Windows into Ulu Pandan Forest and Clementi Nature Corridor’s past

Old maps are often able to offer us a peek into an area’s past. One area that is especially fascinating is the area around the Ulu Pandan forest, which was the subject of news in relation to the removal of a land boundary marker belonging to the huge Tan Kim Seng estate.

Windows into the area’s past.

The area, now dominated by major thoroughfares such as Clementi Road and Ulu Pandan Road, as well as the huge Ulu Pandan canal, has seen much change in the time between Tan Kim Seng’s days to the present day. The area north of Ulu Pandan Road, was where the Ulu Pandan Rubber Company’s estate was established around 1910. Owned by Choa Giang Thye, it counted the likes of Mr Lee Choon Guan, Mr Tigran Sarkies (of Raffles Hotel fame) and Mr Tan Kheam Hock as its investors. The 1900s also saw villages in the area being established. These included one in the are of the Ulu Pandan forest known as Tua Kang Lye, which accommodated a large number of settlers from the Anxi area of Fujian province. A temple in the area, Tan Kong Tian – where one of two remaining fixed temple Chinese opera stages left on Singapore’s main island is found – is associated with the former village.

Tan Kong Tian temple and its Chinese opera stage at Jalan Kebaya.

In the 1930s, the railway deviation turned the train tracks through the area to Tanjong Pagar Railway Station (the section opened in 1932). Later in the decade, two huge 15″ “monster” guns of the Buona Vista Battery were installed for coastal defence (similar to those of the Johore Battery) in the area straddling Ulu Pandan Road close to its junction with Reformatory Road (what is Clementi Road today). Incidentally, the name Reformatory Road came from the reformatory that was established in the early 1900s in the area where SIM/SUSS is today. The reformatory became the Singapore / Gimson Boys Home in 1947 and the road was renamed following this late in 1947.

The post-war period saw much more change. Camps were established for Ceylonese troops, Gurkhas and others in the area and names such as Colombo Camp, Ulu Pandan Camp began making an appearance. Ulu Pandan Camp would become the home of the future 1SIR in 1957 and another, established in the 1960s, Temasek Camp, that of 2SIR. Temasek Camp, was at the centre of an incident sparked by the separation of Singapore and Malaysia following the return of 2SIR troops from Sabah in August 1965. Camp Temasek was then still occupied by a Malaysian Armed Forces unit that was still based in Singapore and Farrer Park was used as a temporary home for 2SIR with tents pitched on the sports fields..

One of the important developments the area would see is in the area of the canal. It was originally a marshy area, which, as the name Ulu Pandan does suggest, was the source of Sungei Pandan or Pandan River. There seems to have been some speculation online as to it having been the source of the Singapore River. This connection with the SIngapore River through Alexandra canal was however, only made in the 1950s, when the canal was constructed for use as a diversion canal to carry storm water away from the city and to Sungei Pandan as part of a flood alleviation scheme.

Part of the Flood Alleviation Scheme to divert storm water from the Bukit Timah Canal to the Pandan Reservoir.

As an expansion to the scheme, further work was also done to the canal to allow it to also serve as a diversion canal for the Bukit Timah canal in the 1960s and 1970s. This connection was made through a network of canals and tunnels constructed through the (old) Holland Road area in and around the rail corridor and under the area of Ulu Pandan Camp.

The part of the diversion canal leading to its underground section.

The 1960s would also see the construction of the Jurong Railway Line as part of the development of Jurong Industrial Estate, turning the line through part of what could be thought of as the Clementi Forest (the future Clementi Nature Corridor) and Maju Forest. Remnants of the tracks and a rebuilt tunnel, can be found in the area today.

A visit to the reconstructed tunnel under Clementi Road that belong to the Jurong Line in May 2018.

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Remnants of a lost forest

The first Sunday in October had me paddling a kayak through what turned out to be a surprisingly area of mangroves in a part of Singapore where nature has long abandoned. Described by the Nature Society (Singapore) as “the most extensive mangrove forest in the southern coastline of mainland Singapore”, the mangroves line the banks of a stretch of Sungei Pandan where the industrial march that has all but conquered Singapore’s once wild southwest is quite clearly evident.

