First stage stations were designed to have skylights, allowing to brighten up the station concourse and platforms. This also help to reduce using electricity.

Stations that have skylights:
- Bras Basah
- Esplanade
- Promenade
- Stadium

http://*************************/singapore/jpgs/stadium_mrt_station_woha130808_timgriffith_2.jpghttp://*************************/singapore/jpgs/stadium_mrt_station_woha130808_patrickbinghamhall.jpg
Stadium Station

WOW! Stadium station looks pretty sweet!!! How did one get down to the platform level?! Our new MRT stations look like the Copenhagen Metro or like somewhere in Europe.

WOW! Stadium station looks pretty sweet!!! How did one get down to the platform level?! Our new MRT stations look like the Copenhagen Metro or like somewhere in Europe.

These photos were taken by photographer for the magazine on architecture.

E-architect UK (http://*************************/singapore/stadium_mrt_station.htm)

The stations look really nice with the skylights!! But too bad they cannot serve as air raid shelters. Imagine a bomb crashing through the glass. It would be really disastrous!!!

The stations look really nice with the skylights!! But too bad they cannot serve as air raid shelters. Imagine a bomb crashing through the glass. It would be really disastrous!!!

Many bomb designs now are designed to penetrate bunkers before detonating. The concrete roofs of the current MRT stations wouldn't provide much more stopping power against direct hits by bunker-busters than would a glass roof. Real air-defense depends primarily on shooting down the enemy before the bombs hit. Now that North Korea have missiles that can reach Singapore, MRT skylights are the last of my air-defense worries.

Actually, the new southbound platform at Bishan also has skylights. Small ones, but they make a difference.

Stadium station doesn't seem to have enough escalators to cope with big sports events.

Heh. North Korea. Knowing them, they might aim for Singapore and end up hitting something else.

Actually, the new southbound platform at Bishan also has skylights. Small ones, but they make a difference.

Stadium station doesn't seem to have enough escalators to cope with big sports events.

Heh. North Korea. Knowing them, they might aim for Singapore and end up hitting something else.

Really! I didn't notice it! Where??
I just realised about the escalator lack... GULP!
How about North Korea's subway system aye? It's VERY DEEP!

If I'm not mistaken, Stadium is designed with a one-way flow? Or that's how it seems from the descriptions (ie. one side for entry and one for exit). Bishan has sky lights over the southbound track which in turn let natural lighting into the platform area a little. I quite liked that small touch.

If I'm not mistaken, Stadium is designed with a one-way flow? Or that's how it seems from the descriptions (ie. one side for entry and one for exit). Bishan has sky lights over the southbound track which in turn let natural lighting into the platform area a little. I quite liked that small touch.

What descriptions?
Any photos of Bishan's skylights? I think Bishan's transformation is quite radical.

If I'm not mistaken, Stadium is designed with a one-way flow? Or that's how it seems from the descriptions (ie. one side for entry and one for exit).

There are 4 escalators. It is likely station master and staff would be stationed to direct people to the upriding escalators when people come out from trains.

For this reason, the concourse are at ground level, where passengers can enter the station from national stadiums and indoor stadium. I am sure the SMRT has to work with major events at both stadiums when people surge and set the escalators up-riding or down-riding. Then they would increase the frequency of trains. This explains probably why Paya Lebar has middle platform - probably to allow the higher frequencies of trains between Paya Lebar and Promenade when there are major events at stadiums.

What descriptions?
Any photos of Bishan's skylights? I think Bishan's transformation is quite radical.

Remember Bishan is at ground level. So tracks are not fully covered. When you enter the trains, look up through gap, you will see the glass roof over the tracks.

LOL, have we all forgot how Bishan was before now that the new platforms are up and running? The "skylight" is just the covering up of what used to be an exposed platform. It wasn't so long ago you know ;)

Remember Bishan is at ground level. So tracks are not fully covered. When you enter the trains, look up through gap, you will see the glass roof over the tracks.

I still dont understand how Bishan is at-grade... there's not much of an at-grade feel to it in my opinion.

Would you perhaps consider it sunken then? It's not underground since the station itself is not within tunnels, and it's not elevated for obvious reasons. And cut-and-cover station doesn't really roll of the tongue very well.

Would you perhaps consider it sunken then? It's not underground since the station itself is not within tunnels, and it's not elevated for obvious reasons. And cut-and-cover station doesn't really roll of the tongue very well.

Bishan still feels sunken because one has to take an escalator/elevator down to the platform level, from the ticketing concourse. In Japan and other parts of North East Asia and even in Perth, the station is at grade when the ticketing, concourse and platform are all on the same level... thats what I think.

Because of the recent changes to the platform and station layout, I would have thought that Bishan was an underground station.

If Bishan was really at grade, then why is the concourse level elevated and not on the same level?

OK, you live in Perth right? Would you consider Subiaco and Joondalup underground stations? They are just sunken, they aren't exactly underground. Well, it's pedantics really. I guess by some stretch of imagination, anything that is below ground level is underground?

Perhaps we were just "brought up to believe" Bishan is a at-grade station because SMRT wanted to make their old logo mean something: the red circular-like one with the line in the middle that was supposed to mean stations at-grade.

Meanwhile, we're getting really off topic.

^^
And to go further off topic, you do mean semantics, right?

OK, you live in Perth right? Would you consider Subiaco and Joondalup underground stations? They are just sunken, they aren't exactly underground. Well, it's pedantics really. I guess by some stretch of imagination, anything that is below ground level is underground?

Perhaps we were just "brought up to believe" Bishan is a at-grade station because SMRT wanted to make their old logo mean something: the red circular-like one with the line in the middle that was supposed to mean stations at-grade.

Meanwhile, we're getting really off topic.

How about Esplanade? I know Perth underground classifies.
Isn't Subiaco underground? Is there a Perth train forum around SSC? Maybe that will be a better place to discuss this.

Maybe Bishan can be considered 'sunken'... but now I don't think it classifies anymore because of their new logo.

Sorry for going off topic! Maybe we ought to change this forum (if its possible) to Circle Line as the Circle Line has already opened.

Also, its been nearly a month since Circle Line officially opened!
Any feedback/criticisms regarding the new circle line?

Maybe we ought to change this forum (if its possible) to Circle Line as the Circle Line has already opened.

I support the proposal.

I still dont understand how Bishan is at-grade... there's not much of an at-grade feel to it in my opinion.

Here are videos before Bishan Station get renovated.
Bishan Station on ground level (http://www.youtube.com/watch?v=OI_1UhGrNnc&feature=PlayList&p=37CB55A53D087B40)

Train pulling into Bishan (http://www.youtube.com/watch?v=ZXhgOJnY6cs&feature=PlayList&p=37CB55A53D087B40&index=64&playnext=4&playnext_from=PL)

Here are videos before Bishan Station get renovated.
Bishan Station on ground level (http://www.youtube.com/watch?v=OI_1UhGrNnc&feature=PlayList&p=37CB55A53D087B40)

Train pulling into Bishan (http://www.youtube.com/watch?v=ZXhgOJnY6cs&feature=PlayList&p=37CB55A53D087B40&index=64&playnext=4&playnext_from=PL)

i think we'll stick with 'sunken' :)

I suppose that someday Bishan will be covered over.

The correct way to describe Bishan's lateral position, in my opinion, is to refer to it as sitting in a cutting. In the strictest sense, Bishan is not a ground-level station, but is sitting inside a sunken strip of land that's called a cutting; Wikipedia describes it as "an excavation to form an artificial canyon, trench, or ditch for the ease of road or rail transport". In simple terms, Bishan should be described as sitting in a cutting, or - as lexovator_mhjpn said - is sunken but not underground.

In some ways the stretch of track between Choa Chu Kang and Bukit Gombak stations, where it runs under Choa Chu Kang Avenue 1, can also be considered to be running in a cutting; to call it a tunnel might be a stretch.

The correct way to describe Bishan's lateral position, in my opinion, is to refer to it as sitting in a cutting. In the strictest sense, Bishan is not a ground-level station, but is sitting inside a sunken strip of land that's called a cutting; Wikipedia describes it as "an excavation to form an artificial canyon, trench, or ditch for the ease of road or rail transport". In simple terms, Bishan should be described as sitting in a cutting, or - as lexovator_mhjpn said - is sunken but not underground.

In some ways the stretch of track between Choa Chu Kang and Bukit Gombak stations, where it runs under Choa Chu Kang Avenue 1, can also be considered to be running in a cutting; to call it a tunnel might be a stretch.

Simple concept is that the station is built on the ground regardless the level of terrains. No one would argue over this.

In other way, Bishan is also termed as "semi-underground" by media. For more defined term, sunken or cutting would be used to satisfy all parties.

Let's get back to topic (:

Its a month since Circle Line officially opened!
Any feedback/criticisms regarding the new circle line and its month old progress?

Let's get back to topic (:

Its a month since Circle Line officially opened!
Any feedback/criticisms regarding the new circle line and its month old progress?

Overall, I think that SMRT has done a great job in running the line. Perhaps opening the line in stages, along with the familiarity of 3rd rail power rather than catenary lines, has spared SMRT from the glitches that plagued SBS Transit when the latter first started operating the North East Line.

There is also generally a greater interest in the Circle Line from the public and shops alike, with outlets like Golden Village and BreadTalk coming up with promotions in commemoration of the opening of the line.

But I think SMRT could do with increasing frequencies during evening peak hours because the train does get fairly "crowded", with almost all seats taken around 7 plus, 8pm thereabouts, which I guess bodes well for the CCL right??

I think the transfers at Bishan to the northbound NSL is poorly designed because it forces transfer passengers to the first few carriages of the NSL, sometimes leading to overcrowding.

What glitches did SBS Transit and NEL have? I was unaware of that.

Can you describe the layout of Bishan transfer in more detail? How does it force the passengers into the first few carriages?

I think frequency is only due to the 5 stations. Now why oh why did SMRT choose three car platforms =.="

Something like what Kaohsiung MRT did would be wiser! Utilise 6 car platforms for 3 car trains! Anyways what's done is done. Time to move on with Tokyo-cramups!

When CCL opens to Paya Lebar and Buona Vista, that will help even out the loads in the platforms.

What glitches did SBS Transit and NEL have? I was unaware of that.

Can you describe the layout of Bishan transfer in more detail? How does it force the passengers into the first few carriages?

I think frequency is only due to the 5 stations. Now why oh why did SMRT choose three car platforms =.="

Something like what Kaohsiung MRT did would be wiser! Utilise 6 car platforms for 3 car trains! Anyways what's done is done. Time to move on with Tokyo-cramups!
The northbound (towards Jurong East) platform has two escalators leading to the CCL underpass. One is situated near the tail-end of the train which is the down-riding escalator. The other is near the lift which is the up-riding escalator. Passengers coming from CCL would thus congregate towards the area in the front of the train (like how it happens at Outram Park where everyone crowds around the escalators at both EWL and NEL).

SMRT didn't choose 3 car trains, LTA did. SMRT is only given the concession to operate the lines, they do not get the freedom to choose where to operate (ie. which lines are built) or how much capacity is granted (ie. train length, number of trains ordered). LTA has its reasons for choosing so and is shown with the Downtown Line also featureing 3 car trains. I suppose with the future projected ridership, they expect the current loads on existing lines to be diffused out towards the new lines thus reducing the need for 6 car trains. Its current planning against future wastage.

lexovator_mhjpn, You need to understand the role of LTA and SMRT. LTA builds the infrastructure and makes selection of trains types. SMRT and SBS Transit just runs the operations. If we keep on putting 6 car lines all over, we will see half empty trains. We do not see many buses along along Circle Line and Downtown Line packed with people during off peak hours. This explains why we have 3 car trains instead.

6 car train lines are meant to transport masses - NSL, EWL, NEL - heavy rail lines.

CCL and DTL are 3 car train lines - classified as medium rail lines, designed to connected to all main 6 car train lines.

ddes, The frequencies are longer off peak hours due to only 5 stations in operational with low volume of people. They already increase frequencies during peak hours.

I think the transfers at Bishan to the northbound NSL is poorly designed because it forces transfer passengers to the first few carriages of the NSL, sometimes leading to overcrowding.

Old NSL and EWL stations were not designed to become interchanges in mind. same as Outram Park so the engineers had to dig only at the one ends of the station platform as they had to cut into the foundation of the station. I think the foundation of NSL Bishan and EWL Outram Park pose problems to the design. So this results in having passengers to the first 3 cars of 6 trains. So are Buona Vista and Paya Lebar, all the transit to the CCL are also located at one of the ends.

