Round-up Speech by Minister of State for Transport and for Culture, Community and Youth, Mr Baey Yam Keng at the Land Transport and Related Matters (No. 2) Bill Second Reading

Introduction

1.           Mr Speaker, I would like to thank Members for their support and thoughtful suggestions for this Bill.

2.           I seek members’ understanding that I'm unable to address every single suggestion and question raised today. Issues like the mix between slow and fast electric vehicle chargers go beyond the scope of the Bill, so I invite Members to file Parliamentary Questions on these issues instead. I will now round up by responding to the key points raised.

Deregistered vehicles

3.           First, on deregistered vehicles.

a.           These vehicles are inherently difficult to locate, as they may be acquired through multiple intermediaries and such transactions are not reported to the authorities.

b.           Since 2024, about 14% of the cases LTA investigated for using deregistered vehicles involved vehicles that have already been handed over to dealers or exporters.

c.           Bad actors are using more sophisticated methods to acquire and use them. They increasingly exploit juveniles and use online platforms, such as Telegram, to acquire deregistered vehicles while evading detection.

d.           But the increase in detections also reflects stronger enforcement efforts to detect them. LTA and TP have been enhancing joint operations, such as the enforcement blitz last month. This is the main reason for the rising number of detections.

4.           Mr Edward Chia, Mr Melvin Yong and Ms Tin Pei Ling asked how we can improve detection of deregistered vehicles, including by leveraging on ERP2.

a.           We intend to do so. Going forward, we can use ERP2 Global Navigation Satellite System technology to detect the locations of deregistered vehicles, provided the On-Board Unit (OBU) has not been tampered with or removed.

b.           Roadside surveillance camera systems can continue to detect deregistered vehicles without OBU.

5.           Some Members like Ms Valerie Lee and Mr Melvin Yong asked about the new restrictions preventing high risk individuals from obtaining a new or used vehicle.

a.           For now, there are two categories of high-risk individuals: individuals with a track record of failing to dispose deregistered vehicles and juveniles under 18 years old.

b.           For those with precedents, we will regularly review their status to ensure the restrictions remain justified.

c.           For juveniles, there have been several cases where vehicles close to COE expiry are transferred to their names, before being misused after deregistration. Juveniles do not meet the minimum age to drive, and hence would not be obtaining vehicles for their own use. These rules protect them from exploitation.

6.           Members like Ms Tin Pei Ling, Mr Gabriel Lam, Mr Sharael Taha, Ms Lee Hui Ying, Mr Jackson Lam and Mr Dennis Tan also raised clarifications on the new Authorised Exporter Scheme, such as the 14-day grace period to fulfil disposal requirements, the sufficiency of disposal options under the new scheme, and how LTA will ensure accountability of the Authorised Exporters.

7.           The Authorised Exporter Scheme is intended to simplify the vehicle disposal process, while improving the accountability of exporters and maintaining meaningful consumer choice. 

a.           During the grace period, owners will only need to hand their vehicles over to an Authorised Person listed on LTA’s OneMotoring website.

b.           The disposal responsibility will now lie with the LTA-Authorised Person instead of the owner. That said, owners can check the disposal status through their OneMotoring account.

c.           Extensions to the grace period may be granted on a case-by-case basis.

8.           Vehicle owners will continue to have a range of disposal options, and disposal costs for motorists will depend on the markets.

a.           Preliminarily, LTA expects around 20 to 50 authorised exporters to come onboard.

b.           While some exporters may face additional compliance costs, others may already be meeting the new requirements and could benefit from economies of scale arising from a more structured operating environment.

9.           At the same time, we cannot afford to lose sight of public safety.

a.           LTA will strengthen accountability throughout the chain of custody, from the vehicle owner to final export.

b.           Deregistered vehicles must be stored and processed within approved and secured premises before being transported to the port or checkpoints.

c.           Authorised Exporters will also be subject to LTA’s regulatory oversight, including requirements to maintain and submit records of vehicle disposal within specific timelines. LTA will conduct risk-based audits, and revoke the licences of those who breach requirements.

d.           And to Ms Joan Pereira’s question, Authorised Exporters and Scrapyards will continue to be subject to NEA’s vehicle disposal and recycling framework to ensure resource recovery from end-of-life vehicles.

