Challenges facing our aviation industry – Dennis Tan Lip Fong
Aviation and Aerospace Industries
Singapore’s aviation industry has been one of the hardest hit industries in this pandemic, given the sector’s complete dependence on international travel. With the resurgence of COVID-19 in many regions of the world, as well as the emergence of new and more contagious COVID-19 strains, the outlook for the aviation sector remains bleak, with air travel likely to be stymied well into this year and next.
I recognise the efforts made to support this industry, in terms of re-establishing air travel and supporting airport-related companies and employees through the various support packages previously announced, and the newly announced plans in Budget 2021. However, I wish to clarify with the Minister on a few matters.
The aviation sector has seen the biggest influx of targeted support of $870 million in this Budget. However, is the Ministry also looking to extend targeted support to other aviation-related businesses that are similarly affected by the effective halt of air travel?
Specifically, the aerospace sector needs help. It currently employs some 22,000 people, of whom 80% are Singapore residents, and contributed some $13bn in total output to our national economy in 2019. Companies in this sector include those involved in Maintenance, Repair and Overhaul (MRO), avionics, and aircraft component production and repair; these businesses are essential segments of our aviation supply chain in Singapore and face major and sustained downstream impact resulting from airlines deferring aircraft orders and reducing their aftermarket expenses.
Already, we have seen significant retrenchment exercises among a number of key players in the sector. For example, the aircraft engine manufacturer Rolls Royce retrenched about 24% of its workforce in Singapore in July last year. NTUC itself had to intervene in the retrenchment exercise conducted by Eagle Services Asia to protect Singaporean jobs.
With no signs of an immediate recovery for aviation, more of such retrenchments may be expected as companies seek to cut down on their expenses. Even when the air travel does begin to normalise, given that the aviation supply chain is driven by airline demand, aerospace companies could likely be some of the slowest to recover in this hard-hit sector.
While they still do have continuing JSS support, the sector could use more targeted support if we are to maintain our position as an aviation and aerospace hub. Could the Ministry consider tailored support schemes that could be explored specifically for this group?
Would the Ministry also be able to provide further details of its previously announced plans to develop programmes for aviation workers at risk of losing their jobs or being under-employed, first mentioned in December last year? What is the coverage and scale of these programmes, and when will they come into effect? This is especially pertinent as aviation workers are likely to continue to experience a dent in their incomes, not to mention face increased job risks well into this year and next, even as other parts of our economy slowly start to pick up.
I would also like to ask, in terms of retrenchments in the sector, what percentage of the aviation and aerospace sector has been made redundant, and what percentage of this retrenched group has benefitted from the COVID-19 Recovery Grant? Can there be considerations of extending the eligible period of support beyond the current three months, given that the aviation sector is likely to remain impacted by the pandemic for a prolonged period of time, and employees in this niche industry may need more time to secure jobs outside this field given the need for retraining and re-skilling?
Lastly, I think there is a need for us to evaluate the upcoming pipeline of talent from our institutes of higher learning into both the aviation and aerospace industries. Fresh graduates from these programmes may find little opportunities there if the global recovery is gradual. I hope the Minister can assuage these concerns.
Commuter-centric Public Transport – Gerald Giam Yean Song
Efficient and convenient public transport is vital to achieving many national priorities. It allows HDB to build more flats away from the city; it enables workers to travel to further-out workplaces; and it helps us reach our climate change goals.
I sold my car five years ago and now make most of my trips by bus and MRT. I have not regretted this decision and highly recommend it to others who can afford not to drive.
Improving the commuter experience can convince more people to take public transport — reducing both traffic congestion and carbon emissions.
How can we nudge more people towards going car-lite? I have a few suggestions:
First, reduce the amount of walking needed during the journey. Singapore’s tropical weather is not conducive to walking outdoors for long distances while dressed up for work. Transport planners should keep this in mind when planning the location of bus stops and the routes of feeder bus services. For example, some of my HDB and condo residents living along Bedok Reservoir Road do not have a direct feeder bus to the nearby Bedok North MRT and have a rather long walk to and from the station.
Second, construct more covered linkways from housing estates, including private condominiums, to transport nodes. Covered linkways can influence a commuter’s decision whether to brave the elements or take private transport.
Third, reduce crowding on trains and buses so that commuters have a more comfortable ride with better safe-distancing. I hope MRT operators will also stop removing seats from their train cars, because we commuters like sitting during our rides!
And fourth, continue to make our roads and public transport more accessible for people with disabilities. I had earlier suggested how we should use tactile signals to enable visually-impaired commuters to cross roads late at night. I look forward to that being implemented.
Sheltered Pedestrian Crossings – Muhamad Faisal Abdul Manap
Efficient and convenient public transport is vital to achieving many national priorities. It allows HDB to build more flats away from the city; it enables workers to travel to further-out workplaces; and it helps us reach our climate change goals.
I sold my car five years ago and now make most of my trips by bus and MRT. I have not regretted this decision and highly recommend it to others who can afford not to drive.
Improving the commuter experience can convince more people to take public transport — reducing both traffic congestion and carbon emissions.
How can we nudge more people towards going car-lite? I have a few suggestions:
First, reduce the amount of walking needed during the journey. Singapore’s tropical weather is not conducive to walking outdoors for long distances while dressed up for work. Transport planners should keep this in mind when planning the location of bus stops and the routes of feeder bus services. For example, some of my HDB and condo residents living along Bedok Reservoir Road do not have a direct feeder bus to the nearby Bedok North MRT and have a rather long walk to and from the station.
Second, construct more covered linkways from housing estates, including private condominiums, to transport nodes. Covered linkways can influence a commuter’s decision whether to brave the elements or take private transport.
Third, reduce crowding on trains and buses so that commuters have a more comfortable ride with better safe-distancing. I hope MRT operators will also stop removing seats from their train cars, because we commuters like sitting during our rides!
And fourth, continue to make our roads and public transport more accessible for people with disabilities. I had earlier suggested how we should use tactile signals to enable visually-impaired commuters to cross roads late at night. I look forward to that being implemented.