Connection between NEL Serangoon and CCL Serangoon is better because these are already designed in mind. All new lines would be better designed in transit. Good thing is that CCL trains are only 3 car train so this lessen the walking from trains to escalators at the side of CCL stations for transit.

What glitches did SBS Transit and NEL have? I was unaware of that.



Glitches, ddes refers, to the catenary system which on one occasion, one of insulators holding electrical cable suddenly dislocated and loosened the cable. The train lost power and stopped between Outram Park and Harbourfront. So the pantograph got tangled with the loosened cable in July 2006, leading to 7 hours dispute.

Another glitch was the faulty relay that cut off electrical supply to NEL train in September 2006, leading to one hour dispute.

These were isolated cases.

Old NSL and EWL stations were not designed to become interchanges in mind. same as Outram Park so the engineers had to dig only at the one ends of the station platform as they had to cut into the foundation of the station. I think the foundation of NSL Bishan and EWL Outram Park pose problems to the design. So this results in having passengers to the first 3 cars of 6 trains. So are Buona Vista and Paya Lebar, all the transit to the CCL are also located at one of the ends.

Connection between NEL Serangoon and CCL Serangoon is better because these are already designed in mind. All new lines would be better designed in transit. Good thing is that CCL trains are only 3 car train so this lessen the walking from trains to escalators at the side of CCL stations for transit.

This supports my suggestion that LTA firmly plan which lines will someday built farther in advance of the decisions about when to build particular lines. If LTA were to decide now that, for example, the Holland, Seletar, North Shore, and West Coast lines would be built someday, without yet deciding when or even in which order they would be built, the interchange stations along the DTL3, TSL, and ERL could be built with empty platform levels already in place as necessary. This would result in more functional interchange stations at lower cost. It might also help to ensure that interchange stations are optimally located.

This supports my suggestion that LTA firmly plan which lines will someday built farther in advance of the decisions about when to build particular lines. If LTA were to decide now that, for example, the Holland, Seletar, North Shore, and West Coast lines would be built someday, without yet deciding when or even in which order they would be built, the interchange stations along the DTL3, TSL, and ERL could be built with empty platform levels already in place as necessary. This would result in more functional interchange stations at lower cost. It might also help to ensure that interchange stations are optimally located.

URA constantly updates the masterplan. So LTA follows the lines in the masterplan closely. The future lines are already mapped out. Just that LTA makes selections of lines to bring them to reality. Best examples are NEL Chinatown and NEL Punggol. First new line to have such provisions to become interchanges.

So are Circle Line's Botanic Gardens and MacPherson.

The line between Aljunied and Kallang has viaduct provisions for Kallang/Paya Lebar expressway. This shows that many of plans were already drawn decades ago.

lexovator_mhjpn, You need to understand the role of LTA and SMRT. LTA builds the infrastructure and makes selection of trains types. SMRT and SBS Transit just runs the operations. If we keep on putting 6 car lines all over, we will see half empty trains. We do not see many buses along along Circle Line and Downtown Line packed with people during off peak hours. This explains why we have 3 car trains instead.

6 car train lines are meant to transport masses - NSL, EWL, NEL - heavy rail lines.

CCL and DTL are 3 car train lines - classified as medium rail lines, designed to connected to all main 6 car train lines.



My apologies... As I said, I don't live in Singapore even though I am a Singaporean... I'm also unaware of the role between SMRT and the LTA. Its what I hear about the crowds that concern me. I don't want Singapore to be another Tokyo 'cos I have seen enough :lol:

My apologies... As I said, I don't live in Singapore even though I am a Singaporean... I'm also unaware of the role between SMRT and the LTA. Its what I hear about the crowds that concern me. I don't want Singapore to be another Tokyo 'cos I have seen enough :lol:

Singapore is different from Tokyo when it comes to cost of living and living conditions. Crowds are bound to happen. We cannot avoid this. MRT is designed to carry masses of commuters. So we have to live with this. We will know if the situation is worse when we keep on missing up more than 2 trains in a row. So far, many passengers would be able to board the next train during peak hours.

Furthermore, the rest of Circle Line is going to open for business next year. This would address the current situation to ease congestion in city area. Downtown Line is already underway. Thomson Line and Eastern Line which are parallel to NSL and EWL respectively are already under planning.

More new MRT trains are coming to EWL and NSL by 2011.

Time flies fast.

URA constantly updates the masterplan. So LTA follows the lines in the masterplan closely. The future lines are already mapped out. Just that LTA makes selections of lines to bring them to reality. Best examples are NEL Chinatown and NEL Punggol. First new line to have such provisions to become interchanges.

So are Circle Line's Botanic Gardens and MacPherson.

The line between Aljunied and Kallang has viaduct provisions for Kallang/Paya Lebar expressway. This shows that many of plans were already drawn decades ago.

I'm proposing something beyond this. I'm suggesting that the station box could have been built in one go at interchange stations like Botanic Gardens, MacPherson, Promenade, etc.

Glitches, ddes refers, to the catenary system which on one occasion, one of insulators holding electrical cable suddenly dislocated and loosened the cable. The train lost power and stopped between Outram Park and Harbourfront. So the pantograph got tangled with the loosened cable in July 2006, leading to 7 hours dispute.

Another glitch was the faulty relay that cut off electrical supply to NEL train in September 2006, leading to one hour dispute.

These were isolated cases.

Yes, that and various delays of 20 to 45 minutes throughout the first week of opening...

I'm not particularly sold by jedialf mentioning that old stations were not designed to be interchanges. For one, he contradicts himself because I remember he mentioning that LTA had more or less planned every station in the CBD to be interchange stations in some other thread.

Outram Park interchange is designed to the best of what is possible. The only problems I have with that station are 2 main things. The NEL platform's lift shaft is too close to the escalators, therefore inviting crowding at that corner of the platform. The second thing is that the EWL platform is too narrow but I'd imagine widening the platform or building a second platform would be too much of an engineering challenge as well as being too expensive.

I don't have a problem with transfers funneling passengers to one side of the platform. My problem is that the stations were not designed to be conducive in spreading passengers out. Human traffic can be likened to sheep, this is not about being Singaporean and being inconsiderate, it is about human movement, it's really interesting, there are books about it. It is about designing infrastructure to encourage passengers to spread out. With Bishan, they were literally given a clean slate to start with but I think they really screwed that up.

Yes, that and various delays of 20 to 45 minutes throughout the first week of opening...

I'm not particularly sold by jedialf mentioning that old stations were not designed to be interchanges. For one, he contradicts himself because I remember he mentioning that LTA had more or less planned every station in the CBD to be interchange stations in some other thread.

Outram Park interchange is designed to the best of what is possible. The only problems I have with that station are 2 main things. The NEL platform's lift shaft is too close to the escalators, therefore inviting crowding at that corner of the platform. The second thing is that the EWL platform is too narrow but I'd imagine widening the platform or building a second platform would be too much of an engineering challenge as well as being too expensive.



Ddes, Contradict? First of all, you need to look into history and the birth of URA and LTA.

EWL and NSL were first drawn. The planners did not think far that they would add in more lines or make provisions for the MRT stations. This is because this was first major infrastructure they undertook. LTA was not formed at this time.

Similarly, HDB built 10-25 storeys HDB blocks in early years as they just hurriedly built to meet the needs of homes. Then later over years, HDB refined the planning and redraft the towns all over again and again until towns become better and sustainable.

Only 1991 Concept Plan showed the complexity of MRT lines all over it. This is because MRT has shown success and the planners have better ideas. LTA was formed in 1995, 8 years later after opening of MRT in 1987. With assistance from 1991 Concept Plan, early planners of NEL were able to create provisions for NEL stations. LTA received approval in 1996 to construct NEL. Marina Line planners already started drafting and add in more provisions.

If you look at 1971 Concept Plan, it was very very basic. It played the important role in laying first MRT and Changi Airport. This is because the planners in 1960s had no idea how success MRT could go.

Then in 2001 Concept Plan, lines can be seen concentrated in city centre. So the idea was to connect many lines in City Centre - this is happening now. Many lines are all meeting in city centre. This plan altered heavily because the planners had better idea how to improve the infrastructures.

Contradict? No. Everything I know come from this URA and its concept plans.

Urban Planning (http://www.singapedia.com.sg/pdf/pg576.pdf)

Telok Blangah MRT

I think its the fastest stage 4&5 station. while some are still undergong excavation, the station exits here are already under construction.

ventilation shaft
http://farm3.static.flickr.com/2670/3682054912_b954ee3403.jpg?v=0

new station exit
http://farm3.static.flickr.com/2172/3681241193_3ee3867a41.jpg?v=0

overview of construction site
http://farm4.static.flickr.com/3657/3682056794_0242eaeb22.jpg?v=0

where the new overhead bridge will connect on the other side of the road
http://farm3.static.flickr.com/2656/3682058432_b627964e6b.jpg?v=0



Dhoby Ghaut MRT- temporary hoardings. this is at the transfer concourse between NEL and NSL (closer 2 NEL), before the staircases up to the long walkway with travellators
http://farm3.static.flickr.com/2608/3681249381_4770368aa0.jpg?v=0

new CCL concourse
taken thru a gap in the hoardings in the previous photo (obviously without permission). nearly got caught for this, thats why it's poorly taken. dint see the big "Circle Line" wording (see Aedas' render: link below)
http://farm3.static.flickr.com/2595/3682085496_007ca5b538.jpg?v=0

http://www1.aedas.com/images/pageimages/f85703c9-4b97-40b7-b021-5b7f699bfb39.jpg

larger photos pls click here: http://www.flickr.com/photos/34867110@N06/

The CCL is directly opposite the NEL escalators right?

Not gonna rebutt jedialf's arguments, I'm too busy settling uni entry admin, I haven't got the time.

The orange at Dhoby Ghaut look so... gaudy. Hopefully it'll look better when we see the station as a whole. Days ago, passed by the site at Telok Blangah and at the site for the overhead bridge, all the workers were gathered around what looked like smoking soil. Hopefully that doesn't pose too serious a problem.

Telok Blangah MRT

where the new overhead bridge will connect on the other side of the road
http://farm3.static.flickr.com/2656/3682058432_b627964e6b.jpg?v=0


Why are they building a new overhead bridge when there's an existing one nearby? Could it be they are building an underpass to the station concourse?

Why are they building a new overhead bridge when there's an existing one nearby? Could it be they are building an underpass to the station concourse?

no. for one, the circle line art document (scroll to the bottom for telok blangah) clearly shows that an overhead bridge will be connecting one side of the road to the other. http://www.lta.gov.sg/circle_line_art/download/phase2_location.pdf for another, in the picture i took of the construction site, a pillar is clearly being constructed for the new overhead bridge.

actually, after looking at the station map, i think the 2nd concrete structure is actually just another ventilation shaft, it's the structure entirely shaded in pink that should be the station exit. that's covered up by the blue and green tarpaulin in that same picture (below).

http://farm4.static.flickr.com/3657/3682056794_0242eaeb22.jpg?v=0

No, Telok Blangah only has one exit structure

Telok Blangah: If I'm not wrong, used the secant pile system for excavation of the station. Does that affect the speed at which the station can be constructed? The station will have only one entry & exit point as has been mentioned with an overhead bridge to connect the opposite side of the road. It could be due to various reasons that the bridge is being built although there is one existing overpass - a better location with better connectivity to bus stops and the station (looks like they might link the lift to the bridge ala Nicoll Highway), replacing the existing bridge with a higher capacity one, etc.

Holland Village: Entry-exit structures can be seen emerging near the petrol station on Holland Road as well as the Taman Warna/Chin Bee Gardens carpark (opposite Burger King).

Kent Ridge: The exit structure outside Science Park is taking shape as well with the lift shaft concrete structure up already.

I think the minimum number of entries/exits should be two, with three or more preferred -- ideally about 50 to 100 meters or so apart from each other. More exits are both more convenient and safer in the event of an emergency.

The CCL is directly opposite the NEL escalators right?

http://4.bp.blogspot.com/_tgE8ifeXheQ/SDwSWY6opyI/AAAAAAAAEwI/4moWd-5Hiww/s400/DSC02742.JPG
CCL is hidden behind the white wall that is completely different from the other parts of cladded walls. This is on the right when you walk up the escalator towards NSL.

http://www.lta.gov.sg/projects/images/dhoby_ghaut.JPG
Showing clearer layout...

