The beer train from the Anchor Brewery

30 10 2017

A wonderful set of photographs popped up On a Little Street in Singapore last week. The photographs were posted by Lies Strijker-Klaij and includes several of the old Anchor Brewery at which Mrs Strijker’s husband, the photographer, headed its Brewhouse and Bottling Hall in the 1960s as an employee of Heineken. The set of the brewery includes several rare photographs of the railway siding and the bonded store that was sited across Alexander Road (where IKEA stands today), as well as an overhead conveyor bridge that was used to convey beer across to the store. Together with the brewery, the bridge was a longtime landmark in the area.

An aerial view showing the brewery, the bridge , the bonded store, and the railway siding (photo: Th. A. Strijker).

The brewery, occupied the spot where Anchorpoint (the shopping mall) and the Anchorage (a condominium) stands today. It was one of two breweries along a partly industrialised Alexandra Road, the other brewery being the Malayan Breweries Limited (MBL), a venture between Fraser and Neave (F&N) and Heineken. The Anchor Brewery, producing Anchor Beer, began as a $1 million venture by the Dutch East Indies based Archipel Brouwerij Compagnie named the Archipelago Brewery Company (ABC) on 4 November 1933. As a rival to MBL, which produced Tiger Beer, it entered into a five-year pooling agreement in March 1938.  The agreement, secured for it a 40% share of the beer market and 70% of the stout market in Malaya, with the intention that it was to eventually be extended to the breweries’ other markets in Southeast Asia, India, Hong Kong and China.

The bridge to the bonded store over Alexandra Road, 1969, decorated for the 150th Anniversary of the founding of modern Singapore  (photo: Th. A. Strijker).

A turn of events in Europe just one and a half years later would lead to MBL’s acquisition of ABC. Britain had declared war with Germany following the German invasion of Poland in September 1939. ABC, which Germany’s Beck’s Brewery had an interest in, was then abandoned by its German management team and found itself in the hands of the government, who decided to keep the brewery running under their care before putting it up for sale in 1940. MBL submitted the winning bid and set up a subsidiary – the Archipelago Brewery Company (1941) – to run the brewery in 1941.  It wasn’t to be long however before another turn of events – the Japanese invasion and occupation – saw the brewery’s operators change hands once again when Dai Nippon, the producer of Asahi Beer in Japan, was asked to operate the brewery from late 1942.

The bonded store and a train leaving it (photo: Th. A. Strijker).

MBL returned to running the breweries after the war and it was in this post-war period in 1949 when the conveyor bridge, built 6 metres above Alexandra Road, was added along with a bonded storehouse (where IKEA is today). A private railway siding, connected the store with a pre-existing industrial branch line that connected with the main line across Jalan Bukit Merah. The industrial line was in use until the early 1980s, after which it was dismantled. The brewery closed in 1990 when MBL’s brewing operations were relocated to a new factory in Tuas and together with its iconic conveyor bridge and its store, were demolished in 1993 – except for a Arts and Crafts movement inspired house along Alexandra Road – the former residence of the brew master. The conservation building, now used as a restaurant, along with several hints of the former brewery found in the names of the mall and condominium that has replaced it (and also the ABC Brickworks Food Centre), are all that now remains of a brewery that introduced to Singapore what became until the 1980s at least, its favourite beer.

A loaded train leaving the siding (photo: Th. A. Strijker).

366A Alexandra Road – another Arts and Crafts styled house in the brewery compound – in which Mr and Mrs Strijker lived in (photo: Th. A. Strijker)  

The former Brewmaster’s House – conserved in 1993.

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The north-south trail of destruction

4 01 2017

We seemed to have said too many goodbyes in the year we have just left behind; goodbyes to those who coloured the world, goodbyes to political certainty, and in Singapore, goodbyes- once again – to too many bits of what makes our city-state unique. The year we have just welcomed, brings the end for many of the places we have said goodbye to, either through their complete erasure or through alteration. Two, Rochor Centre and the Ellison Building, both of which are affected by the construction of the North-South expressway due to commence this year, have received more than a fair share of attention.  The former will  be completely demolished as it stands in the way of exit and entry points of the southern end of the expressway, while the latter, a conserved structure, will lose some of its original façade. While there is an intention to have its lost face rebuilt, the news was met with quite a fair bit of displeasure, prompting an effort to have the extent of the façade affected minimised.

