of up to 10km/h to be used on public paths until 31 Dec 2028, but they need to ride within the 6 km/h limit and meet all other rules.

c.        From 1 Jan 2029 onwards, all mobility vehicles used on public paths must have a device speed limit of 6km/h and below.

11.      Second, we will introduce dimension restrictions for PMAs to address the problem of large PMAs that inconvenience and endanger other path users. This will be aligned with the existing dimension restrictions on public transport.

a.       From 1 Jun 2026, PMAs must not exceed a width of 70 centimetres, a length of 120 centimetres, a height of 150 centimetres and a laden weight of 300 kilograms. Offenders caught riding such devices on public paths face penalties of up to $10,000 in fines or imprisonment of up to 6 months or both, with penalties increasing for repeat offenders.

b.       Selling oversized mobility vehicles will be an offence, with penalties of up to $20,000 or imprisonment up to 24 months, or both, with higher penalties for non-individuals and repeat offenders.

12.      Third, to curb misuse, only those with genuine medical need will be allowed to ride a mobility scooter on public paths from 1 Jun 2026. We will require users to have a Certificate of Medical Need to ride a mobility scooter on public paths.

a.       This targets the core problem of able-bodied users misusing devices meant for those with mobility needs.

b.       When we engaged stakeholders, they welcomed the recommendations. For example, some genuine users shared that the increased misuse of mobility scooters had caused them anxiety, because they have had to deal with increasing scrutiny from the public.

c.        Currently, we only intend to require certification for mobility scooters. We do not see a problem of misuse of motorised wheelchairs. So wheelchair users do not need a Certificate of Medical Need.

13.      The certificate will be available later this month, from 27 February 2026, through the Assessment for Mobility Scooter (AMS) process.

a.       The assessment was developed jointly with the Ministry of Health with input from professional healthcare associations. A circular and guidelines were issued in November last year to the sector to prepare the sector.

b.       Under the AMS, users with medical conditions which result in mobility difficulties will be certified to have a medical need to drive or ride a mobility scooter.

c.        Users can approach their regular doctor or occupational therapist for the assessment, or a general practitioner who offers the service.

14.      We have worked with MOH to engage the healthcare sector to encourage clinics to offer the AMS so that it will be widely available.

a.       Based on our survey of clinics, more than 140 clinics intend to offer the assessment. Users will have choices to help keep costs reasonable.

b.       Based on LTA’s survey of clinics, fees are expected to range from $20 to $150, with a median fee of $50.

c.        Given that a budget mobility scooter costs around $1,000 and mid-range models can reach up to $2,000, the cost of the assessment is relatively modest compared to the price of the device itself.  We hope users can understand that this would help to ensure that mobility scooters on public paths are only for those with genuine medical need.

d.       The charges will vary depending on the complexity of the consultation. We have simplified the information that assessors have to provide to LTA.  They centre on three key things: first, whether the individual has a medical need to use a mobility scooter, second, whether this need is temporary or long-term, and finally, whether the individual has a medical need for a device that exceeds the dimension requirements.

e.       A list of clinics that offer the AMS will be available on LTA’s website from tomorrow. Users should contact their preferred clinics directly to enquire about the cost and book an appointment in advance.

f.        We encourage users to consult their regular healthcare providers who already understand their medical history, to streamline the assessment process.

15.      We recognise that going to the doctor to obtain certification will take time and cost for users. We will thus take a risk-managed approach to minimise the impact on our healthcare system and on genuine users.

a.       Seniors aged 70 and above will be exempted from the certification requirement. We recognise that as seniors age, the likelihood of mobility challenges increases. The risk of able-bodied seniors abusing mobility scooters is expected to be low. This is especially given the reduced speed limit. We will monitor the situation and calibrate accordingly if necessary.

b.       We will also exempt users who have had their mobility needs or disability assessed and submitted relevant information to the Government. This includes existing beneficiaries of subsidised mobility scooters from the Senior's Mobility and Enabling Fund, or SMF, and Assistive Technology Fund, or ATF.

c.        It also includes individuals already certified with Activities of Daily Living, or ADL, needs in ‘mobility’ or ‘transferring’ who have applied for MOH disability schemes, such as the Home Caregiving Grant.

d.       These exemptions will apply automatically, and users need not do anything. Agencies will issue letters to notify existing SMF and ATF beneficiaries, as well as individuals with the relevant ADL needs who have applied for MOH disability schemes previously.

e.       Moving forward, those applying to SMF for a subsidised mobility scooter for the first time will obtain the Certificate as part of the subsidy application process. Those obtaining an ATF-subsidised mobility scooter, and applicants for MOH disability schemes with the relevant ADL needs, will be automatically exempted.