This is where 201911 saw through the gap of the temporary wall. The wall is actually lining the first row of pillars in the picture hiding the entire section. Notice the passengers in the background - transit between NSL and NEL. This rendering was done for Marina Line - all way to late 1990s. Notice the staircase and the railing in the photo snapped by 201911. The other part of staircase is obviously behind the wall. When the entire white painted wall is knocked down, it will reveal the entire transfer concourse. You can try knocking on the painted wall, you can feel that it is not solid wall. :)

http://farm3.static.flickr.com/2608/3681249381_4770368aa0.jpg?v=0

I would if I was in Singapore ;)

I had my suspicions, but I didn't want to approach... look too suspicious...

Actually, if you exit the paid area and take the link to the North South Line you could probably get another sneak peak from there and only risk being captured by the CCTV and not anyone else. :lol: There's another gap near the escalator landing when coming up from the NEL concourse.

i heard that trains are being parked at dhoby ghaut.
how's nicoll going now?

by the way, i agree about the orange being gaudi... don't understand why dhoby station makes such a big deal about the circle line color in orange when they don't do so to both north east and north south lines...

what would be really cool is if the platform screen doors or theme of each station were colored in the line's respective colors...
for instance in city hall/raffles place/jurong east with cross-platform one could opt to coloring the platform screen doors its respective color...
also the seats on each side could be colored as well...

CCL4

Botanic Gardens
steel rebars visible on the left, probably for a new ventilation structure/ station exit
http://farm3.static.flickr.com/2473/3694377564_5458b13a9f.jpg?v=0

Farrer Road
new ventilation shaft and/or station exit
http://farm3.static.flickr.com/2668/3694407484_917d71f8a3.jpg?v=0

Holland Village
http://farm4.static.flickr.com/3604/3693610895_97e80a7ac6.jpg?v=0

http://farm3.static.flickr.com/2521/3693609939_9d2c8321e7.jpg?v=0

no new developments visible on the surface at buona vista

one-north
http://farm3.static.flickr.com/2524/3693616145_25ab204372.jpg?v=0

Kent Ridge
new station exit
http://farm4.static.flickr.com/3573/3693625159_335c24ee03.jpg?v=0

site overview. abit of the station exit in the previous photo can be seen on the left
http://farm4.static.flickr.com/3571/3693626309_0cd684dbef.jpg?v=0

more photos pls visit: http://www.flickr.com/photos/40169275@N07/

thanks for the updates! stage 4 will probably open Q4 2010, stage 5 Q1 2011 ^^

Hey, nice pictures. Thanks for the updates. For Buona Vista, they're still working on the roof slab as you can probably see from the west-bound trains. It will probably take awhile longer as well, since it is an interchange station and might require a larger area to facilitate smooth transfers. Kent Ridge still has one exit across the road from the hospital next to the Science Park that seems at quite at advanced stage too.

Work is far from Stage 1 and 2-esque completion, but its getting there surely. Probably the next stage of construction for those with structures up already would be internal fittings? Tunnel linings are still present at Holland Village stations' site. On the other hand, they've been laying tracks for quite awhile at the cut-and-cover worksite between One-North and Kent Ridge stations. :)

can't wait!

thanks for the updates! stage 4 will probably open Q4 2010, stage 5 Q1 2011

I'd like to have that much confidence about when stages 1 and 2 will open.

i believe stage 1 / 2 should open in at least 6 months time, seeing that the tunnels are already joined up and the tracks are laid...
the stations only need to get TOP and finish off electrical wiring and programming and such (which should not take very long)

i believe stage 1 / 2 should open in at least 6 months time, seeing that the tunnels are already joined up and the tracks are laid...

Do you mean at least six months or at most six months?

Mountbatten Station - walkway shelters are already installed and visible. Traffic junction has been realigned back to original months ago.

Nicoll Highway - exit structures are already visible. Cladding underway.

At same time, contractors probably busy installing interior fittings underground as they race against the time.

Do you mean at least six months or at most six months?

Minimum of 6 months, my bad.

Nicoll Highway - exit structures are already visible. Cladding underway.



Cladding?

Cladding?

Wall panels etc..to cover up the exposed structures.

^^ That's good!
Now we just have to wait... yawn...
So now which stations are we waiting for?

^^ That's good!
Now we just have to wait... yawn...
So now which stations are we waiting for?

Nicoll Highway, Mountbatten, Dakota, Paya Lebar, MacPherson are all in progress as seen from surface. Roads have been realigned back to original state. Tai Seng has obtained TOP long time ago. All 5 need to obtain TOP.

All other Stage 1 stations have received TOP already - some months ago.

What we are waiting for the handover of the stations from LTA to SMRT. Once LTA announces the handover, we will know SMRT will start testing for at least few months or 6 months or a year.

What we are waiting for the handover of the stations from LTA to SMRT. Once LTA announces the handover, we will know SMRT will start testing for at least few months or 6 months or a year.

I think TOP shouldn't be too far away.
Testing shouldn't take so long since part of the Circle Line is already open.
I also heard that trains are already running through the tunnels through to Dhoby.

When was Stage 3 handed over to SMRT?

I think TOP shouldn't be too far away.
Testing shouldn't take so long since part of the Circle Line is already open.
I also heard that trains are already running through the tunnels through to Dhoby.

When was Stage 3 handed over to SMRT?

Technically, running trains are part of LTA's trial runs. So LTA has to ensure everything is okie before handing over to SMRT.

Stage 3 trains were tested about a year ago. ^^

Stage 3 trains were tested about a year ago. ^^

After handover, SMRT will run its own test and trial runs. This is why it takes so long to open.

What is the consensus expectation?
a) Will CCL1 and CCL2 open together with full service to all stations between Marymount and Dhoby Ghaut?
b) Will CCL2 and CCL2 open together with trains skipping one or more closed stations between Tai Seng and Promenade?
c) Will Dhoby Ghaut through Promenade open without through service to CCL3?

What is the consensus expectation?
a) Will CCL1 and CCL2 open together with full service to all stations between Marymount and Dhoby Ghaut?
b) Will CCL2 and CCL2 open together with trains skipping one or more closed stations between Tai Seng and Promenade?
c) Will Dhoby Ghaut through Promenade open without through service to CCL3?

a) I believe so... that will be a good way actually!
b) That will actually be a good solution... they did so for Buangkok/Woodleigh so it shouldn't be that hard
c) I wish... but I don't think it will happen because of the automation complexities.

What is the consensus expectation?
a) Will CCL1 and CCL2 open together with full service to all stations between Marymount and Dhoby Ghaut?
b) Will CCL2 and CCL2 open together with trains skipping one or more closed stations between Tai Seng and Promenade?
c) Will Dhoby Ghaut through Promenade open without through service to CCL3?

a) Yes
b) No. I believe LTA will only open CCL2 if ALL of the stations are complete. If you're referring to demand, there's no doubt that there will be demand.
c) No. The main focus will be to get CCL1 linked with the EWL, NEL at their respective stations to begin alleviating City Hall station.

LTA's latest rail map: http://www.lta.gov.sg/projects/proj_maps_rail_l.htm

Notice the absence of the Circle Line extension from Promenade to Marina Bay. Has this been dropped?

LTA's latest rail map: http://www.lta.gov.sg/projects/proj_maps_rail_l.htm

Notice the absence of the Circle Line extension from Promenade to Marina Bay. Has this been dropped?

Thanks for the map...
hmm this seems interesting why the CCL extension isn't there... I wonder why...

LTA's latest rail map: http://www.lta.gov.sg/projects/proj_maps_rail_l.htm

Notice the absence of the Circle Line extension from Promenade to Marina Bay. Has this been dropped?
Planned lines are not shown as a matter of policy. Only operational lines and lines under construction are shown. The Marina Bay CCL extension should be added to the map when the groundbreaking ceremony occurs.

Planned lines are not shown as a matter of policy. Only operational lines and lines under construction are shown. The Marina Bay CCL extension should be added to the map when the groundbreaking ceremony occurs.

Isn't the CCL Marina Bay extension being built in tandem with the DTL1? It does make sense to do so.

Isn't the CCL Marina Bay extension being built in tandem with the DTL1? It does make sense to do so.

Had the planning been done farther in advance, yes, of course, it would have made sense to build them together. We know, however, that the Marina Bay CCL extension was announced years later than the DTL1 and that the former is scheduled to open two years after the latter. These seem to be good clues that they are not being built together, because LTA planning was until recently done on a near-term basis, though that seems to be improving lately, with the TSL and ERL announced farther in advance.

Havent they started work on the station for the Marina Bay interchange? If so, which line are they constructing to link it to Bayfront?

DTL and CCL trans-bay tunnels are being built together. Bayfront station remains up in the air - can take many forms - cross-platform stacked, side stacked separate stations, or linkway-linked station. Marina Bay interchange is indeed under construction.

Perhaps the reason it is not shown as yet is because the coding is yet to be confirmed? Or perhaps that the CCL Extension is a small part of something bigger? Many reasons. In any case, wouldn't you say that the terminal number "10" should be Marina Bay then? If so, then Bukit Panjang and Chinatown's end destination numbers would need to be changed. Either way, just wait and see. Perhaps if you're dying to know, might be easier to simply ask LTA. For all we know, they may just have forgotten to put it on the map though it is in the pipe line. :lol:

LTA's latest rail map: http://www.lta.gov.sg/projects/proj_maps_rail_l.htm

Notice the absence of the Circle Line extension from Promenade to Marina Bay. Has this been dropped?

Here is the answer from LTA which awarded tender to contractor in 2008:

The Land Transport Authority (LTA) has awarded the civil works contract (C901) for the Circle Line (CCL) Marina Bay Station to Hock Lian Seng Infrastructure Pte Ltd.

The contract is valued at S$348.4 million.

Scope of Contracts

Contract 901 is for the construction and completion of the CCL Marina Bay Station and tunnels. The scope also includes addition and alteration works to the existing North South Line (NSL) Marina Bay station, localised diversions of the East Coast Parkway and Marina Street as well as demolition of an expunged vehicular underpass.

Circle Line (CCL) Extension

When completed in 2012, the 2.4km CCL Extension will be a fully underground, automated rail transit system that will extend from CCL Promenade station via Downtown Line Stage 1 (DTL1) Bayfront station to the CCL Marina Bay station.

The Circle Line Marina Bay station is a new station on the Circle Line. It will serve as an interchange station connecting the Circle Line to the present North South Line. When completed, there will be an integrated entrance which will serve both the new Circle Line Marina Bay Station and the existing North South Line Marina Bay station.

Oh, is the CCL Ext a shuttle service?

Perhaps the reason it is not shown as yet is because the coding is yet to be confirmed? Or perhaps that the CCL Extension is a small part of something bigger? Many reasons. In any case, wouldn't you say that the terminal number "10" should be Marina Bay then? If so, then Bukit Panjang and Chinatown's end destination numbers would need to be changed. Either way, just wait and see. Perhaps if you're dying to know, might be easier to simply ask LTA. For all we know, they may just have forgotten to put it on the map though it is in the pipe line. :lol:

Apparently. Because DTL just got end destination 10 and 11. Circle line has 8 and 9. We all know that there is extension of CCL to Marina Bay. The only possibility raised is the further extension of CCL to Harbourfront to keep 8 and 9 intact.

If Promenade is like Tanah Merah, then we may have...
Dhoby Ghaut as "8", Bayfront as "9", provided that it has connection from Marina Bay to Harbourfront.

Only this section is complex in code placing. The planners may have figured out already. So this line is omitted purposely...

Sadly, I think it will be a long time before the CCL connects Marina Bay to HarbourFront (excluding the long way around). My understanding from LTA is that the NEL connection from HarbourFront is considered sufficient for the foreseeable future. I think the best we can hope for in the next few year would be announcement of a further extension from Marina Bay to Shenton Way. It would be wise to do that tunneling during or before construction of the MCE.

Sadly, I think it will be a long time before the CCL connects Marina Bay to HarbourFront (excluding the long way around). My understanding from LTA is that the NEL connection from HarbourFront is considered sufficient for the foreseeable future. I think the best we can hope for in the next few year would be announcement of a further extension from Marina Bay to Shenton Way. It would be wise to do that tunneling during or before construction of the MCE.

This is one of ways to keep "8" and "9". If you place "9" at CCL Harbourfront and put "8" at CCL Dhoby Ghaut.

CCL Marina Bay would get "10". However "10" is already affixed to DTL. The omitting of the leg between CCL Promenade and CCL Marina Bay from the map has arised the question. Will it become CCL Harbourfront 9A and CCL Marina Bay 9B?

MCE construction is already underway. Tunnels of MCE are far away from the "alignment" of extension for CCL between Marina Bay and Harbourfront.

Right now, it is north-south line extension to Marina South that would be meeting MCE tunnels directly.