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The “Rainbow Flats”, or Rochor Centre, will be demolished this year for the construction of the North-South expressway.

The expressway will be built overground at its northern end. The impact this will have may not in the loss of buildings or parts of them, but the much altered vistas the parts the viaduct is being built over would have. One area in which this would be painfully obvious will be in Sembawang Road between Mandai Avenue and Khatib Camp. Taking a path through a landscape recalling a countryside we have largely discarded, the road and the pleasing vistas it has long provided, will surely be missed once the expressway is built. My acquaintance with the road goes back to the early 1970s when as a schoolboy, I would find myself bused down the road, to support my school’s football team playing in the north zone primary schools finals at Sembawang School. The road’s charm hasn’t changed very much since its more rural days, despite its subsequent widening and the building of Yishun New Town and Khatib Camp just down the road.

A beautiful stretch of Sembawang Road near its 11th milestone that recalls a rural past will soon have a very different and much more urban feel to it.

A beautiful stretch of Sembawang Road – near its 11th milestone, recalls a rural past. A viaduct for the North-South expressway, will give it a very different and a much more urban feel.

The road is set against a landscape that recalls a huge rubber and pineapple plantation. The former plantation's Assistant Manager's residence - is still seen atop one of the landscape's high points.

The road is set against a charming landscape that recalls its days as part of the huge Nee Soon plantation. The former plantation’s Assistant Manager’s residence – still stands prominently atop one of the areas’s high points.

An area affected by the expressway that has already lost its charm is Toa Payoh Rise. I often enjoyed walks along the quiet and well shaded tree-lined road in more youthful days when the air of calm it provided was supplemented by the chorus of its tree lizards. The then much narrower road, an access point to Toa Payoh Hospital, has seen much of its magic taken away. Associated also with institutions for the visually handicapped, it has since been given a completely different feel with its upgrade into a main access path in and out of Toa Payoh and the building of a Circle Line MRT station, Caldecott. Several structures of the past can still be found such as the former Marymount Convent complex and four low-rise blocks of flats that served as quarters for hospital staff. The former convent buildings and two of the four blocks of flats are  however set to disappear just so our world could be kept moving.

Flats at Toa Payoh Rise - two will be demolished for the North-South expressway to be built.

Flats at Toa Payoh Rise – two will be demolished for the North-South expressway to be built.

The Marymount Convent complex.

The Marymount Convent complex.

At the other end of Thomson Road, there are also two reminders of more youthful times that are also set to make a partial disappearance. Here, the expressway’s tunnel will burrow through soil once intended to provide eternal rest – that of the former New or Bukit Timah Cemetery – already disturbed by the exhumation of the cemetery in the 1970s. The tunnel will also swallow up several units from a delightful collection of old houses at Kampong Java and Halifax Roads. Built around the 1930s as municipal quarters, these are of two designs and have very much been a feature of the area. The area was where I attended kindergarten (at Cambridge Road) and also primary school (at Essex Road). While the demolition would involve a few units close to the side of the Central Expressway, it will have the impact of further reducing the area’s already eroded charm.

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Former municipal quarters at Kampong Java Road that will make way for the expressway.

Former Municipal Quarters at Halifax Road, several of which will also fall victim to the North South expressway.

Former municipal quarters at Halifax Road, several of which will also fall victim to the North South expressway.

Two other major road transport projects – involving the MRT – also adds to the destruction brought on by the need to keep our world moving. One, the final phase of the Circle Line, has seen part of the Singapore Polytechnic first campus demolished and the levelling of what had been left of the very historic Mount Palmer. Another big change the project will bring is to the former Tanjong Pagar Railway Station. The line will run under the former station with an MRT station, Cantonment, built under its platforms. This will see the well-loved National Monument closed to the public for a period of nine years during which time it will acquire an entirely different feel. One of the MRT station exits will bring commuters up to the former station’s platforms and into the former station building, which will by the time it reopens, may feature a mix of retail and food and beverage outlets.

A last Christmas at Tanjong Pagar, before a lengthy closure during which it will be changed forever.

A last Christmas at Tanjong Pagar, before a lengthy closure during which it will be changed forever.