Active mobility

10.        Turning to active mobility, I thank Members for supporting the extension of rules to online sellers. Dr Charlene Chen, Mr Yip Hon Weng, Dr Choo Pei Ling and Mr Sharael Taha asked about enforcement and the responsibilities of online marketplaces.

a.           Foreign-based sellers who are not Singapore-connected persons are generally beyond the reach of our laws. Where sellers are within our jurisdiction, LTA can direct them to remove offending content or disable access to users in Singapore.

b.           The Bill is calibrated to manage the compliance burden on online marketplace operators. Primary responsibility for compliant sales listings and advertisements rests with sellers. Platforms need not pre-screen listings, but must not knowingly participate in publishing unlawful advertisements.

c.           The Bill also allows LTA to require platforms to provide information on sellers; it does not provide a general power to direct platforms to take down listings. Ms Gho Sze Kee and Mr Alex Yeo asked why we do not impose stronger duties similar to those under the Online Criminal Harms Act (OCHA). OCHA addresses serious criminal offences affecting national security, national harmony, or individual safety, with an online nexus. For non-compliant active mobility devices, we will rely on other levers, including continuing to work with platforms to remove non-compliant listings and advertisements.

d.           To Mr Ang Wei Neng’s and Mr Gabriel Lam’s questions on other measures to curb non-compliant devices, existing import controls will remain the main safeguard against access to and use of such devices in Singapore.

11.        I thank Members, including Mr Kenneth Tiong and Dr Charlene Chen, for their support of the battery safety rules. Mr Melvin Yong asked how users can determine if a battery is compatible with their device.

a.           Compatibility is not simply what a seller declares. 

i.            For PMDs and PABs, a compatible battery is one that was fitted into and tested with that device model to meet the prescribed safety standards, or another battery of the same brand and model. Testing is conducted by independent bodies to certify compliance with standards.

ii.           For mobility scooters and motorised wheelchairs, the battery must be installed or endorsed by the manufacturer as suitable for the device.

b.           Mr Ng Shi Xuan asked whether this could unduly restrict the replacement battery market. For PMDs and PABs, third-party batteries can be recognised as compatible if tested together with the relevant device model to meet the prescribed safety standards. Such testing may involve cost and effort, but safety is our key consideration here. There were 49 active mobility device fires in 2025 alone. A battery that is safe on its own is not necessarily safe when used with a particular device. We must establish that the battery and device can operate safely together.

c.           Retailers are responsible for the accuracy of specification notices, and must substantiate their claims if investigated by LTA, such as with information from device or battery manufacturers.

12.        As suggested by Ms Tin Pei Ling and Dr Hamid Razak, regulation must be complemented by education. LTA will accompany the new battery rules with public education on battery safety, building on efforts, such as the Be Device Safe campaign with SCDF.

a.           Ms Gho Sze Kee and Ms Hazlina Halim suggested a simple way for users to check if a battery is compatible with a device. LTA already publishes an online list of compatible batteries for approved PAB models and intends to publish similar lists for whitelisted e-scooter and mobility scooter models before the new rules commence. This will provide consumers and retailers with a common reference.

b.           Ms Tin Pei Ling, Mr Alex Yeo, Mr Ang Wei Neng and Mr Jackson Lam asked about batteries already fitted to devices. PABs and motorised PMDs must already meet applicable safety standards today, and using a non-compatible battery already invalidates the device’s safety standard certification. We therefore do not intend to subsidise replacements or offer trade-ins. LTA’s published lists will help existing users check their batteries and comply. Batteries should be disposed through e-waste collection drives, which will be stepped up.

13.        Ms Valerie Lee spoke about shortened claims and disposal notice periods for indiscriminately parked bicycles moved to a holding yard. LTA will put up banners ahead of enforcement to warn against indiscriminate parking, and explain the claims process. Owners will have seven days to claim a removed bicycle, and LTA will give a further seven days’ notice before disposal. This balances owners’ interests with the need to keep our paths clear and safe.