JediAlf, I don't have enough confidence in the future routing of the CCL between Marina Bay and HarbourFront to know whether or not it will cross the path of the MCE, but such a CCL extension would seem likely to pass under the harbour next to E Lagoon Link that is being reclaimed where the MCE will join up with the AYE. I suppose the CCL extension might take a sharp turn just south of Marina Bay station and pass to the north of that area and miss the MCE.

JediAlf, I don't have enough confidence in the future routing of the CCL between Marina Bay and HarbourFront to know whether or not it will cross the path of the MCE, but such a CCL extension would seem likely to pass under the harbour next to E Lagoon Link that is being reclaimed where the MCE will join up with the AYE. I suppose the CCL extension might take a sharp turn just south of Marina Bay station and pass to the north of that area and miss the MCE.

http://img234.imageshack.us/img234/6081/mce2ge3.jpg

Tunnels start in contract 482 - still some distance away. Only North-south line will meet in contract 482 area.

http://1.bp.blogspot.com/_UDgko9HOlw0/SACTA9WXB9I/AAAAAAAAANE/j2C5EanwrlU/s400/bayfront_station.jpg

The lines beyond Bayfront...heading towards Downtown MRT station and Marina Bay Station.
Downtown Line newsletter (http://www.lta.gov.sg/projects/doc/Downtown%20Line%20Issue%206%20Final%20Version.pdf)

See the alignment towards C901 (Marina Bay).

JediAlf, thank you for providing those two maps. However, neither one appears to indicate the alignment of the CCL extension at or near Marina Bay station.

look at the dtl pdf, it contains the alignment to CCL MB station - this has been brought up before. alternatively, u may wish to look at the masterplan 2008 on ura.gov.sg, it shows the alignment too

MRT Marina Bay Interchange

http://farm3.static.flickr.com/2667/3724016496_b351ba435b_o.jpg

http://farm4.static.flickr.com/3534/3724016248_da4e9072cc_o.jpg

The 2008 Masterplan at www.ura.gov.sg shows the alignment of the CCL between Bayfront and Marina Bay running in a straight line under Bayfront Avenue and then, after Marina Bay station beginning a gentle curve to the west at McCallum Street. It's far from clear where exactly the CCL would be extended beyond that, but extrapolating suggests that the CCL would pass under the MCE near E Lagoon Link. The tender for the construction of the Marina Bay CCL station should probably include a map showing the overrun tracks. That map would shed some light on the question.

I'm sure that LTA has plans for a CCL6 but personally, I don't think we will see a CCL6 within the next 20 or so years.

Firstly, Keppel and Tanjong Pagar container terminals. They might be there for a long time, and I'm unsure as to how urgent is PSA's need to relocate most port operations to Pasir Panjang, especially as Singapore has beaten estimates, and is STILL the world's busiest port. Clearly, the emergence of Pelapas and Yangshan has not eroded Singapore's port operations like how Singapore planners themselves expected.

Secondly, the Thomson Line. Except the area closest to Tanjong Pagar Railway station, and NEL2, the TSL essentially covers the area rather well up to Outram Park. It's not direct but, it gets rather close.

LTA does plan for CCL stage 6. Below is a reply from LTA to my query back in June 2005.


MRT CIRCLE LINE STAGE 6 AND EASTERN REGION LINE
FEEDBACK NUMBER: 256157


Thank you for your feedback of 17-JUN-2005.

The Downtown Extension (DTE) is currently envisaged as a part of the Circle Line (CCL) with provisions for future extensions to the future Bukit Timah Line and the Eastern Region Line. As illustrated in the map by The Straits Times (Wednesday, 15 June 2005), these future lines are planned to be extended towards the northwest and eastern regions of Singapore, respectively.

The proposal is to extend the DTE towards the east from Chinatown Station in order to link with CCL MacPherson Station and Kim Chuan Depot. This would also allow DTE and future extensions of this line access to Kim Chuan Depot.

Given the current pace of development in the central area, CCL Stage 6 will only be needed in the longer term to support developments in south-western central area.

Thank you for your interest in rail transportation in Singapore.


Yours sincerely,


(name and appointment deleted)
PLANNING DEPARTMENT

mcarling, LTA has many plans. We all know Thomson Line and Eastern Region Line are now being planned. The target year for TSL is set to 2018. ERL - 2020. This means Marina Bay is expected to get built up by 2020 to justify the construction of TSL/ERL stations in Marina Bay.

Completion of North-south line extension to International Cruise Terminal is set to 2014. Marina Bay Interchange and BayFront will be ready by 2012. Downtown Stage 1 to be completed by 2013. International Cruise Terminal is scheduled to be ready by 2010.

Now we have less than 9 years from 2009 to 2018. Within 9 years, plots of land in Marina Bay would be tendered and awarded. This will build up the dense developments in Southwestern Central gradually. It takes a decade to build up a district.

CCL Stage 6 will eventually be built within a decade. We may see how LTA puts the end destination number for CCL Marina Bay when time gets close to 2012.

I can imagine the next CCL station after Marina Bay being located somewhere near the current Shenton Way Bus Terminal, which is served by 10 different bus routes. I would think that 10 bus routes would demonstrate sufficient traffic to justify an MRT station. No?

I can imagine the next CCL station after Marina Bay being located somewhere near the current Shenton Way Bus Terminal, which is served by 10 different bus routes. I would think that 10 bus routes would demonstrate sufficient traffic to justify an MRT station. No?

Still not sufficient traffic. When Circle Line Stage 1 opens, this will give commuters more options to take. Everytime I take 97 that goes through Shenton Way, much of the area is dead town.

The surrounding land next to Shenton Way bus terminal would be due for redevelopments. Injecting more residential homes. So that the stations would not be dead place in the night.

MCE would be ready after 2013 and roads need to be realigned.

I'm not sure how the impending road realignment should keep LTA from planning a further extension to the CCL. If LTA were to make a decision tomorrow, it would be unlikely to open before 2014 -- at the earliest -- by which time demand would be greater than it is today.

I'm confident that URA would like to see development between Marina Bay and HarbourFront. Planning CCL6, even if it won't be built right away, would be a positive step toward developing the area.

That's why I believe that CCL6 may only be announced perhaps as late as 2 to 3 decades at the very earliest.

^^

Yup most likely depending on how soon PSA is able to relocate its facilities.

Got diagram?

I have a feeling that they might do some temporary numbering (or lack there of).

Step 1: open Circle line to completion. Dhoby Ghaut = 8, HarbourFront = 9
Step 2: introduce Prom-MRB extension without terminal numbering (maybe call it IR Link?)
Step 3: open CCL6, then Promenade = 9.

So now you got your full circle. Kind of.

Well, numbering will always be off, especially when the Tuas South Extension becomes operational and needs a new end-destination number. The EWL would then be what? 1, 2, 3, 13? 14? 15? Unless they renumber it. In that case, might as well give Tanah Merah an end-destination code too to represent the Changi branch. Ideally, it could be 3A and 3B if they didn't want the hassel of renumbering.

Perhaps everything will be renumbered in time to come with the future projections in mind. Personally, I'm not sure that since the name is Circle Line that it needs to be a fully closed circle. To me, its the idea that matters - circle = loop = ring. End of opinion. :)

i think that the nel from harborfront to dhoby was originally a part of the circle line.

Got diagram?

This map roughly shows how CCL stage 6 will be aligned.

http://www.lta.gov.sg/images/a1.jpg

Map is taken from: http://app.lta.gov.sg/corp_press_content.asp?start=237

Well, numbering will always be off, especially when the Tuas South Extension becomes operational and needs a new end-destination number. The EWL would then be what? 1, 2, 3, 13? 14? 15? Unless they renumber it. In that case, might as well give Tanah Merah an end-destination code too to represent the Changi branch. Ideally, it could be 3A and 3B if they didn't want the hassel of renumbering.



It will be costly if LTA renumbers the entire network.



Possible Option 1
- Tuas West - 2A
- Tuas South - 2B
EWL - 1 and 3 will stay intact.
Because both lines are in Tuas as opposed to Expo-Changi Airport and Simei-Pasir Ris - two distinct areas.

Possible Option 2
- Tuas West - 2
- Tuas South - 2A
EWL - 1 and 3 will stay intact.

16July09

Buona Vista MRT

http://www.smugmug.com/photos/592812911_qLWKt-L.jpg

^^

Good shot. The Buona Vista area could become quite a thriving urban node with the completion of the Cultural Complex, The Rochester development and the future sale site beside the MOE.

Regarding this business about numbering stations, I think they should just do away with it entirely. I remember Bishan as N8 when it first opened. Now, I can't remember what it is.

The audio announcements never make reference to the station numbers. I also am not sure how useful it is to foreigners who don't read English/Mandarin/Tamil, since the station signboards are in those languages anyway. Who exactly do the station numbers cater for?

^^ I think it is useful to the foreigners who don't speak English, as the alphanumeric code will help them locate the stations. Don't forget we are an immigrant based nation and not everyone speaks English. Alphanumeric codes are universal.

How about Tokyo Metro or many metros in Japan with this format?

In Kyoto, the English announcement is like this.

The next stop is, Takeda, number K-15.

At least Singapore doesn't impliment this...
Now imagine our MRT system saying...

Next station, C-C-1 Dhoby Ghaut.

Nevertheless I still prefer no alphanumeric codes... yes it is quite messy.

It is messy, yes. But it does help. Imagine it would be messier if they applied the former line-map representation without alphanumeric codes in the trains. It is because of the alphanumeric coding that they can de-clutter the single line maps a little by removing the whole mrt symbol + line name + line code under each new interchange station as the alphanumeric coding speaks enough for itself. Previously Choa Chu Kang, Dhoby Ghaut and Outram Park used to display the whole length of information but now simply show BP1, NE6 and NE3 respectively. It allows for easier reference. And I like the fact that it shows you which lines are there easily. Coding is always related to the line name so its easy once you're familiar with it. You don't really need to know the number either, just the line coding which helps.

Interchange stations just need to be shown with the names of the lines that connect there. There is no need to indicate the interchange station's numbers along each line. London is a good example of how this works.

Singapore is certainly a nation of immigrants, but English is the lingua franca of Singapore and of the world. Immigrants should be expected (perhaps required) to achieve functional (if not literary) fluency in English as part of the immigration process. Mutual understanding is important to Singapore's productivity.

Sure, it works. But I feel it makes it more obvious. At least to me that is. I could have a colour but not know which branch it was. Coding helps. And that is why Tanah Merah should really be EW4/CG1. I wonder who put that convention out the window though.

(...)Singapore is certainly a nation of immigrants, but English is the lingua franca of Singapore and of the world. Immigrants should be expected (perhaps required) to achieve functional (if not literary) fluency in English as part of the immigration process. Mutual understanding is important to Singapore's productivity.

Second that.

If we follow that logic, soon we end up having to learn immigrants' or visitors' languages to communicate with them. Its really not that hard to learn Latin alphabet and absolute basics of English to get around and thankfully, majority of non-English speaking nations already introduced it as a second language in schools.

It is messy, yes. But it does help. Imagine it would be messier if they applied the former line-map representation without alphanumeric codes in the trains. It is because of the alphanumeric coding that they can de-clutter the single line maps a little by removing the whole mrt symbol + line name + line code under each new interchange station as the alphanumeric coding speaks enough for itself. Previously Choa Chu Kang, Dhoby Ghaut and Outram Park used to display the whole length of information but now simply show BP1, NE6 and NE3 respectively. It allows for easier reference. And I like the fact that it shows you which lines are there easily. Coding is always related to the line name so its easy once you're familiar with it. You don't really need to know the number either, just the line coding which helps.

former line map representation?

i still prefer Tokyo Metro of naming the line after a single alphabet instead of two letters.

Interchange stations just need to be shown with the names of the lines that connect there. There is no need to indicate the interchange station's numbers along each line. London is a good example of how this works.

Singapore is certainly a nation of immigrants, but English is the lingua franca of Singapore and of the world. Immigrants should be expected (perhaps required) to achieve functional (if not literary) fluency in English as part of the immigration process. Mutual understanding is important to Singapore's productivity.

Pfft Singaporeans can't speak english they speak Singlish... and PRCs also cannot speak English prefering to use Mandarin. :(

Pfft Singaporeans can't speak english they speak Singlish... and PRCs also cannot speak English prefering to use Mandarin. :(

That's a bunch of stereotypes. I, and quite a many, consciously try not to use Singlish at all if we can help it. I know for a fact that PRCs refer to names in Singapore as how they are in English instead of Mandarin cos' few people know what are the Mandarin equivalents of several places.