Kayaking through the Sungei Pandan mangroves.

The Sungei Pandan mangroves, found along the stretch of river that lies between the Pandan Tidal Gates and the Sungei Pandan Bridge, is perhaps the last remnants of the lush mangrove forest that had once lined much of the banks of the Pandan and Jurong Rivers that had been offered protection as the Pandan Forest Reserve. The reserve covered an area of 542 acres or 219 ha. in 1966 and may have covered an even larger area before that – a newspaper article from 1928 had put the area of the reserve at 639 acres or 259 ha. and had been one of 15 forest areas that was protected under the Forest Ordinance enacted in 1908, and later, the 1951 Nature Reserves Ordinance.

The Pandan Tidal Gates.

A 1945 Map showing the extent of the Pandan Forest Reserve.

The death knell for the mangrove reserve was sounded in the 1960s when land was needed for the expansion of Jurong Industrial Estate. An amendment to the Nature Reserves Ordinance in 1966 saw it lose the 186 acres (75 ha.) on the west bank of Jurong River and that was filled up to create much needed land for the fast expanding industrial zone. The reserve was to lose its status altogether in 1968 when a further amendment to the Ordinance removed the reserve from its schedule of protected forest areas to allow what was described as the “rapid growth of Jurong Industrial Estate”.

The mangrove forest, besides being home to a rich diversity of flora and fauna, also hosted human inhabitants, many of whom were fishermen who depended on cast net prawn farming in the vicinity of the river mouths and the islands for a livelihood. One of the isolated villages that was found at the edge of the watery forest, was Kampong Teban, described in an article from The Singapore Free Press dated 13 January 1958 as “a village of 135 people living in 27 cottages, some built on stilts over the ooze and slime on the river bank”. The villagers were to see their lives altered by developments n the early 1960s, when part of the area was given to prawn farming.

Kampong Teban, 1958 (source: http://www.nas.gov.sg/archivesonline).

The original mouth of Sungei Pandan, was where the Republic of Singapore Yacht Club (RSYC), then the Royal Singapore Yacht Club, moved its premises to, on land reclaimed from the mangroves, in 1965. The club, which traces its origins to 1826, moved in 1999 sometime after it lost its seafront to land reclamation. Its former clubhouse is now occupied by the Singapore Rowing Association – close to where the kayaking trip started.

The entrance to the grounds of the Singapore Rowing Association, formerly the site of the RSYC.

The start point for the kayak trip.

Paddling through the greenery offered by the mangroves, nipah palms and mangrove ferns, the sounds of tree lizards and birds were most evident. Beyond the distinct calls belonging to the ashy tailorbird and the pied fantail – birds that often are heard before they are seen, the likes of grey and striated herons, and white-bellied sea eagles gave their presence away flying overhead. A special treat came in the form of an Asian paradise flycather – a particularly beautiful avian resident of the watery forest, dancing across the mangrove branches. Besides the lizards and the birds, the forest is also plays host to fauna such as mud lobsters, mudskippers, horseshoe crabs, mangrove snails and the dog-faced water snake.

The dance of the Asian paradise flycatcher…

A grey heron in flight.

Another grey heron in flight.

A striated heron perched on a fallen trunk.

The Sungei Pandan mangroves is all that remains of a once rich mangrove forest. What the crystal ball that is the URA Master Plan tells us is that the area in which it is situated has been designated as a park space. It would be nice to see that the mangroves remain untouched, not just to remind us of the lost forest, but more importantly to protect an area that despite its location and size, is a joyously green space teeming with life.

One of the kayakers was Minister of State Desmond Lee, who is an avid bird watcher.

 

The end of the line?