Illegal point-to-point transport services

14.        As we strengthen our enforcement against illegal point-to-point transport services, we need to ensure that commuters’ transport needs are met through safe and regulated services. Mr Edward Chia, Dr Hamid Razak and Mr Ang Wei Neng also raised this point.

a.           That is why we enhanced the Cross-Border Taxi Scheme in May this year. We increased the quota on each side from 200 to 300 taxis, enabled cross ride-hail bookings, and allowed both countries’ taxis to drop off in Singapore and most parts of Johor.

b.           Since the enhancement, average daily cross-border taxi trips have risen by around 20%. Grab has also reduced the minimum advance booking lead time from 12 hours at launch to 75 minutes from 6 Aug 2026.

c.           Singapore’s cross-border taxi quota has been fully utilised, while Malaysia has utilised more than half of its quota. We are discussing with the Malaysians to increase the quota of licensed taxis to meet the cross-border transport needs of our commuters.

15.        Beyond enforcement and service enhancements, commuters should use regulated services and avoid unlicensed operators to ensure their safety.

a.           Although regulated services may cost more, proper licensing of drivers and vehicles ensures the safety of passengers

b.           Commuters can refer to LTA’s website for the list of licensed operators offering cross-border point-to-point transport services.

16.        Mr Edward Chia also asked how the advertising offence will apply to messages shared in private messaging groups. An offence arises if the person forwarding such advertisements knew the service was unlawful, or proceeded despite signs that it might be unlawful. LTA will assess each case based on the facts.

Autonomous vehicles

17.        Turning to autonomous vehicles, the extended sandbox and the upcoming AV Act will support progressive deployment on our roads.

a.           As shared by the Minister for Transport on previous occasions, AVs would add to the range of mobility options that Singaporeans already have, and complement public transport. They can fill demand gaps in places where drivers are less keen to go, and provide service after hours when public transport is not operating. We thank Mr Edward Chia and Dr Hamid Razak for supporting this.

b.           To Mr Fadli Fawzi’s suggestion on running trials for autonomous night buses, we want to take an even more gradual and calibrated approach relative to autonomous passenger cars. This is because our public bus operating environment is complex, our bus passenger profile is very diverse, and autonomous bus capacities are much lower than the capacity of our double-decker buses. Hence, we are currently exploring narrower use cases for autonomous buses, including employee shuttles. of the vehicle platforms.

18.        On the new regulatory sandbox for autonomous mobile robots on public paths (AVPP), LTA will maintain oversight and ensure that they are safe for other path users.

a.           For the testbed pathway, LTA will review the public authority’s application, including its proposed framework for validating, monitoring and governing the AVPPs deployed. The prospective testbed area must also be under its management.

b.           For the light-touch pathway, LTA will check that the AVPPs comply with the speed, weight and dimension limits, and screen the deploying companies for their legal registration and AV track record.

c.           For the standard authorisation pathway, LTA will test the AVPPs in a closed-circuit setting, before moving on to their intended operating environments. AVPPs need to operate reliably, avoid obstacles, and stop when required. LTA may also require safeguards such as on-site safety operator or speed limit.

19.        All AV deployments must also have liability insurance coverage, and a sound incident management framework. This ensures that affected parties are adequately protected and compensated in the event of accidents.

20.        We recognise the value of sharing key safety and operational information with the public, and are studying how to do so. LTA will also partner operators on public engagement, to help the local community understand how to interact safely with AVPPs.

21.        I hope these provide reassurance to Members like Mr Gabriel Lam, Dr Choo Pei Ling, Dr Neo Kok Beng, Mr Melvin Yong, Mr Sharael Taha, Ms Joan Pereira and Ms Cassandra Lee.

22.        Next, Mr Edward Chia, Ms Lee Hui Ying, Mr Ang Wei Neng and Ms Hazlina Halim asked about the interactions between AVPPs and other human path users. Operators need to demonstrate that the AVPPs can share paths safely with other users, including giving way to pedestrians.

a.           LTA will consider the proposed operating environment, such as path characteristics and user behaviour.

b.           Narrower paths may require operators to adjust their plans, such as take alternative routes and reduce speed.

23.        Mr Edward Chia, Dr Hamid Razak and Mr Sharael Taha also asked about the use of data and how responsibilities would be attributed among various AV actors. Ms Tin Pei Ling similarly asked about data privacy and cybersecurity, while Mr Yip Hon Weng and Dr Choo Pei Ling asked about accountability.

a.           Data collection through cameras and sensors is necessary for AVs to accurately perceive their environment and operate safely. Such data would also be used to improve performance, support incident response, or reconstruct incidents for investigation. Operators must also put in place cybersecurity safeguards, and comply with Personal Data Protection Act to safeguard individual privacy.

b.           Members have rightly pointed out the complexity of AV operations, which involve multiple actors. Given the rapid evolution of AV technology, regulatory sandboxes help us deepen understanding and expertise needed across different operating environments, while facilitating innovation. Regulatory frameworks are refined with these learning points. The upcoming AV Act will provide greater clarity on the roles, responsibilities, and accountability of AV actors involved in on-road deployments.