Then why bother putting signs up in the stations in Mandarin and Tamil?
I can't even read simplified characters lolx

In HK, its fair enough to have Chinese words because Cantonese is the first language, unlike Singapore where everyone needs to use English to communicate.

Yes, I agree it might be useful for tourists who might not have been acquainted with the Latin alphabet their entire lives but I think this move is more politically guided than anything; they're up there because they're our official languages.

This is especially so if you're looking at the Tamil-speaking population (not Indian) of Singapore, which if you narrow down, isn't alot of people, and the likelihood of Tamil-speakers who do not know how to speak English becomes even lesser. There might even be more Thais, Koreans and Japanese expats than Tamil-speakers who might not be acquainted with English.

And the 4 languages thing is not extended to signs throughout the rest of the station... So really, I believe it's more political guided than anything.

This is unlike Tokyo Metro where there are signs in Mandarin, Korean and English for virtually all the main signs. Pictograms, if there's no space, eg, toilets.

Pfft Singaporeans can't speak english they speak Singlish.
Every year, the proportion of Singaporeans who can speak English rises, as does the proportion who do speak English.

Yes, I agree it might be useful for tourists who might not have been acquainted with the Latin alphabet their entire lives but I think this move is more politically guided than anything; they're up there because they're our official languages.

This is especially so if you're looking at the Tamil-speaking population (not Indian) of Singapore, which if you narrow down, isn't alot of people, and the likelihood of Tamil-speakers who do not know how to speak English becomes even lesser. There might even be more Thais, Koreans and Japanese expats than Tamil-speakers who might not be acquainted with English.

And the 4 languages thing is not extended to signs throughout the rest of the station... So really, I believe it's more political guided than anything.
I agree that signs are posted in all four official languages more for political than for practical reasons. When the MRT first opened, there were still a lot of older Singaporeans unable to read English; now there are few and the number is dropping fast. More tourists can also read English than ever before.

For political reasons, it would be very difficult to drop Tamil (or Tamil and Malay) without also dropping Chinese. As absurd as it is has become to have MRT signs in Tamil, it is not yet absurd to have MRT signs in Chinese, though it is moving in that direction.

I would like to the DTL open with English-only signs, but I don't expect it. I expect English-only MRT signs are more likely to appear with the opening of the Holland or Seletar Line in the 2020s.

I think it is a must for all station names / announcements to be in at least English and Chinese, the 2 most widely spoken languages. Or better yet in all 4 official languages.

It would reflect our multicultural society, but on a more functional level, to aid those who can't understand / are not literate in English, like the elderly especially to travel on the public transport system.

This is especially so if you're looking at the Tamil-speaking population (not Indian) of Singapore, which if you narrow down, isn't alot of people, and the likelihood of Tamil-speakers who do not know how to speak English becomes even lesser. There might even be more Thais, Koreans and Japanese expats than Tamil-speakers who might not be acquainted with English.

This is unlike Tokyo Metro where there are signs in Mandarin, Korean and English for virtually all the main signs. Pictograms, if there's no space, eg, toilets.

Yes, the whole 4 languages thing is obviously politically guided I believe.
All Tamils can speak English already.

I love Tokyo Metro! The signs are very detailed... Japanese Kanji and Kana characters, English, Simplified Chinese, Korean phonetics.

Singapore should do the same, or simplify the redundant.

I think it is a must for all station names / announcements to be in at least English and Chinese, the 2 most widely spoken languages. Or better yet in all 4 official languages.

It would reflect our multicultural society, but on a more functional level, to aid those who can't understand / are not literate in English, like the elderly especially to travel on the public transport system.

I second that, but I don't think it can be done, can it?
But I think SMRT and SBS Transit are trying to encourage everyone to speak English.

SBS Transit already has the ANNOYING quadrilingual 'mind the gap' thingo. pfft

former line map representation?

i still prefer Tokyo Metro of naming the line after a single alphabet instead of two letters.
http://www.transitlink.com.sg/images/eguide/mrt_in_train_route.jpg
For SMRT look at Outram & Dhoby Ghaut. Now imagine applying that format at Dhoby Ghaut with the Circle Line. Then further apply with Circle Line at Paya Lebar, Bishan, Marina Bay, Buona Vista....

With the CCL alone, the map would've looked similar to the one below applying the old format. Can you imagine with DTL added how cluttered it would look?

http://i38.photobucket.com/albums/e130/whataprob/Rail/intrainwithccloldformat.jpg

The new format is something as seen on the CCL maps (can't find the one for NS and EW Lines). Just look at how they display the interchange stations.

http://upload.wikimedia.org/wikipedia/en/thumb/5/5b/C830_Map.JPG/800px-C830_Map.JPG

I much prefer the new version...

But I think we can all agree that by the time the TSL and ERL are up, it might be a good time to overhaul the system map.

There's something I noticed with the Circle Line. I don't take the North East Line much so I can't say for that. However, I noticed that the line map, regardless on which side of the train, is always (9) Marymount at the extreme left, and (8) Bartley at the extreme ride. I'd think it'd be more appropriate for one side of the map to be laterally inverted so that the direction of the train will always be in sync with the direction of how the eyes would view the line.

This is not really a complaint, just an observation.

delete

The problem with inverting is that it becomes really difficult to read in a way, due to the orientation. If you've used the RapidKL Kelana Jaya Line, the line maps on the platform are that way. Takes quite a bit getting used to. And even then I still got confused with the switched orientation. For CCL, if you've noticed, maroon seats are always the first towards Bartley and teal seats towards Marymount. The orientation never seems to change.

That said, I too like the new display format much better. As said, it eliminates clutter.

I much prefer the new version...

But I think we can all agree that by the time the TSL and ERL are up, it might be a good time to overhaul the system map.

There's something I noticed with the Circle Line. I don't take the North East Line much so I can't say for that. However, I noticed that the line map, regardless on which side of the train, is always (9) Marymount at the extreme left, and (8) Bartley at the extreme ride. I'd think it'd be more appropriate for one side of the map to be laterally inverted so that the direction of the train will always be in sync with the direction of how the eyes would view the line.

This is not really a complaint, just an observation.

Why doesn't NEL have the same format for (6) Harborfront and (7) Pungol on the in train maps?

http://www.bento.com/pix/tokyosubway2008.jpg

This is how Tokyo Metro handles their line complexity... maybe Singapore copied them?

This is how Tokyo Metro handles their line complexity... maybe Singapore copied them?

Singapore MRT system map has been already copying some of the features found in many city subway maps including end destination codes and single colour for lines as well as interchanges. The Singapore map has been evolving over years.

MRT & LRT Signage changes in 2001 (http://www.lta.gov.sg/signage/changes.html)

If I'm not wrong, Tokyo Metro adopted its alphanumeric coding in the early 2000s as well, when it was rebranded from Teito...

But I'd dare say Tokyo Metro took the alphanumeric idea from Singapore. I think they acknowledged that but I read it so long ago that I'm afraid that I may have mixed up facts so I can't be too sure.

http://www.bento.com/pix/tokyosubway2008.jpg

This is how Tokyo Metro handles their line complexity... maybe Singapore copied them?

It is possible that Singapore will have something as complex as Tokyo's Metro line within the next 20 - 30 years.

http://www.picamatic.com/show/2009/07/21/09/33/4520042_bigthumb.jpg (http://www.picamatic.com/view/4520042_MRT/)

We are seeing three car carriages from Bombardier plying the Circle line, and there are myriad trasportation options possibly in the future of mass transportation. Magnetic Propulsion or other forms of future locomotive technologies, being cheap and by far the most fuel efficient form of transportation...its likely we will be seeing more projects coming on-stream with the completion of the Circle line and other projects...

http://people.reed.edu/~reyn/AmsterdamMap.5.JPG
1997 Amsterdam Metro system

UK Underground Map (http://www.barclayweb.com/DESTINAT/unitedki/ENGLAND/undgr.gif)

Most maps in Europe would show the line - end destination remains the same at both ends. Singapore map's end destination codes are by the numbers in sequence. However the symbols of stations and interchanges on the map are apparently adopted from European metro maps.

^^ Those "end destination numbers" are line numbers.


I too prefer the new CCL maps which just show the alphanumeric code. Then all you need is a legend on the side to say what NS, EW or NE refers to. Otherwise, the NS-EW map is going to get seriously crowded and confusing once DT starts

http://www.picamatic.com/show/2009/07/21/09/33/4520042_bigthumb.jpg (http://www.picamatic.com/view/4520042_MRT/)LOL, someone is still using my fantasy map. It is so out of date now. I really should get started on the new one.

Singapore MRT system map has been already copying some of the features found in many city subway maps including end destination codes and single colour for lines as well as interchanges. The Singapore map has been evolving over years.

OH! like the HK MTR!!

^^ Those "end destination numbers" are line numbers.


I too prefer the new CCL maps which just show the alphanumeric code. Then all you need is a legend on the side to say what NS, EW or NE refers to. Otherwise, the NS-EW map is going to get seriously crowded and confusing once DT starts

Yeah, it's simpler and easier to use :)

LOL, someone is still using my fantasy map. It is so out of date now. I really should get started on the new one.

Nov, looking forward to your update.

Nov, I'm also looking forward to your next fantasy map, though I hope it's less fantastic and more realistic than the previous one. ;) For example, the Seletar Line would surely pass through the CBD and terminate someplace like Marina Bay with interchanges and new stations in the CBD. Also, politics dooms any possibility of a Johore Line unless some sort of revolution takes place in Malaysia.

^^ Those "end destination numbers" are line numbers.


I too prefer the new CCL maps which just show the alphanumeric code. Then all you need is a legend on the side to say what NS, EW or NE refers to. Otherwise, the NS-EW map is going to get seriously crowded and confusing once DT starts
With the inclusion of the CCL, they've changed the format to that seen on the CCL as well. Haven't managed to find a picture of it yet though.

With the inclusion of the CCL, they've changed the format to that seen on the CCL as well. Haven't managed to find a picture of it yet though.

isn't the format now on the STARIS and updated maps? i thought so...
Not sure about NEL though.

isn't the format now on the STARIS and updated maps? i thought so...
Not sure about NEL though.
Yes it is. Was just clarifying that the format has been changed to that as on the CCL and is not like the one in which I posted. NEL also has adopted the new format and also shows connection to the Sentosa Express.

Nov, I'm also looking forward to your next fantasy map, though I hope it's less fantastic and more realistic than the previous one. ;)It's a fantasy map. I'll have elves shooting at goblins if it'd make sense :nuts::lol: The CBD was the way it was due to lack of space there, and everything was based on the 2001 concept plan. I'm eagerly awaiting the 2011 concept plan, but I guess the next revision will still follow the 2001 concept plan with the exception of stuff already announced.

It's a fantasy map. I'll have elves shooting at goblins if it'd make sense :nuts::lol: The CBD was the way it was due to lack of space there, and everything was based on the 2001 concept plan. I'm eagerly awaiting the 2011 concept plan, but I guess the next revision will still follow the 2001 concept plan with the exception of stuff already announced.

Also include the northshore or north coast line, or whatever its called. :D
I'll like to see lorong halus being developed some day... in a decade perhaps?

Yes it is. Was just clarifying that the format has been changed to that as on the CCL and is not like the one in which I posted. NEL also has adopted the new format and also shows connection to the Sentosa Express.

I haven't seen the new NEL maps... anyone care to take a photo and post it up here? meanwhile i hate to say it but we are again going off topic :(

any CCL updates?

^^ Tunnel lining segments still seen at Holland Village station site. Should be between Farrer Road and Holland Village that tunneling is still on-going. Exits are away from the main platform area and thus can progress at a different schedule. They're already installing escalators I believe.

Kent Ridge also has escalators being installed at 1 exit as well.

Aiyo... take so long :(
How about CCL1?

Also include the northshore or north coast line, or whatever its called. :DWah, Singaporeans these days are so demanding! I've got one question for you nathpoop - did you click on the map and check the legend? Please could you tell me what does the second line of the left column (the blue line) represent. Thanks!

Botanic Gardens' entrance is coming up really slowly though but the lift-shaft can be clearly seen under-construction... Plus there are new road diversions there, presumably for the Downtown Line. I passed by but didn't get a good look but there is still work going on at Caldecott.

I think LTA is really crawling on the western half of the CCL.