The disused Jurong Line has been very much in the news of late. This may in part be due to the interest in the railway brought about by the knowledge that we will soon see the last of the Malayan railway running through Singapore. There is of course some focus brought on to the Jurong Line in particular by a proposal by members of the Nature Society of Singapore (NSS) to establish a green corridor on the land which the line runs through. What has motivated the latest spate of reports in the news has very much a bearing on the latter, with a proposed road over a part of the area where the line runs through bringing some consternation to proponents of the green corridor and some anguish amongst residents of a quiet residential area, Faber Heights, which straddles a particularly green piece of land through which the line passes through, the news and the start of work on the road catching many by surprise.

The corridor through which the disused Jurong Line runs through is part of a proposal by members of the Nature Society of Singapore to establish a Green Corridor along the old railway lines.

The corridor through which the Jurong Line runs branches off at Bukit Timah Station, and stretches close to 20 km to the end of Shipyard Road near the Benoi Basin. A large part of it has probably remained in a close to natural state, relatively untouched by development since the line was constructed in the mid 1960s. The line which is essentially an extension of the main line, was intended to serve the new industrial estate then taking shape in Jurong, and the irony is that it is the line that has probably saved much of the greenery along the corridor it runs through from the fate that befell the area on which the industrial estate it was meant to serve was built on. It is along the corridor that we now find ourselves hanging on not just to the greenery it has helped preserved, but also to habitats for bird life, as well as to a way of life that once existed in the rural parts of Singapore.

Much of the railway corridor is untouched by the wave of development that has swept over Singapore over the last half a century.

Leaves and a fruit of the mulberry tree along the green corridor.

It was for this, as well as an interest in the railway for which I had originally participated in a NSS organised walk in January, during which I was greeted by many scenes resembling that of a rural Singapore that I had stored only in my memory. It is along the some of the more accessible parts of the green corridor that we can discover all this: small plots of vegetables, fruit trees and the forgotten smells of the countryside, all on what is former KTM land that has been returned to the State, which has somehow been tolerated by the authorities. The plots are spread along the area close to Teban Gardens, and also along a wedge of land between Sungei Ulu Pandan and the northern fringe of Clementi, and walking through the area, we are able to appreciate a little bit of what we could soon be losing should plans to develop some of the areas get the go ahead.

The start of another walk down the green corridor.

Walking along the tracks brings us to a green part of Singapore.

Vegetable plots along the green corridor - a welcome sight in an urban landscape.

Small scale farms can be found all along the stretch behind Teban Gardens and in the wedge of land between the northern fringe of Clementi and Sungei Ulu Pandan.

A makeshift scarecrow set amongst banana trees?

In a recent walk during which I joined some of the advocates of the Green Corridor in a familiarisation walk through part of the corridor, I could observe that work on the road has indeed started, the evidence being the hoardings put up in the area where the road is being constructed and clear signs that parts of the disused track have been removed. The proposed road at Faber Heights, intended to ease congestion in the area (and also to serve a suggested expansion in residential units in the area), does cut through what is an area of lush greenery that features what must be a natural creek or a pond, a rare find in the Singapore we have now grown accustomed to. Hearing some of the older participants on the walk reminisce about their childhood exploits in and around similar ponds and creeks into which they would often venture into barefoot in search of a harvest of longkang fish – something that the children of today would find hard to appreciate.

Signs that work has started on the proposed road in the Faber Heights are is very much in evidence.

Work includes the dismantling of the track in the approach to the Faber Heights area.

A stretch where the tracks have been completely removed.

Another look at the area where the tracks are now missing.

The pond or creek at the Faber Heights area - will it be affected?

Part of the track that is still with us ... but for how long more?

Participants on the walk photographing remnants of the track in the Faber Heights area.

It would probably be a case of having to move a mountain to stop the wave of development that has and is still very much sweeping thought the island, but there is a growing number of voices that have been added to the cause to save the area as well as to establish a green corridor. There is certainly hope that the authorities lend a year to the cause … and if there are sufficient voices that are heard, who knows, it is possible that a mountain is about to be moved.