Not everything however, is going due to the need to keep us mobile, as is the case for what is left of Old Kallang Airport Estate or Dakota Crescent – as it is now commonly referred to. The well-loved neighbourhood is a a last remnant of an estate built by the Singapore Improvement Trust (SIT) – the predecessor to the HDB, that features the first attempts at high-rise public housing blocks. Built at the end of the 1950s, parts of the estate has already been lost to redevelopment. The part of it that is still left features four block designs arranged around two spacious courtyards and a playground introduced in the 1970s. Some of the blocks were designed to also include units intended for commercial and artisanal use – a feature of the SIT estates of the era. A group is currently seeking to have parts of the estate, which offers an insight into the public housing programme of the pre-HDB era, conserved, supported by the Member of Parliament for the area.

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Dakota at the crossroads.

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Will the estate and the last of the dove (playgrounds), like many of the SIT estates of the past, be discarded?


See also:

Some places that will be affected by the North-South Expressway

Some places that are affected by the Circle Line’s Final Phase

More Winds of Change:






Second stretch of Rail Corridor to be closed on 19 September

6 09 2016

The second stretch of the Rail Corridor being affected by the Murnane Pipeline Project, which extends from Commonwealth Ave all the way southwards to Tanjong Pagar Railway Station, is being closed to the public from 19 September 2016.

A section within the stretch, from Jalan Kilang Bahru to Tanjong Pagar, will remain closed until the pipe laying project is completed. Its reopening is scheduled for the fourth quarter of 2019.

One of the stretches affected, at Tanglin Halt, during the days of the railway.

Part the stretch to be closed at Tanglin Halt, seen in the days of the railway.

Work has already commenced in the initial  section that was closed. The final section affected, from Jalan Anak Bukit to Holland Road, will close later this year.

Beside the closures affecting the Rail Corridor, work on the final stretch of the MRT’s Circle Line will see Tanjong Pagar Railway Station closed from next year. The station, under which the MRT line is being run, will only reopen in 2025. Updates on the Murnane Pipeline Project, and on the closure and reopening of the affected stretches, kindly visit the PUB Facebook Page.

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Parting glances: Tanjong Pagar Railway Station as it will never again be

25 08 2016

The time has come to say goodbye, albeit a temporary one, to another old friend. The former Tanjong Pagar Railway Station is set to be closed come the new year so that the extension of the Circle Line MRT and the construction of a MRT station can go on beneath it. If all goes well, it will only be reopened in 2025, by which time it will have a feel that will be very different  that which has existed at the station through the grand art-deco inspired station’s 84 year history.

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The famous façade of the station features four triumphal figures sculptured by Angelo Vannetti of the Raoul Bigazzi Studios in Florence that represent the then four pillars of the Malayan economy.

The former station holds the memories of many. The railway’s mostly Malaysian staff still speak fondly of their days in what has to be one of the grander stations to serve along the Malayan railway. There also are the memories of the numerous passengers who passed through its especially grand vaulted main hall; many depended on the railway not just for forays across the causeway, but also as a well used link for the thousands who commuted from the homes in southern Johor to Singapore for their work and even to attend school.

Murals decorate the main hall. The hall also features two booths made of teak wood that have since been painted over.

Murals decorate the main hall. The hall also features two booths made of teak wood that have since been painted over.

A view of the main hall.

A view of the main hall without the clutter of the last days.

As part of the Request for Proposals (RFP) to develop a concept plan for the Rail Corridor, which was returned to Singapore on 1 July 2011, a concept design was sought for the adaptive reuse of the former station for an interim period of 20 years. During this period, the nearby port facility the station had been positioned to serve, will make a westward move, following which plans for the Greater Southern Waterfront, into which the former station will be incorporated, will be firmed up.

The end of the line. This year is the last year we get to take in this perspective. It is one that has greeted three generations of travellers coming by train to Singapore for some 79 years before the closure of the railway at the end of June 2011.

The end of the line. This year is the last year we get to take in this perspective. It is one that has greeted three generations of travellers coming by train to Singapore for some 79 years before the closure of the railway at the end of June 2011.

The completion of the Circle Line also dovetails into this and the tunnels for the line will run directly under the station to minimise the potential for uneven ground settlement and the risk of damage to the precious structure of the National Monument. A MRT station, Cantonment Station (its working name), is also being built under a part of the station’s platforms. For this, sections of the platforms, which had apparently been assembled in a modular manner, will be removed and stored to allow excavation work to be carried out for the MRT stations’s construction. The intention will be to reinstate the removed platform sections and refurbish them after the work for the MRT station is completed.