It's a fantasy map. I'll have elves shooting at goblins if it'd make sense :nuts::lol:

It's your map and you can do whatever you want with it. I was just trying to provide some constructive feedback. Now that you mention it, elves shooting at goblins makes about as much sense as the Seletar Line stopping just short of the CBD -- and would be a lot more fun. :nuts: :lol:

I understand about space constraints in the CBD area of the map. Perhaps you could just show the Seletar Line passing through the CBD and interchanging with some existing stations along the path shown on the 2001 Concept Plan, leaving out new stations. That would fit better. ;)

Wah, Singaporeans these days are so demanding! I've got one question for you nathpoop - did you click on the map and check the legend? Please could you tell me what does the second line of the left column (the blue line) represent. Thanks!

Wheres the map link? There are tons of fantasy maps online :D HAHAH, i'm a typical singaporean! (: If your talking about the picture above, Its North Shore Line, NL. You could also call it North Coast Line, NC. :D

Wheres the map link? There are tons of fantasy maps online :D HAHAH, i'm a typical singaporean! (:Just click on the image in the post above.

Just click on the image in the post above.

It's North Shore Line, NL. So weird, call it North Coast better, just a suggestion (:

Botanic Gardens' entrance is coming up really slowly though but the lift-shaft can be clearly seen under-construction... Plus there are new road diversions there, presumably for the Downtown Line. I passed by but didn't get a good look but there is still work going on at Caldecott.

I think LTA is really crawling on the western half of the CCL.
Don't think its entirely their fault either. They had to deal with the collapse and then the sand ban... Undoubtly slows things down a fair bit. Also, it may appear slow to no progress for lifts, but generally the CCL stations use glass and metal shafts so they should be assembled quicker than concrete shafts.

It may be weird to you, but that's the name used by the LTA, and by the Singapore Government in a white paper (http://www.lta.gov.sg/corp_info/doc/white%20paper.pdf).

Hmm.. let's see, what name do I use? The name used by the LTA and the Singapore Government or a name suggested by a forum user who doesn't even know how to click on links and has to be told to do so? I guess it's no contest. I think I'll keep calling it the North Shore Line, until LTA changes the name!

It may be weird to you, but that's the name used by the LTA, and by the Singapore Government in a white paper (http://www.lta.gov.sg/corp_info/doc/white%20paper.pdf).

Hmm.. let's see, what name do I use? The name used by the LTA and the Singapore Government or a name suggested by a forum user who doesn't even know how to click on links and has to be told to do so? I guess it's no contest. I think I'll keep calling it the North Shore Line, until LTA changes the name!

Better stick to LTA then, I don't like the North Shore Line because of the abbreviation allocated to it, weird.

Don't think its entirely their fault either. They had to deal with the collapse and then the sand ban... Undoubtly slows things down a fair bit. Also, it may appear slow to no progress for lifts, but generally the CCL stations use glass and metal shafts so they should be assembled quicker than concrete shafts.

how about stage 1 and 2 stations?
any progress so far?

^^ Stage 1's pretty much the same... Well except for Promenade, where the ground level feels more dug out than before because of the current construction of the DTL1 and CCL Extension.

As for Stage 2, I'm not sure, I'm sure the few BRAND-NEW local forumers who've just joined might provide some information rather than just ask, ask and ask about things that can be easily Googled.

Stage 2 is pretty much the same. Tai Seng up and waiting, MacPherson too. Paya Lebar is progressing, not much you can see on the outside anyway. Perhaps just some of the metal walls used to shield the linkway from the trains are coming down as it progresses. Dakota and Mountbatten I'm not sure, but probably most of the work is going on inside such as interior design, electrical and utility works.

http://img48.imageshack.us/img48/3875/bartleyji3.jpg

http://img376.imageshack.us/img376/5803/serangoon4kk0.jpg

This will be exactly the same in Stage 2 as what they did to CCL Stage 3. Trains were still rumbling past while the contractors underwent interior installation. So Stage 2 will be in this stage of interior fittings as well as mechanical and electrical fittings already, I presume.

These photos were first appeared in the internet last year.

I think its all gonna happen really fast :)

I think its all gonna happen really fast :)
We will certainly see more frequent introductions of MRT service over the next decade than we have ever seen before. :banana:

It is. Perhaps sooner than we think? MacPherson's station name signs are already up, displaying CC10 MacPherson where previously existed a white panel only. On the reverse side, directions to different locations are up. So perhaps we'll see the next stage open early next year.

Paya Lebar is ramping up too, backfilling is complete with utilities being reinstated and then following that the road. The exits are nearly there with electricals and exterior work being done. The connections are in place and being fitted out on the interior. If you happen to pass by, you can now see the platform's extension to the linkway is fully glass-ed up and the protective metal panels that used to be in place taken away. The road near the ventilation shaft is being resurfaced while other parts still need to be leveled before they can progress to resurfacing.

It is. Perhaps sooner than we think? MacPherson's station name signs are already up, displaying CC10 MacPherson where previously existed a white panel only. On the reverse side, directions to different locations are up. So perhaps we'll see the next stage open early next year.

Paya Lebar is ramping up too, backfilling is complete with utilities being reinstated and then following that the road. The exits are nearly there with electricals and exterior work being done. The connections are in place and being fitted out on the interior. If you happen to pass by, you can now see the platform's extension to the linkway is fully glass-ed up and the protective metal panels that used to be in place taken away. The road near the ventilation shaft is being resurfaced while other parts still need to be leveled before they can progress to resurfacing.

What do you mean by 'directions to different locations'?

I think he meant the locality map

^^ Oh okay... how about Stage 1 stations?

^^ Oh okay... how about Stage 1 stations?

Alamak. Stage 1 Nicoll Highway is the ONLY one still in interior fittings. The rest is completed last year or even in 2007.

http://farm4.static.flickr.com/3160/3049483405_7a61d53752_b.jpg
CC2 - Bras Basah

http://farm3.static.flickr.com/2330/3534901267_e615d48d72_o.jpg
Found on Flickr... - CC4 Promenade

Circle Line photos (http://www.flickr.com/search/?q=Circle+Line+Singapore&page=10)

Alamak. Stage 1 Nicoll Highway is the ONLY one still in interior fittings. The rest is completed last year or even in 2007.



Yeah I know... TT_TT
What does 'Alamak' mean? I hear that word used all the time and I also used it frequently.

Yeah I know... TT_TT
What does 'Alamak' mean? I hear that word used all the time and I also used it frequently.

something like oh my god in malay

Haha, there was once at night which I nearly stepped into the cascading water feature, mistaking them for stairs.

Alamak. Stage 1 Nicoll Highway is the ONLY one still in interior fittings. The rest is completed last year or even in 2007.

Why don't they start services between Dhoby Ghaut and Promenade? Or Dhoby Ghaut to Stadium skipping Nicoll Highway? Or Dhoby Ghaut to CCL3 skipping all stations that are not ready?

What do you mean by 'directions to different locations'?
If you've noticed, at some stations, where the name is displayed, on the reverse side they have directions.

Eg.
<- Paya Lebar Road | Circuit Road ->
....Bus Stop...........|

This picture is probably a better indicator. Look at the sign behind the gating.

http://farm4.static.flickr.com/3288/3039919797_36cee5f274.jpg?v=0
http://www.flickr.com/photos/8741320@N05/3039919797/sizes/l/

I think he meant the locality map
Haven't seen any location maps for MacPherson. Don't know where they're located either. Perhaps at the concourse level? They do have the box where first and last train timings are displayed though.

Why don't they start services between Dhoby Ghaut and Promenade? Or Dhoby Ghaut to Stadium skipping Nicoll Highway? Or Dhoby Ghaut to CCL3 skipping all stations that are not ready?
There's probably not enough catchment to operate a line within the CBD with only 1 interchange. The line needs to tap on the catchment areas where people stay and would contribute to the line's usage - the heartlands (eg. Marymount, Lorong Chuan, Mountbatten, Dakota). If it were simply Dhoby Ghaut - Promenade, there wouldn't be much use for that line. Skipping stations may be a way, but if various factors play a part, they all pull at the pie and eventually its not worth it. Factors like incomplete testing of systems, lack of commuters could play a part. MacPherson and Tai Seng on their own wouldn't play a big part. Both are in semi or fully industrial areas and thus not too much passenger traffic would be generated.

Major passenger traffic would come from the interchange at Paya Lebar and the heartland stations. Stadium would not be widely used by many unless there are events going on and if stage 1 were simply operated by itself, there wouldn't be much use of the line. CCL only seems to work as a whole, not as individual sections. Or at least not yet.

Why don't they start services between Dhoby Ghaut and Promenade? Or Dhoby Ghaut to Stadium skipping Nicoll Highway? Or Dhoby Ghaut to CCL3 skipping all stations that are not ready?

Yeah I know :(

Farrer Road station

http://farm3.static.flickr.com/2432/3678661178_ca7fa2ae05.jpg?v=0
http://farm3.static.flickr.com/2432/3678661178_ca7fa2ae05.jpg?v=0

Posted July 1, 2009

This forum is getting more and more exciting :)
It's a journey if one ventures back to page one!

i havent even taken CCL yet coz its so far from where i stay and i dun need it yet.
definitely need to wait till at least stage 1 and 2 to open for me to reallly make use of it

Looks like Nicoll Highway is under pressure to complete ASAP... Passed by, cladding for the station entrances are done while the lift shaft is still bare concrete with scaffolding.

Looks like Nicoll Highway is under pressure to complete ASAP... Passed by, cladding for the station entrances are done while the lift shaft is still bare concrete with scaffolding.

:banana: this is obviously because the stage 1 stations are all now complete and sitting like ghost towns :(

when i was in singapore, i saw these stations and was planning to take the mrt from there when i realised it was closed... :lol:

:banana: this is obviously because the stage 1 stations are all now complete and sitting like ghost towns :(

when i was in singapore, i saw these stations and was planning to take the mrt from there when i realised it was closed... :lol:


Stage 1 got line "cut" off because of Nicoll Highway collapse and the engineers had to change the plans and relocated to new site. By then, Stage 1 stations were completed. Nicoll Highway site was still at excavation stage and the engineers had to re-tunnel to Stadium.

The same contractor building other Stage 2 stations had these stations delayed due to extra inspection over the beams and pillars. The contractor doing MacPherson had problem with LTA that resulted in termination of the contractor's service and got another contractor to finish it. While at Paya Lebar, the engineers encountered problem with the pilings that they had to spend time to figure out the solution. This is why Tai Seng in Stage 2 is the only one station is completed and obtained TOP.

By then, Stage 3 stations were completed and ready for operation.

I believe the limiting factor is Paya Lebar rather than Nicoll Highway or any other Stage 1 or 2 stations for that matter. it is Paya Lebar that will really inject traffic along Stage 1 to Stage 3.

Bartley, Marymount and Lorong Chuan are not exactly the most profitable stations but they were opened because of Serangoon and Bishan interchanges. tunnelling has been completed and I see no issues with trains bypassing these stations as long as the PSDs are in place.

The Realignment of Nicoll Highway Tunnels, a Risk Management Approach (http://www.eng.nus.edu.sg/civil/csge/UGS/2007/papers/s2-3.pdf)

Showing the alignment of new tunnels and difficulties faced.

September 2007 Circle Line Construction Update (http://app.lta.gov.sg/corp_press_content.asp?start=1822)

For those who miss out the information...

I believe the limiting factor is Paya Lebar rather than Nicoll Highway or any other Stage 1 or 2 stations for that matter. it is Paya Lebar that will really inject traffic along Stage 1 to Stage 3.

Bartley, Marymount and Lorong Chuan are not exactly the most profitable stations but they were opened because of Serangoon and Bishan interchanges. tunnelling has been completed and I see no issues with trains bypassing these stations as long as the PSDs are in place.

I second that... why didnt they do it for Nicoll when they could have done it for Woodleigh?

Is Nicoll still opposite Golden Mile Complex though?

^^ Don't forget that in light of the Nicoll Highway collapse, they shifted the station further south and this entailed essentially boring new tunnels from Promenade to Stadium.

I don't think any station can ever claim to be the key to injecting passengers on an orbital line. It's really a case of the more the number of stations open, the more connectivity it will offer potential commuters, thereby sustaining and strengthening its viability instead of relying connecting passengers to other main lines because connecting commuters only add to the physical crowd without any equal increase in ticket revenue.

Nicoll Highway is now roughly in between Golden Mile and the Concourse... But closer to Marina Reservoir.

I second that... why didnt they do it for Nicoll when they could have done it for Woodleigh?