Water Hyacinth - once a common sight - used a pig fodder in the days of old.

The smoke from offerings being burnt in a rural shrine along the green corridor.

Not green but the brown of a roll of corrugated cardboard ...

Kettles on a stove as it might have been in the rural Singapore of old.

The trunk of a fallen tree ... along the green corridor.

The human train to the Sunset

It was on a fine Saturday morning, that I decided to take a four and a half kilometre walk that was organised by the Nature Society of Singapore, along a part of the industrial history of a Singapore that was still finding its feet in the uncertain climate that had surrounded Singapore in the 1960s. It was at a point in time when Singapore was contemplating joining what was then referred to as the Federation, the Federation of Malayan States, better known as Malaya, that work on the Jurong Industrial Estate, a massive project that played a significant part of the island nation’s rapid industrialisation in its early years. There is no doubt that the transformation of a marshy and hilly ground which would have been unsuitable for development had the effort that flattened the hills and fill up the swamps over a 3.5 hectare area to not just build an industrial complex, but provide housing and amenities in the area to the workforce that cost hundreds of millions – the biggest single project that had been taken on by the forward looking self-government and the brainchild of the then Finance Minister, the late Dr. Goh Keng Swee, contributed much to what was later, a newly independent Singapore’s economic success. Along with the industrial complex that was to set Singapore on its feet, there was of course the big effort to provide infrastructure to support the massive project, which included a somewhat forgotten extension to the railway network on the island, the old Jurong Line.

The now abandoned old Jurong Line was built in the 1960s to serve the Jurong Industrial Estate which was being developed.

The line runs through a corridor which has been relatively untouched by the modernisation that has overtaken the island over the last four decades and forms part of a proposal by the Nature Society of Singapore to preserve the former railway corridors as Green Corridors.

Jurong was in my childhood, one of the ends of the earth, being in what I had envisaged as a forsaken part of the island, good only for the seafood at Tuas village, that meant the long ride along the long and winding old Jurong Road that took one past the creepy stretch where the old Bulim cemetery was located. It was also the object of many school excursions to the area which had in the 1970s, the Jurong Birdpark added to the list of attractions that meant the long ride on the chartered bus which would pass the wonderfully wide tree lined avenue named International Road and culminate in the smell that we would always look forward to with anticipation – that of the aroma of chocolate that would invariably waft out of the Van Houten factory that stood on Jalan Boon Lay. It was only later that I came to know Jurong much better, spending 16 years of my life working in a shipyard at the end of Benoi Road.

The human train over the old railway line ...

It was around when I had first started work there that I started to notice the old Jurong Line, only once spotting a train passing over a level crossing that might have been at Tanjong Kling Road, not significant enough to have caught a mind that was distracted by the early days of my career. I had of course known about the bridges – a truss bridge, similar in construction and appearance to the glorious truss bridges of the main Railway Line that gives the Bukit Timah area some of its distinctive character, that crossed the Sungei Ulu Pandan that was visible from Clementi Road on the double decker bus service number 74 that I occasionally caught home from Clementi during my days in Singapore Polytechnic, as well as a less distinct on that crossed the Pandan River. Beyond noticing the obvious signs of the Jurong Line, I never did find the urge to learn about it until maybe a recent bout of nostalgia for the railway in Singapore brought about by the news that we will see the last of the trains crossing the island come the first day of July this year prompted the urge in me to explore what is now a disused line, and so when I heard of the ramble organised by the Nature Society, I decided to get dirty and muddy in the effort to learn more of the line.

The truss bridge across the Sungei Ulu Pandan at Clementi is a very well recognised landmark.