Gaps in the station's platforms, said to be amongst the longest in the Malayan Railway's stations, point to where the modular sections come together.

Gaps in the station’s platforms, said to be amongst the longest in the Malayan Railway’s stations, point to where the modular sections come together.

One of the things that is apparently being looked at by the winning team for the RFP’s adaptive reuse of the former station, is how, besides the use of the station as a gateway into the Rail Corridor as a community space, is the integration of the MRT station under its platforms into it. This may see an additional MRT station entrance between the platforms that will see traffic of passengers of the new train line over the platforms and through the former station’s main building.

An impression of the MRT station’s entrance between the platforms produced by MKPL. New platforms are shown in this impression as it was initially thought that the sections of the platforms in way of the MRT station would have to be demolished to allow excavation work.

The reverse view of the proposed MRT station’s entrance between the platforms. A canopy over it will be one of the interventions that will be necessary.

While this may necessitate several interventions that will alter the feel the former station once provided, it will be a rather meaningful outcome for the former railway station that in the words of the winning team MKPL Architects Pte Ltd and Turenscape International Ltd, will have “the former station, connecting Singapore’s past, present and future”. Another thing being looked at is the beautifying of the space fronting the station currently used as a car park as a “Station Green” – a landscaped garden intended to allow a better appreciation of the station’s grand façade.

MKPL/Turenscape proposes to replace the car park, currently in front of the former station, with a landscaped garden.

MKPL/Turenscape proposes to replace the car park, currently in front of the former station, with a landscaped garden.

For those who want to take a last look at the former station before it closes and is forever altered, only three opportunities possibly remain. These coincide with the anticipated open houses that will be held over the year’s three remaining public holidays. The last will be Christmas Day, a widely commemorated holiday that for the members of one of the larger religious communities here in Singapore, is one of promise. Built with a promise that could never be fulfilled, the grand old station will close after Christmas Day, with a new promise for its future.

The platforms, were of a length to accommodate the longest mail trains.

The length of the platforms, said to be among the longest in the FMSR’s stations, were to accommodate the longest mail trains.

A look up what in the station's last days, was the departure platform.

A look up what in the station’s last days, was the departure platform.

Immigration counters last used by Malaysian immigration officers. These will surely be removed.

Immigration counters on the departure platform last used by Malaysian immigration officers. These will surely be removed.

One of two hydraulic stops at the

One of two hydraulic stops at the end of the tracks – one was returned following the handover of the station.

Memories of teh tarik.

Memories of teh tarik.

Rooms that were used by logistics companies at the former station - these possibly will be converted for use by F&B or retail outlets in the future.

Rooms that were used by freight forwarders at the former station – these possibly will be converted for use by F&B or retail outlets in the future.

Another look into a freight forwarders' storeroom.

Another look into a freight forwarders’ storeroom.

A booth. Last used by the auxiliary police at the station, the booth had in its early days, been used by the convenience shop that operated at the station.

A booth. Last used by the auxiliary police at the station, the booth had in its early days, been used by the convenience shop that operated at the station.

The inside of the former ticketing booth.

The inside of the former ticketing booth.

Beautiful soft light illuminates some of the rooms along the main hall.

Beautiful soft light illuminates some of the rooms along the main hall.

A part of the platforms where one could watch the world go slowly by over a cup of teh tarik in the station's last days.

A part of the platforms where one could watch the world go slowly by over a cup of teh tarik in the station’s last days.

Another view of the main hall. There are lots of stories related to the haunting of the third level (section under the letters FMSR at the far end), used previously by the Station Hotel.

Another view of the main hall. There are lots of stories related to the haunting of the third level (section under the letters FMSR at the far end), used previously by the Station Hotel.

The main hall of the station. Part of the vaulted ceiling and batik-style mosaic panels can be seen.

The clutter of the main hall in the station’s last days.

The crowd at Tanjong Pagar late on 30 June 2011 to witness the departure of the last train.

The crowd witnessing Tanjong Pagar’s last moments as a station late on 30 June 2011.

Last journeys.

A final glance at the main hall.

A final glance at the main hall.