Is Nicoll still opposite Golden Mile Complex though?

http://farm4.static.flickr.com/3474/3770727859_c12d9e9c84_o.jpg

http://farm3.static.flickr.com/2530/3770727547_29c3eddbec_o.jpg

Source: Photos are taken from the pdf...in public domain (http://www.eng.nus.edu.sg/civil/csge/UGS/2007/papers/s2-3.pdf)

^^ oh! so the ones showing the pictures of nicoll being constructed opposite golden mile was before it collapsed?!

^^ oh! so the ones showing the pictures of nicoll being constructed opposite golden mile was before it collapsed?!

http://thestar.com.my/archives/2004/4/21/nation/p1collapse.jpg

http://farm4.static.flickr.com/3126/2569485427_8ce3bea275.jpg
Collapsed in 2004, taking large chunks of highway. The bridge just remained intact.

http://farm4.static.flickr.com/3157/2570310374_235f15c947.jpg

http://www.streetdirectory.com/stock_images/travel/simg_show/11399926790051/1/nicoll_highway_opp_golden_mile_towers_b80169/

http://img323.imageshack.us/img323/9213/swisse7hw.jpg
Aftermath after the collapse - the entire original site was filled up. Road diverted.

http://farm1.static.flickr.com/168/432143039_7f12337550_b.jpg
Road restored. Nicoll highway station is shifted to new site.

Last pic is beautiful! Kind of inspiring :)

Last pic is beautiful! Kind of inspiring :)

The last picture was found from the thread under [SGP] Singapore Expressway.

[SGP] Singapore Expressway (http://www.skyscrapercity.com/showthread.php?t=503897&page=3)

Yes it is inspiring. It really means "Life has to go on."

Or rather...

Everything's being swept under the rug...

Or rather...

Everything's being swept under the rug...

How would you have handled the collapse differently?

http://www.lifeofguangzhou.com/node_10/node_37/node_82/img/2008/11/16/122680494055299_1.jpghttp://www.contractjournal.com/blogs/world-construction-blog/general_china_subway-thumb-250x321.jpg

http://i1.ce.cn/english/National/Local/200811/18/W020081118382654832896.jpg

This subway construction collapse occurred in Hangzhou, China in Nov 2008, leaving 21 dead - all construction workers. More than 10 vehicles including a bus were trapped.

It would be choatic if the traffic is heavy on Nicoll Highway. Building underground lines have high risks and engineers have heavy responsibilities. So far there were several reports of cave in for Circle Line in past years.

Despite the Nicoll Highway collapse, this never stops LTA from building new underground lines...

Singapore MRT 20 years on - By Elkem Microsilica (http://www.elkem.no/dav/9b7f5e8914.pdf)

Elkem Microsilica manufactures special concrete for tunnel walls.

Projects to repair water leakage in tunnels (http://www.unifor.com.sg/project.htm)

Is it just me, or has anyone noticed any additional or pick up in activity at the stage 1 stations? Esplanade has the mode symbol and public transport logo up at the entrances opposite the war memorial, near the old NCO club and outside the Raffles Link (I think that's the name). There's been work going on behind the shutters at the section between the CityLink Mall and Suntec City on both sides.

Bras Basah's station name sign is up. Was it covered up before? Dhoby Ghaut has been seeing some movement/alteration to its temporary walls (ie. panels missing, being covered up again).

Is it just me, or has anyone noticed any additional or pick up in activity at the stage 1 stations? Esplanade has the mode symbol and public transport logo up at the entrances opposite the war memorial, near the old NCO club and outside the Raffles Link (I think that's the name). There's been work going on behind the shutters at the section between the CityLink Mall and Suntec City on both sides.

Bras Basah's station name sign is up. Was it covered up before? Dhoby Ghaut has been seeing some movement/alteration to its temporary walls (ie. panels missing, being covered up again).

Looks like they are preparing to get stations ready to open. I hope all tests and trial runs fare well.

Well, yesterday's article on the lower-than-expected ridership of the Circle Line says stages 1 and 2 are set for a middle of next year opening...

^^ Lower than expected ridership? :lol: They over-estimate. How many people do they really expect to use stage 3. Be realistic. It is only 5 stations, of which the majority fo the riders would use to shuttle between the 2 radial lines. Other than that, it goes nowhere for now and misses the pockets of density it needs to be profitable in operation. Where was the article found though?

And that said, stage 3 alone does help quite a bit even if it does have lower than expected ridership. But it is the eventual entire line that would bring even greater convenience of course.

Looks like they are preparing to get stations ready to open. I hope all tests and trial runs fare well.

Yay! It's about time... but I think I actually saw many signs of the station up a LONG time ago...

Yay! It's about time... but I think I actually saw many signs of the station up a LONG time ago...

Wait for LTA and SMRT to make announcements.

^^ Lower than expected ridership? :lol: They over-estimate. How many people do they really expect to use stage 3. Be realistic. It is only 5 stations, of which the majority fo the riders would use to shuttle between the 2 radial lines. Other than that, it goes nowhere for now and misses the pockets of density it needs to be profitable in operation.

was at marymount station last night... like a ghost station...

^^ Yeah, but why would SMRT want to leave brand new stations sitting there and collecting dust :P Stage 1 is an exception because of Nicoll Highway...

Then again explain Tai Seng...

Then again explain Tai Seng...

Tai Seng would be even more of a ghost town than Marymount. On the other hand, opening Tai Seng now would increase traffic at Bishan, Serangoon and Bartley. If it were my decision, I would open Dhoby Ghaut, Bras Basah, Esplanade, Promenade and Tai Seng as soon as possible and run the trains straight through the stations which are not ready yet, opening each one when it becomes ready.

The article was on the Money section of The Straits Times. I can't find it online though so I didn't post it. They expected a daily ridership of 32,000 which considering school-related commutes plus the commutes between the 2 main lines, shouldn't have been too hard to reach IMHO.

However, I'm not that worried really... Things are only going to get better the moment more stations open, especially when stages 1 and 2 open, and begin to stir things up against the buses.

I'm not supportive of mcarling's idea of opening stage 1 stations plus Tai Seng... It's like a express line to the NSL and NEL but using a long cut to get there.

The article was on the Money section of The Straits Times. I can't find it online though so I didn't post it. They expected a daily ridership of 32,000 which considering school-related commutes plus the commutes between the 2 main lines, shouldn't have been too hard to reach IMHO.

However, I'm not that worried really... Things are only going to get better the moment more stations open, especially when stages 1 and 2 open, and begin to stir things up against the buses.

I'm not supportive of mcarling's idea of opening stage 1 stations plus Tai Seng... It's like a express line to the NSL and NEL but using a long cut to get there.

why not open all the TOP stations? better than seeing the stations like ghost towns with signage on :P

anyways doesn't matter... at least 6 months more so why the hurry?

maybe should cut bus services off! and then see the crowds rise :lol:

Tai Seng would be even more of a ghost town than Marymount. On the other hand, opening Tai Seng now would increase traffic at Bishan, Serangoon and Bartley. If it were my decision, I would open Dhoby Ghaut, Bras Basah, Esplanade, Promenade and Tai Seng as soon as possible and run the trains straight through the stations which are not ready yet, opening each one when it becomes ready.

Agree that Tai Seng should be open earlier. Notice that Bartley to Marymount mainly serves residents and schools only. Tai Seng is different as there's employment there. And it can potentially allow riders to directly access the industries in Kampung Ampat, Tai Seng, Ubi Ave 4 without any transfers.

The probable reason why it's not open earlier was to allow trains to easily access Kim Seng Depot without having to go south by a station and back up again. Another reason may not be so apparent. Opening Tai Seng will allow riders to access the large number of buses plying along Upp Paya Lebar Road to get to the Paya Lebar/Geylang area. This may be good in encouraging ridership, but it'll also cause a sudden surge in bus usage on all these routes, which are already heavily utilized. Hence on LTA's part, to play save they would only open Tai Seng when Paya Lebar Interchange is ready, to put less unnecessary strain on the bus services.

I disagree for the case to open Tai Seng earlier.

Why go for the one-stop, many transfers solution of taking the CCL to Tai Seng to wait for the relevant bus when you are offered a direct, more convenient solution via buses, and since the bus begins service at any major interchange, you're more or less guaranteed a seat.

And Tai Seng, like some of the newer MRT stations, is honestly, in the middle of nowhere; Ubi, the light industries in Tai Seng? It's a little out of the way, since it's at the corner of those places.

Also, I believe Tai Seng needs Paya Lebar station as a feeder to be viable; from there, SMRT will be able to tap the existing networks and bring connectivity from the east and further west areas. From the north/central areas, we have connectivity via Bishan and Serangoon but unless there is significant bus route consolidations, the ridership will still be low. See, from the Ang Mo Kio-Bishan area alone, you have services 853, 13, 22, 24, 135, 45... It's going to be hard to beat that, especially when commuters are looking for the least crowded, most direct solution.

I disagree for the case to open Tai Seng earlier.

Why go for the one-stop, many transfers solution of taking the CCL to Tai Seng to wait for the relevant bus when you are offered a direct, more convenient solution via buses, and since the bus begins service at any major interchange, you're more or less guaranteed a seat.

And Tai Seng, like some of the newer MRT stations, is honestly, in the middle of nowhere; Ubi, the light industries in Tai Seng? It's a little out of the way, since it's at the corner of those places.

Also, I believe Tai Seng needs Paya Lebar station as a feeder to be viable; from there, SMRT will be able to tap the existing networks and bring connectivity from the east and further west areas. From the north/central areas, we have connectivity via Bishan and Serangoon but unless there is significant bus route consolidations, the ridership will still be low. See, from the Ang Mo Kio-Bishan area alone, you have services 853, 13, 22, 24, 135, 45... It's going to be hard to beat that, especially when commuters are looking for the least crowded, most direct solution.

MacPherson and Ubi area are notorious for heavy traffic jams during lunch times and peak hours. It would be much faster to reach the places by trains, bypassing the jams and get to workplaces or homes. I was in Ubi in the afternoon at around 2pm - the traffic was already heavy.

When Tai Seng and MacPherson stations open along with Paya Lebar interchange, the ridership on buses will change. The company buses would end up picking people from these stations and transport to factories.

Clearly, there would be advantages and disadvantages to opening CCL1/CCL2 before all the stations are ready. ddes, would you open CCL1/CCL2 once Paya Lebar station is ready to open -- even if Nicoll Highway and a few others were not yet ready?

Let's look at what we know instead of speculating alright?

From a provided link of someone's blog, we know that Macpherson, Dakota and Tai Seng are structurally ready with interiors fully fitted in. We also know that all of the Stage 1 stations are done, with the exception being Nicoll Highway which should be in its last stages of structural completion with interior fittings well underway, judging by the progress of the cladding of the station entrance.

So I have no reason to believe that all the stations on CCL1/2 won't somehow be ready by end of this year. But whether SMRT is willing to open them in 2010 is another thing altogether, and being the profit maximizing company that they are, will have "better judgment".

They've extended the Concourse pedestrian bridge right into the station entrance of Nicoll Highway...

Whats the difference between the structure of the old and new Nicoll Highway station?

As I understand, you've got seven stations in Stage 1+2 ready to open (Dhoby, Bras, Espl, Prom, Stadium, MacPherson, and Tai Seng) and four (Nicoll, Mountbat, Dakota, and Paya) still being worked on.

It seems something of a waste to have the 7 sitting around gathering dust, but there is concern that the line won't get enough traffic if it bypasses the other 4.

I think what needs to be done is to put all available resources into getting Paya Lebar ready to go. You just need to get Nicoll, Mountbatten, and Dakota to a stage whereby they can safely be bypassed by revenue service trains. If they get Paya Lebar ready then that will make opening the other 7 ready stations worthwile. Once it's running, then get back to work on the other 3.

As I understand, you've got seven stations in Stage 1+2 ready to open (Dhoby, Bras, Espl, Prom, Stadium, MacPherson, and Tai Seng) and four (Nicoll, Mountbat, Dakota, and Paya) still being worked on.

It seems something of a waste to have the 7 sitting around gathering dust, but there is concern that the line won't get enough traffic if it bypasses the other 4.

I think what needs to be done is to put all available resources into getting Paya Lebar ready to go. You just need to get Nicoll, Mountbatten, and Dakota to a stage whereby they can safely be bypassed by revenue service trains. If they get Paya Lebar ready then that will make opening the other 7 ready stations worthwile. Once it's running, then get back to work on the other 3.

Tracks are already laid. LTA would give green light after intensive tests and train runs before handing over to SMRT. SMRT would require intensive tests and trial runs again before opening for operation.

All we can do is to wait for the announcements instead of speculating.

BTW, I was passing by Holland Village station. There are big signboards stating '30 December 2010."