16.      From 1 Jun 2026, mobility scooter users on public paths must have this Certificate of Medical Need.

a.       Users will have the next 3 months to obtain the certification, and enforcement officers will engage and educate users on these new rules during this transition period.

b.       Those caught riding a mobility scooter on public paths without the Certificate of Medical Need will face penalties of up to $2,000 in fines or imprisonment of up to 6 months or both.

c.        Going back to our intention of introducing this rule to curb misuse, our enforcement officers will focus on visibly able-bodied individuals misusing mobility scooters.

d.       Our intention is not to inconvenience genuine users. However, some mobility challenges are not visible, so I seek users’ understanding that our enforcement officers will need to do their job and check for their certification at times.

17.      It will also be an offence for businesses to employ or permit an individual to ride a mobility scooter on a public path during the course of work, without ensuring that the rider has valid certification of medical need.

a.       Offenders will face penalties of up to $2,000 in fines or imprisonment of up to 6 months or both.

b.       This is similar to how it is an offence for businesses employing or permitting an individual to ride a power assisted bicycle, or PAB, in the course of work, without ensuring the rider has the mandatory theory test certification.

18.      Fourth, we will require mobility scooters to be registered with LTA to strengthen upstream enforcement.

a.       Today, PABs and e-scooters need to be registered with LTA to ensure devices comply with rules and are affixed with identification marks.

b.       To strengthen upstream enforcement, and improve the overall effectiveness of PMA measures, mobility scooters will need to be registered.

c.        Only mobility scooters that comply with device dimension and speed restrictions can be registered, to persons with valid certificates of medical need, exempted persons, or whitelisted businesses such as retailers.

d.       In addition, LTA and the Health Sciences Authority (HSA) will make clear through an industry circular that mobility scooters fall under the classification of medical devices as they are specifically designed for individuals with walking difficulties.

e.       This means that under HSA’s regulations, importers must have an HSA licence and list their devices on HSA’s database before import. LTA will only allow mobility scooter models that are listed on HSA’s database of medical devices to be registered. Existing mobility scooters need not meet this requirement.

19.      To ensure the registration regime is effective, it must apply to all mobility scooters eventually. If we exempt existing mobility scooters, it will be challenging to distinguish new devices from existing ones.

20.      To give users time to adjust to the rule, we will implement the registration regime in phases and keep the process user-friendly.

a.       We will start by requiring registration for mobility scooters sold from 1 Jun 2026.

b.       The sale of an unregistered mobility scooter for use on public paths will be an offence from 1 Jun 2026, with individuals facing penalties of up to $20,000 or jail of up to 24 months, or both, and higher penalties for non-individuals and repeat offenders.

c.        Thereafter, from 1 Jan 2029, all mobility scooters will need to be registered before they may be used on a public path. Offenders face penalties of up to $2,000 or jail of up to 3 months, or both, with higher penalties for repeat offenders.

21.      We have designed the registration process to minimise burden on users.

a.       For devices sold from 1 Jun 2026, retailers will handle registration, creating a seamless experience for consumers.

b.       For existing devices, we will give some time for users to register their devices ahead of the requirement by 1 Jan 2029. Users will be able to register their devices, if they are compliant, at roving stations that LTA will roll out in mid-2027 at community touchpoints. Devices registered as part of this exercise need not be listed on HSA’s database of medical devices.

c.        I know many users may want to rush to register their devices ahead of the rules. LTA will include a survey link on its website for users to indicate their interest in registration. This will help us to better deploy resources for the roving registration stations.

d.       I must emphasise here that only compliant mobility scooters will be allowed for registration. If you have a mobility scooter that does not comply with the 6km/h device speed limit or dimension and weight limits, please replace your device. These new rules were announced 2 years ago in March 2024, and users should transition to compliant devices by 1 Jan 2029, almost 5 years later.