A look back at Tanjong Pagar Railway Station

Gazetted as a National Monument in its final days as the southern terminal of the Malayan Raliway, the former Tanjong Pagar Railway Station was built in 1932 as a centrepiece that would underline Singapore’s growing importance as an economic centre in the British Far East. Its position was carefully considered for its envisaged role as a gateway from the southernmost point in continental Asia to the Pacific and Indian Oceans.

Sir Cecil Clementi the Governor of Singapore, in his address at the station’s opening on 2 May 1932, made the observation that it was “a natural junction between land-borne and sea-borne traffic”, adding that it was “where every facility will be afforded for interchange between railway and ocean shipping”.

It was a promise that was not to be fulfilled. Sir Cecil could not have predicted that the railway’s importance as a means of transportation in the Malayan peninsula would diminish and just a little over 79 years since the 5.1.5 pm arrival of the first train from Bukit Panjang Station, the whistle of the last train to depart was heard late into the night of 30 June 2011. An agreement between the governments of Singapore and Malaysia (who through the administration of the railway, also owned the station and the land on which the railway operated through Ordinance 22 of 1918 or the Singapore Railway Transfer Ordinance 1918), which had taken two decades to sort out, saw to the move of the railway’s terminal to Woodlands and with that the transfer ownership  the station and much of the railway land on the island to the Singapore government on 1 July 2011.

Since its closure, the station fell into disuse with the odd event held in the space, and in more recent times, a series of open houses held during public holidays. The location of the former station in what will become the Greater Southern Waterfront has put permanent plans for it on hold. A concept plan for an interim use is however being developed as part of the Rail Corridor RFP by a team led by MKPL Architects and landscape designers Turenscape International. An MRT station for the final stretch of the Circle Line is also being constructed under a section of the platforms, together with the line being run under the station. The work being carried out means that the former station closed to the public for a substantial period of time with the completion of the MRT scheduled for 2025.

The station found use after its closure as a temporary event space.

The station found use after its closure as an event space.

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The rush by the staff at the station to leave on the last train at the end of the final day of operations.

The final journey on the Malayan Railway on 30 June 2011.

A final journey on the Malayan Railway on 30 June 2011.

A few former food stall operators having a last breakfast on 30 June 2011.

A last breakfast on 30 June 2011.

A reflection on the convenience store and the main hall in the last days.

The hardworking last Station Master at Tanjong Pagar - En. Ayub.

The very hardworking last Station Master at the station, En. Ayub.

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The arrival platform with its meal time crowd.

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Coming home.

Returning home, one of the first things that would greet you (post mid 1998) as you walked to the end of the platform was the barrier before you got into the public area. Prior to the move of the SIngapore CIQ, you would first have to pass through Singapore Immigration, Customs and a narrow passage through a fenced area where K9 unit dogs would sniff passengers for smuggled narcotics.

The welcome. One of the first things that would greet passengers after mid 1998 when the Singapore CIQ was relocated to Woodlands. Prior to the move, it would have been necessary to pass through Singapore Immigration, Customs and a narrow fenced passageway where dogs (behind the fence) would sniff passengers for narcotics.

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The wait for a loved one.

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Watching the world go slowly by over a cup of teh tarik.

Tickets would be checked and punched at the departure gate.

The departure gate.

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Leaving on the 8am.

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The walk to Spooner Road.

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Platform end.

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Saying goodbye.

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A welcome home.

A very helpful ticketing clerk, En. Azmi, who was posted to the station on 1st July 1990. He completed a full 21 years at the station when it ceased operations on 30th June 2011.

The very friendly En. Azmi. He was posted to the station on 1st July 1990 and completed a full 21 years of service at the station when it ceased operations on 30th June 2011.

Mr Mahmoodul Hasan who ran the two canteens in the station before its closure.

Mr Mahmoodul Hasan, the M. Hasan in the name of the station’s makan place. He ran the station’s two canteens before its closure.

And last of all one that should not be forgotten - one of the many cats the station was home to.

Catwalk – one of the many cats the station played host to.

The platforms were constructed in a modular manner and LTA is looking at removing the platforms in way of the excavation site in sections and reinstating them.

A view down the platform.

The ticket counter in quieter days - well before the madness of the last two months descended on the station.

The ticketing counter.

Especially when the ticketing computer is down - that in my experience often happened.

An all too common occurrence at the ticketing counter.

A train at the platform.

The last Eastern and Oriental Express train to depart.

Some of those who assisted him at the drinks counter and the popular Ramly Burger stand.