^^ Yup, mentioned those before. That's the duration of the road diversion. Holland Village is using the top-down method for construction by the way, which means they construct the walls first, followed by the roof slab with entry/exit openings for materials access, the concourse slab and finally the base slab which forms the platform.

^^ Yup, mentioned those before. That's the duration of the road diversion. Holland Village is using the top-down method for construction by the way, which means they construct the walls first, followed by the roof slab with entry/exit openings for materials access, the concourse slab and finally the base slab which forms the platform.

Nod nod. It is really amazing that engineers could pull off building station in damned place, full of constraints - petrol station operating as usual.

Hmm... I've been wondering... why some stations in space-constraint areas (e.g. Holland Village and some Downtown Line stations) are being built using the cut & cover method? Why can't they be constructed using the tunnel boring method, like some stations along the Island line in Hong Kong? I'd love to see some stations with curved walls in the future. At least it will add some variety, instead of all the stations being built by cut and cover.

As I understand, you've got seven stations in Stage 1+2 ready to open (Dhoby, Bras, Espl, Prom, Stadium, MacPherson, and Tai Seng) and four (Nicoll, Mountbat, Dakota, and Paya) still being worked on.

It seems something of a waste to have the 7 sitting around gathering dust, but there is concern that the line won't get enough traffic if it bypasses the other 4.

I think what needs to be done is to put all available resources into getting Paya Lebar ready to go. You just need to get Nicoll, Mountbatten, and Dakota to a stage whereby they can safely be bypassed by revenue service trains. If they get Paya Lebar ready then that will make opening the other 7 ready stations worthwile. Once it's running, then get back to work on the other 3.

^^ I second that!

Hmm... I've been wondering... why some stations in space-constraint areas (e.g. Holland Village and some Downtown Line stations) are being built using the cut & cover method? Why can't they be constructed using the tunnel boring method, like some stations along the Island line in Hong Kong? I'd love to see some stations with curved walls in the future. At least it will add some variety, instead of all the stations being built by cut and cover.As a citizen of Melbourne, where 2 of the 3 underground stations making up the city loop are built using boring, I have to say that I would never recommend this. The stations end up being very cramped. Parliament station has very narrow platforms, which become extremely crowded during peak hours, and has limited movement between platfoms and concourses. One of the things I noticed when I was living in Singapore was how much better the cut and cover stations are (especially the giant open spaces on the NEL and now CCL). The only time I would think a bored station would be a good idea in Singapore would be if they were to construct part of the station bored and part cut and cover. This would probably work best on a 6 car platform. Have the front and back 2 carriages of platform done using bore and the middle section done cut and cover. Kind of like the ends of Outram Park's platform (though I suspect the whole thing is C&C in that case).

Parliament (http://en.wikipedia.org/wiki/Parliament_railway_station,_Melbourne) and Flagstaff (http://en.wikipedia.org/wiki/Flagstaff_railway_station,_Melbourne) stations in Melbourne were bored because of construction difficulties, whereas Melbourne Central (http://en.wikipedia.org/wiki/Melbourne_Central_railway_station) was done cut and cover, but I suspect in hindsight the engineers would have rather constructed the other two using cut and cover. Central has a far more open platform design and copes far better with the amount of traffic.

Hmm... I've been wondering... why some stations in space-constraint areas (e.g. Holland Village and some Downtown Line stations) are being built using the cut & cover method? Why can't they be constructed using the tunnel boring method, like some stations along the Island line in Hong Kong? I'd love to see some stations with curved walls in the future. At least it will add some variety, instead of all the stations being built by cut and cover.

Bored station is rare in Singapore MRT construction.

According to LTA, Dhoby Ghaut, Bras Basah, Esplanade, Promenade, Nicoll Highway, Lorong Chuan and Holland Village are all by Top-down Construction method. All have road diversion limits. So the operational road has to be built over the ongoing construction beneath.

Top Down construction method (http://www.lta.gov.sg/projects/doc/TopDown%20Final.pdf)

Most of the stations are done by cut-and-cover methods. Some of tunnel sections are done in this manner too.

Common construction method (http://www.lta.gov.sg/projects/images/CBP%20Final.pdf)

I agree with Woz2024. I'm a fun of tunnel-boring, but not for stations. If they were going to use a 12-meter boring machine, then it might be interesting. ;)

I disagree for the case to open Tai Seng earlier.

Why go for the one-stop, many transfers solution of taking the CCL to Tai Seng to wait for the relevant bus when you are offered a direct, more convenient solution via buses, and since the bus begins service at any major interchange, you're more or less guaranteed a seat.

And Tai Seng, like some of the newer MRT stations, is honestly, in the middle of nowhere; Ubi, the light industries in Tai Seng? It's a little out of the way, since it's at the corner of those places.

Also, I believe Tai Seng needs Paya Lebar station as a feeder to be viable; from there, SMRT will be able to tap the existing networks and bring connectivity from the east and further west areas. From the north/central areas, we have connectivity via Bishan and Serangoon but unless there is significant bus route consolidations, the ridership will still be low. See, from the Ang Mo Kio-Bishan area alone, you have services 853, 13, 22, 24, 135, 45... It's going to be hard to beat that, especially when commuters are looking for the least crowded, most direct solution.

Buses are too slow for me and the congestion in the area is pretty bad. I'd take the MRT at Tai Seng over buses any day

Tai Seng could benenfit a number workers commuting via the NE and NS line to work. The Nicoll highway section is nowhere near ready, i'm starting to think mid 2010 is too optimistic. So unless there are technical difficulties that prevents the station from opening, I don't see why they should keep the station closed.

^^ Yeah, but maybe it's something to do with Kim Chuan Depot?
I don't think Mid-2010 is optimistic at all, because LTA is really rushing the opening I feel

Perhaps Tai Seng is used for testing trains plying between Tai Seng and Dhoby Ghaut as well as stage for trains coming from Kim Chuan Depot.

stage 4 and 5 is way behind others as well. 2011 is optimistic as well for those 2 stages.

Nicoll Highway MRT. pics taken earlier today. place is currently rather dusty and deserted.

road reinstatement
http://farm4.static.flickr.com/3423/3804325116_e935013673.jpg

ventilation shaft against part of city skyline
http://farm3.static.flickr.com/2665/3804340896_248d7fd711.jpg

linkway between overhead bridge and station exit
http://farm3.static.flickr.com/2076/3803539699_6140e04dc1.jpg

ventilation shaft + lift shaft. if you look closely you can see the lift door covered up by green netting
http://farm4.static.flickr.com/3448/3803544551_2b026b11ec.jpg

station exit along Republic Avenue
http://farm3.static.flickr.com/2593/3803545443_2f9741347e.jpg

higher res pics pls visit: http://www.flickr.com/photos/40169275@N07/

^^ Maybe work is happening below the surface?
should open next year la...

Maybe work is happening below the surface?

Nicoll Highway station undoubtedly has work in progress below the surface.

Is it going to have underpasses to the nearby builidings, as originally planned?

^^ Maybe not la.. after the collapse :(
But the station structure already looks fairly complete :)

Underpasses to nearby buildings (and even not-so-nearby buildings) are worthwhile. I would like to see every building with a floor area exceeding 10000 square meters connected by underpass to every MRT station within 800 meters.

^^ Yeah, but maybe it's not possible with the new station structure. Anyways if that happened it would be pretty cool because then some really old buildings could really do a facelift, like golden mile!

^^

Will the Nicoll Highway station provide a direct entry into Concourse? Future underground links between buildings in that area should be possible when Golden Mile Tower and Complexes redevelop.

I like the old buildings around the area though :P

800 metres is the distance of 2 bus stops....

800 metres is the distance of 2 bus stops....

Yes. :)

I realize that, in most cases, it would only be practicable to provide direct underground access to nearby MRT as building are newly built or undergo major renovation. It is not something that will be lightly added after the fact.

^^ Yeah, I was wondering how it would be possible especially as Golden Mile and the other buildings were all so run down... only the very 'new' buildings would have connection to MRT.... if this is not all true which are some 'old' buildings that have been connected to the MRT?

^^

Will the Nicoll Highway station provide a direct entry into Concourse?

Yes, via the pedestrian bridge that they are extending to the station entrance.

I would expect that because of the collapse, I think that they might not provide any underground links for a while northwards, at least not through the collapse site. I think the station will however, play a bigger role in the Ophir-Rochor corridor development when that picks up probably after the DTL1 is completing or completed.

As for 'old' buildings connected to the MRT, you need not look very far... Orchard, Raffles Place stations are some that I can think of offhand; I mean, well, the station is kinda old already, and the buildings have been there for quite a while already... Does that count?

I wonder if an underground link from Nicoll Highway to the Concourse/Golden Mile area would be feasible eventually..maybe they are just playing safe. I'm not sure if the Ophir-Rochir corridor stretches specifically to this area as its more towards the Bugis side, but there still possibility for more developments here.

Actually a good example of a new connection linking an existing MRT station to an old building will be the future Capitol sale site. The developer will link up the Capitol Buildings to City Hall MRT via underground connection, with the possibility to extend it further should Peninsula Plaza etc redevelop.

I'm not sure if the Ophir-Rochir corridor stretches specifically to this area as its more towards the Bugis side, but there still possibility for more developments here.


http://farm4.static.flickr.com/3239/2515522617_ae573876c8_o.jpg

Bugis MRT interchange plays bigger role for Ophir-Rochor corridor instead. The developments around Nicoll Highway station are yet to be marked in URA Master Plan 2008.

So the area around Nicoll Highway is no doubt, prime land waiting to be developed in future.

Actually a good example of a new connection linking an existing MRT station to an old building will be the future Capitol sale site. The developer will link up the Capitol Buildings to City Hall MRT via underground connection, with the possibility to extend it further should Peninsula Plaza etc redevelop.

An underground connection from City Hall MRT to Peninsula Plaza via the Capitol Buildings would be very welcome. I would like to see such a connection someday extend underground all the way to High Street Centre.

I would also like to see an underground connection between City Hall and Esplanade MRT stations via Raffles City.

^^ Yeah I wish all the buildings in orchard were all connected to the MRT.
what happened to wisma atria's connection? why did it get blocked off to orchard station?

^^ Yeah I wish all the buildings in orchard were all connected to the MRT.
what happened to wisma atria's connection? why did it get blocked off to orchard station?

Huh? The underpass between Wisma, ION and Orchard MRT is already in use since June 2009.

I would also like to see an underground connection between City Hall and Esplanade MRT stations via Raffles City.

Will there not be an underground connection between City Hall & Esplanade stations via Citilink Mall?

Will there not be an underground connection between City Hall & Esplanade stations via Citilink Mall?

I think he means underpass between Raffles City and Esplanade MRT station. I think Raffles City has plans to link up with Esplanade Station.

Huh? The underpass between Wisma, ION and Orchard MRT is already in use since June 2009.

oh! my bad... sorry about that, i'm not living in singapore.

I think he means underpass between Raffles City and Esplanade MRT station. I think Raffles City has plans to link up with Esplanade Station.

So, will it be an interchange station as in city hall and esplanade for the north south, east west and circle lines?

So, will it be an interchange station as in city hall and esplanade for the north south, east west and circle lines?

Nope.

Map of Raffles City and surrounding stations (http://www.streetdb.com/singapore-street-directory-TRANSPORT-p189562-ESPLANADE-(UC)-MRT-STATION-CC3.htm)

It won't be a interchange officially. But effectively, it is. Maybe next time MRT maps may connect them as an "interchange by virtue of 5 minute walk" or perhaps in the future even join them together officially under one name - "City Hall - Esplanade" has a nice ring to it.
Or lastly, do an arrangement like in Hong Kong between Central and Hong Kong. It's an interchange, but not really.

Will there not be an underground connection between City Hall & Esplanade stations via Citilink Mall?

If Raffles City were to connect to Citilink Mall and Citilink Mall were to connect to Esplanade MRT station, that would suffice.

If Raffles City were to connect to Citilink Mall and Citilink Mall were to connect to Esplanade MRT station, that would suffice.

It is already done.

I think he means underpass between Raffles City and Esplanade MRT station. I think Raffles City has plans to link up with Esplanade Station.

If you look at the Master Plan 2008, you can clearly see a planned link from Raffles City to Esplanade station. Whether or not they will implement the link is another question altogether - Bishan CCL station has a ready-made link to J8, but it is not implemented.

If you look at the Master Plan 2008, you can clearly see a planned link from Raffles City to Esplanade station. Whether or not they will implement the link is another question altogether - Bishan CCL station has a ready-made link to J8, but it is not implemented.

why not?