Mr Speaker, my speech today will focus on the amendments concerning active mobility devices (AMDs) and the extension of the existing regulatory sandbox for Autonomous Vehicle deployments on roads to 31 December 2028.
I support the Government’s efforts to reduce the fire risks posed by AMDs.
Fire safety is a paramount public concern. Last year, Singapore recorded 49 active mobility device fires, a welcome decline from 67 fires in 2024 and 55 in 2023.
Every fire is a serious threat to lives, property, and community safety. Measures targeting non-compliant AMDs and unsafe batteries are necessary and timely.
However, as we tighten standards, we must ensure these safety requirements do not inadvertently place an unsustainable financial burden on ordinary Singaporeans.
Previous regulatory changes on AMDs have resulted in price increases.
For example, since 1 June 2026, only LTA-approved AMD models can be displayed or sold. Following this change, retailers reported raising prices by $100 to $150 per device due to registration fees, mandatory inspections, compliance logistics, and rising factory costs.
While these changes ensure standards, the cost of regulatory compliance does ultimately get passed down to end-users.
During the Second Reading debate on the Land Transport and Related Matters Bill on 3 February 2026, I said that many lower-income Singaporeans and platform workers rely on mobility devices to earn a living by making food and parcel deliveries. These devices are essential tools of trade, not toys or luxury items.
If the cost of regulatory compliance drives up prices for AMDs and batteries, the take-home income of these workers will be reduced.
I hope the Government will keep costs of regulatory compliance manageable, and send a clear message to retailers of authorised batteries and compliant devices not to take this regulatory shift as an opportunity to inflate prices or profiteer.
I turn next to Clause 23 of the Bill, which empowers the Land Transport Authority (LTA) to issue written directions to individuals and businesses involved in advertising, selling, or modifying public path vehicles and mobility device batteries.
LTA can mandate compliance within a specified timeframe, direct the cessation of sales, require the removal of non-compliant online listings, or order corrective actions such as publishing accurate notices.
Crucially, if non-compliant sales or advertising take place on an e-commerce platform, LTA may direct the marketplace operator to disclose information about the seller or publisher.
While these legal powers are clear on paper, how will they translate to practical enforcement?
Major e-commerce platforms, such as Shopee or Pinduoduo, host numerous third-party merchants offering AMDs, replacement parts, and batteries.
A great many listings could be posted, modified, or re-uploaded daily on these platforms under varying merchant names.
How does LTA plan to monitor compliance across these platforms in real time?
Does LTA currently possess the internal capacity, data-tracking systems, and enforcement personnel required to effectively audit e-commerce platforms, or will enforcement rely largely on complaints or feedback from the public?
Does LTA have any plans to increase its own technical capabilities, or work with other agencies that currently have the technical capabilities, to ensure that e-commerce platforms comply with the new rules?
Finally, I wish to address Part 3 of the Bill, which extends the existing regulatory sandbox under the Road Traffic Act 1961 for Autonomous Vehicle (AV) deployments on roads to 31 December 2028.
During the debate on the Motion to Reinforce Singapore’s Position as a Global Transport Hub in July, I suggested that LTA should consider deploying self-driving public buses to build a network of night bus services, by first running such self-driving buses along existing MRT lines when these lines are closed during the overnight hours.
In response, Senior Minister of State Sun Xueling said, and I quote, "We agree that there are good use cases for autonomous buses such as night bus services, and will consider it when the technology is more mature".
With the regulatory sandbox for road deployments now extended through the end of 2028, we will have more time to pilot operational uses for AVs.
I hope LTA will use this extended sandbox period to actively trial self-driving night buses along rail corridors after operational train hours.
Bringing a network of self-driving night bus services to reality would improve public transport connectivity for late-night workers while showcasing practical AV integration on our roads.
Notwithstanding my clarifications, Mr Speaker, I support the Bill.