The Ramly Burger stand. Food was one of the draws of the station.

By 12.45 pm, the Briyani had been sold out, brining to an end a chapter for Ali Nacha at the Tanjong Pagar Railway Station.

The day the music died. 12.45 pm on 24 June 2011, when the last plate of Briyani from the popular Ali Nacha stall at the Tanjong Pagar Railway Station was served.

The arrival.

The arrival.

The festive crowd - when queues formed for tickets in the lead up to Chinese New Year. Many with roots in Malaysian would return by train to their home towns for the important holiday (photo source: National Archives online)

The festive crowd – when queues formed for tickets in the lead up to Chinese New Year. Many with roots in Malaysian would return by train to their home towns for the important holiday (photo source: National Archives online).

The main vaulted hall of the station in its early days. An impressive integration of public

The main hall of the station in its early days. The station was built in 1932 to serve as a gateway to the oceans, through the wharves at Tanjong Pagar.  Its opening on 2 May 1932 was marked by the 5.15 pm arrival of a train from Bukit Panjang. The first the public saw of it however, was several months prior to this, when it was used for a Manufacturer’s Exhibition in January 1932.






Lost beauty

15 07 2016

I can’t help but feel a sense of loss wandering around the former Bukit Timah Railway Station. Set in one of the greener and isolated stretches of the rail corridor in the days of the railway, it was a magical place that had the effect of taking one far away from the madness of a Singapore that had come too far too fast. Now a sorry sight behind an unsightly green fence, its still green settings is an much altered one scarred by the removal of the railway’s tracks and ballast, turfing and maintenance work.

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The station had a special charm. Built in 1932 as part of the railway deviation scheme, it wore the appearance of a rural railway station, especially in surroundings that were most unlike the post-independence Singapore we had come to know. A passenger station in its early days and a point where racehorses transported for races at the nearby turf club were offloaded, the station in its latter days functioned more as a signal box for the exchange of key tokens (the token handed authority to the passing trains for the use of the single track that ran south to Tanjong Pagar and north to Woodlands).

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The world around station is due to be upset further. Work to lay a water pipeline that will supply Singapore’s future needs, will start in the area of the station, is due later this quarter.  It will only be at the end of the 2018 before the area is to be reopened, when it will, without a doubt, bear the scars left by the activity. There is however hope for its restoration, at least as a green space. This future, is now in the hands of the winning design consultants for the Rail Corridor concept plan.

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As part of the concept plan, a detailed design exercise is being carried out for a 4 km signature stretch. This includes the area of the former station. Feedback obtained through engagement efforts with various stakeholders and the public is being taken into consideration for this. What is left to be seen is its outcome, which should be interesting to see. This should be made public in the months ahead. It would of course be impossible to recreate the world that once was, but what would be good to see in the detailed design is that it remains a place in which one can run far from a Singapore we already have too much of.

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Update on closure of the Rail Corridor

24 06 2016

The first stretch of the Rail Corridor affected by the Murnane Pipeline Project, will be hoarded up and closed from Monday 27 June 2016. The stretch is  from Holland Rd (near Greenleaf Estate) to Tanglin Halt Road (including the former Rail Corridor Art Space). Exact dates for the closure of the remaining stretches affected (see graphic below), which are scheduled for the third quarter of 2016, are still being worked out. The corridor will be reopened in parts as work is completed from the end of 2017 to the end of 2019. More information on the project and the how the Rail Corridor could be affected is available in some of my earlier posts:

And a northward view.

A view of the first stretch of the Rail Corridor to close for the pipeline project.

Updated schedule for closure of the southern stretch of the Rail Corridor (click to expand).

 





Goodbye for now my friend

3 06 2016

Like a thief in the night, change in Singapore comes swiftly and suddenly. One big change, albeit temporarily, that will soon be upon us, involves yet another space I have a fondness for. This is the stretch of the former rail corridor between Bukit Timah Road and Holland Road. The greenest part of the Green Corridor, as the very green rail corridor has been christened by the movement calling for its preservation as a green space, it has been one the the few escapes I am able to find from a Singapore that has been over concretised. While the work is not meant to leave a permanent scar on the Green Corridor, the changes it may bring to the corridor visually could take many more years before it regains the appearance of the world I had grown to love.

The Rail Corridor in greener days.

My favourite stretch of the Rail Corridor in greener days.