24.        I thank Ms Yeo Wan Ling, Ms Cassandra Lee, Mr Melvin Yong and Ms Lee Hui Ying for raising the workforce angle. New technology will create good jobs and new opportunities for Singaporeans. For the growing AV industry, they range from safety drivers and remote operators to software developers and cybersecurity engineers.

a.           Taxi and private hire car drivers who drive for a living are our priority in this transition. We do not expect immediate impact on their livelihood, given the small number of AVs – several hundreds by end-2028 – relative to the 72,000 taxi and private hire car drivers today. The majority of point-to-point transport will be provided by human drivers for the foreseeable future. Nevertheless, to support drivers interested to explore opportunities in AV or other sectors early, we have introduced flexible courses, career conversion programmes, training incentives and up to 90% salary support, in partnership with industry and union partners.

b.           For delivery and cleaning workers, we do not expect significant impact in the near-to-medium term. The cleaning sector faces persistent manpower shortage, while the scale of delivery AVPPs remains small today. Technological readiness, cost viability, and ability to integrate with existing infrastructure would all affect their pace and extent of adoption.

c.           The Government will continue to monitor industry developments and the potential impact on workers.

Electric vehicles charging

25.        Mr Dennis Tan and Mr Ng Shi Xuan asked about charging technologies that could be facilitated through the sandboxes, such as mobile charging, and how they can be scaled more widely.

a.           The amendments in this Bill allow LTA to impose customised technical conditions directly for each trial, instead of having to gazette specific subsidiary legislation.

b.           Insights from sandbox trials also feed into our national standards. For example, the technical requirements for the safe deployment of mobile charging systems were recently incorporated into our national EV charging standard, Singapore Standard 722, published in April this year. Businesses who wish to scale up mobile charging can apply for LTA’s type approval for broader commercial deployment.

c.           We will continue to use such sandboxes to support innovation.

26.        Members such as Mr Yip Hon Weng, Dr Neo Kok Beng, Ms Valerie Lee, and Ms Joan Pereira asked about how LTA’s EV charging regulatory regime ensures safety and reliability.

a.           In determining which chargers should be subject to inspections, LTA considers the charger’s location, which indicates utilisation frequency. Publicly accessible chargers are more heavily used than landed home chargers, and are thus required to undergo mandatory periodic inspections once every 6 months.

b.           LTA will continue to conduct risk-based audits to ensure compliance with EV charging regulations, including reviewing certification submitted by charger equipment specialists and licensed electrical workers. EV Charging Operators should comply with the EV Charging Act and licensing conditions, such as responding to downtime incidents promptly for publicly accessible chargers, and maintaining their chargers in a safe and serviceable condition.

c.           For landed home EV charger owners, LTA will publish maintenance guidelines on its website, to cover basic maintenance and safety checks, signs of deterioration or damage, and recommended servicing practices to ensure chargers remain safe.

27.        Ms Valerie Lee also asked about enforcing against illegal EV charging, where a charger is connected to a vehicle but may not be actively charging.

a.           When LTA collects evidence to show that an accused had connected the charger to an EV or its battery, it will be presumed that the accused had charged the EV using the charger.

b.           The accused person can then provide evidence to show that no charging occurred. For example, the charger was powered off or faulty. They will not be convicted in such cases.

28.        Some Members, such as Mr Muhaimin Malik, asked about the formula for the minimum required electrical load for EV charging infrastructure. We would like to clarify that the formula is not being amended by the Bill. The Bill will only streamline the submission process for developers.

Conclusion

29.        Mr Speaker, this Bill covers significant ground to respond to evolving industry trends and keep our rules updated.

30.        Members’ thoughtful contributions today will inform how we refine and implement these measures.

31.        Land transport touches the daily lives of every Singaporean.

32.        The Government will continue to act decisively where safety is at stake, streamline where we can, and work closely with industry and the community.

33.        Let us all do our part for a safe and forward-looking land transport ecosystem.

34.        Sir, I beg to move.