22.      LTA has engaged retailers on the new registration requirements, and we will provide guidance to roll this out smoothly.

a.       For active mobility device retailers, many will be familiar with the existing registration regimes for power-assisted bicycles and e-scooters.

b.       We will pay special attention to medical device retailers who may be less familiar with the process.

23.      Mr Speaker, this Bill strikes a careful balance between access and safety.

a.       We want to ensure genuine users have access to PMAs, which can significantly improve their quality of life. At the same time, we need to keep paths safe and address the problem of misuse.

b.       In designing our regulations, we also recognise the unique needs of PMA users, who have mobility challenges. This is why we will implement exemptions from the Certificate of Medical Need requirement for seniors and existing government scheme beneficiaries. We will also keep the registration process streamlined and user-friendly.

Fire Safety

24.      Thus far, we have focused on the PMA proposals, which are intended to strengthen path safety. Turning to fire safety, the Government takes a strict enforcement approach towards the import, sale and use of non-compliant Active Mobility Devices.

a.       Since 2021, local retailers must seek LTA’s approval for the import of PABs and Personal Mobility Devices, or PMDs, and they must be registered before use.

b.       These devices must also be compliant with safety standards. For PABs, it is the EN15194 standard, while for registrable PMDs, it is the UL2272 standard.

25.      Despite years of regulatory tightening since 2016, we continue to grapple with fire safety risks from Active Mobility Devices.

a.       In 2025 alone, we recorded 49 AMD-related fires.

b.       PMDs accounted for most cases, at 31, and the bulk of PMD fires involve non-UL2272 certified devices. We can do more to prevent such fires. And we will do more.

26.      Today, it is an offence to ride a non-UL2272 certified e-scooter on public paths or roads, but not to keep such devices.

a.       This means that if LTA enforcement officers come across a non-UL2272 certified e-scooter, no action can be taken unless it is being used.

b.       This is unlike the case for non-compliant power-assisted bicycles, where it is already an offence to keep such a device under the Road Traffic Act 1961.

27.      We will address this gap. Clauses 84 to 91 will amend the Small Motorised Vehicles (Safety) Act 2020 to prohibit the keeping of unsafe devices. Devices that do not comply with the prescribed safety requirements, such as the UL2272 safety standard for registrable personal mobility devices, will be unsafe devices.

28.      Some may ask why we are only doing this now. LTA’s mandate has traditionally focused on path and road safety.

a.       However, recognising the fire safety risks of active mobility devices even when they are not used on paths or roads, we are extending the function and duty of the LTA to include the regulation of the keeping of unsafe devices.

b.       Clause 46 will amend the Land Transport Authority of Singapore Act 1995 to expand LTA’s function and duty to include regulating the keeping of unsafe devices.

29.      The Bill will make it an offence to keep such unsafe devices.

a.       Penalties include fines up to $2,000 or imprisonment up to 3 months or both, with higher penalties for non-individuals and repeat offenders.

b.       LTA will leverage feedback received via official channels and social media, surveillance, as well as day-to-day operations to detect and seize non-UL2272 e-scooters.

Conclusion

30.      Mr Speaker, these measures represent an important shift to implement upstream controls and strengthen our laws, to make our paths safer for everyone. It will enable those with mobility needs who genuinely need to use Personal Mobility Aids to use them safely alongside other path users.

31.      Ultimately, Mr Speaker, we must return to the heart of the matter: the vision of a gracious “we-first” society.

a.       MOT and LTA are strengthening our laws and enforcement, but they are not a panacea. We must acknowledge the reality that the 'cat'—the regulator—will never be fast enough to catch every 'mouse'— every errant rider.

b.       Path safety is, and must always be, a collective responsibility.

c.        Errant riders and device owners must realise that they are not just breaking the law, but endangering themselves and our communities.

d.       Responsible riders among us must also speak up and help shape the right culture on our paths.

e.       While the Government will do its part through regulations, infrastructure and enforcement, it is the individual’s behaviour and the community’s social norms that will ultimately make our paths safe for everyone.

32.      I now invite the Senior Minister of State for Home Affairs to address the MHA components of this joint Bill.