Work will soon begin to lay a pipeline that is intended to address the growing city centre’s needs far into the future. Some 11 kilometres of the former corridor will be affected stretching from Rifle Range, where the Murnane Service Reservoir is, southwards to Tanjong Pagar Railway Station (which will itself be closed off from 2017 to 2025 for the construction of a Circle Line MRT Station below ).

Existing water pipelines close to Murnane Reservoir.

Existing water pipelines close to Murnane Reservoir.

The affected parts of the corridor will be closed off in phases, commencing with the stretch between Holland Road and Commonwealth Avenue in the later part of June 2016 with the other stretches being closed from te third quarter of 2016. The various stretches will be reopened as work is completed with the Holland Road and Commonwealth Avenue stretch’s opening scheduled for the end of 2017. The stretches between PIE / Jalan Anak Bukit and Holland Road and Commonwealth Avenue to Jalan Kilang Barat are scheduled to reopen by the fourth quarter of 2018, while the southernmost stretch of the corridor will be the last to reopen at the end of 2019.

One of the stretches affected, at Tanglin Halt, during the days of the railway.

One of the stretches affected, at Tanglin Halt, during the days of the railway.

First announced close to two years ago in June 2014, one of the tasks before work was to start was the development of an Environmental Impact Statement (EIS) to look at possible impacts and recommend mitigation measures during the period of pipe laying. An environmental consulting firm, CH2M Hill Singapore Consulting Pte Ltd, was engaged to carry this out and also to develop an Environmental Monitoring and Management Plan (EMMP). This, as members of the Rail Corridor Partnership who attended a briefing on it earlier this week had understood, has been accepted by the various Government agencies involved.

Bukit Timah Railway Station, one of four activity nodes for which concept designs are to be proposed.

Bukit Timah Railway Station, around which the pipeline would be run to avoid damage to the heritage structure.

While EISs and EIAs  may involve qualitative identification of threats and assessments of the severity of their impacts, and contain an element of subjectivity, they have an important role to play in the management of invasive activities in environmentally sensitive areas. In the case of the pipeline, work is certainly needed, and having an EIS carried out is better that not having one done at all.

Minister for Environment and Water Resources, Vivian Balakrishnan along the rail corridor during Saturday's briefing to the Rail Corridor Partnership.

Another heritage structure, to which impact is avoided, the truss bridge at Bukit Timah. Here the pipejacking method will be employed and the pipeline will be run deep underground, under the Downtown MRT line.

One key finding of the EIS was on the impact the initial planned routing of the pipeline in the vicinity of Murnane Reservoir would have had on the flora nad fauna rich area of dense secondary forest through which the pipeline was to be run (on the opposite side of Rifle Range Road). This prompted a rethink, which involved much effort, to have the pipeline’s path altered to avoid the secondary forest. In most instances, impacts following mitigation measures are maintained at negligible to minor, with the a few exceptions.

A Oriental Pied Hornbill seen (and heard) during Saturday's walk.

A Oriental Pied Hornbill in the sensitive Holland Woods area.

One especially sensitive area identified by the EIS is in the Holland Woods area, just south of the former Bukit Timah Railway Station, which contain several fauna hot spots. Several unexpected species of animals were recorded during the survey carried out as part of the EIS, including the Malayan Giant Frog and the Civet. The impact to fauna in this area after mitigation is expected to be moderate. In all, some 188 species of fauna were recorded, 11 of which are non-native, with 458 species expected. Other impacts considered, include that to the landscape, airborne noise, ground borne noise and vibration, damage to waterbodies as well as to commercial and recreational activities.

Disruption to users of the rail corridor such as walkers, joggers and cyclists, will be minimised throughout the construction period.

Disruption to users of the rail corridor such as walkers, joggers and cyclists, will be minimised throughout the construction period by the provision of alternative pathways.

Beyond the laying of the pipeline, the former rail corridor will probably be the subject of redevelopment efforts aimed at preserving it as a continuous green corridor that will at the same time be of use to the wider community. Based on the information previously provided by the Urban Redevelopment Authority overseeing this, the detailed design for a 4 kilometre signature stretch from Bukit Timah Railway Station (BTRS) to Hillview Road area. The outcome of this, which would have taken in public and stakeholders’ feedback, and the visual impact it will possible have on the corridor, is yet to be seen.








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