The walk along the line started at Teban Gardens, which itself was a housing estate that owes its own development to Jurong Industrial Estate which it sits on the fringe of. The estate was constructed in the early 1970s to supplement low cost housing in the area which had been in high demand, as more people found jobs in the Industrial Estate. The first flats were completed in 1976 by the Jurong Town Corporation (JTC) which had been the body responsible for the development of the Indistrial Estate and the flats in the area – along with other JTC developed housing estates in the west of Singapore, have a distinct character compared to the estates developed by the Housing and Development Board (HDB) during that time. The start of the walk in the setting of the fast rising sun, allowed the plots of vegetables and fruit trees to be revealed along that part of the corridor along that area on the approach to the abandoned tunnel that runs under Jurong Town Hall Road, a scene reminiscent of some of the rural scenes of Singapore that I had hitherto thought had been lost in the wave of development that has swept over Singapore. It was nice to return to the that Singapore for a while and take in the “fresh” country air that came with what appeared to be the ample use of fertilizer on the plots of vegetables.

Crossing what were the tracks at Teban Gardens.

A scene perhaps from the rural Singapore of old - small scale farming takes place along some tracts of land through which the corridor passes.

More scenes from what rural Singapore might have once looked like.

It was refreshing start to the walk which continued through one of the five tunnels that the line had featured when it was operational, along with eight steel bridges, three of which we walked across or walked by. Built at a cost of S$5.9 Million by the Malayan Railway with a loan from the Economic Development Board (EDB), construction on the line started in 1963 and was only completed in 1966 with total of 19.3 kilometres of tracks laid, although a public run was made as early as in November 1965. The first service commenced with its opening by Dato Ahmad bin Perang, the then General Manager of the Malayan Railway on 4 March 1966. The line, which branched off at Bukit Timah station and ran under a tunnel across Clementi Road towards the west, ended up at Shipyard Road behind the Mobil Refinery which was then being constructed, with a branch line running to the National Iron and Steel Mills (the estate’s first factory) and Jurong Port, and had apparently not been as well used as envisaged, and operation of the line finally ended in the mid 1990s without much fanfare, with the land being returned to the State and lies abandoned for the close to two decades that have passed.

The line featured five tunnels, including this one running under Jurong Town Hall Road.

Another view through the tunnel ...

The light at the end of the tunnel

The line also featured eight steel bridges, including this girder bridge across the Pandan River, along its 19.3 km of tracks from Bukit Timah Station to Shipyard Road and Jurong Port.

The abandonment was certainly pretty much in evidence throughout the walk, not just with “Danger” signs pretty much rendering the tunnel and the bridges along the route places we should have really avoided walking through or on. Trudging through the dark and dingy tunnel certainly wasn’t a walk in the park as the thick layer of mud that lined the ground meant a slow trudge towards the light at the end of the tunnel which was a small opening in the zinc sheet that was meant to prevent access into the tunnel at the other end. The first of the bridges we passed was the one across the Pandan River, which looked a little worse for wear and was boarded up to prevent access to it. After that, it was through the Faber Gardens corridor where besides the obvious signs of the abandoned tracks, some being overrun by the vegetation, there were also some nice bits of nature to take in, with even a creek that showed evidence of a swamp in the area with some swamp plants being very much in evidence. It was in the area where two members of the Shield Bug family said hello without giving off the almighty stink that they are known for. This certainly is reason enough to support the Nature Society’s proposal to turn the rail corridors into green corridors.

Signs of abandonment were pretty much in evidence all along the tracks ... this one at the east end of the tunnel ...

... and one at the Pandan River bridge ...

A train undercarriage's eye view of the bridge over the Pandan River.

An unspoilt part of Singapore - a creek by the old Jurong Line ... one of the compelling reasons to support the Nature Society's proposal to turn the areas around the tracks into a Green Corridor.

Shield bugs ... not uncommon, but rarely seen in urban Singapore these days.

Nature disturbed by the line but relatively unspoilt.

and in some instances, reclaiming their place on the old abandoned tracks.

More evidence of nature reclaiming the areas around the abandoned tracks.

It wasn’t long before we got to the Sunset Strip – the area behind Clementi Town along the Sungei Ulu Pandan that leads up to Sunset Way. That was where we walked into the Chinese temple and a few more reminders of a rural Singapore that is no more, including a water hyacinth pond (water hyacinth ponds were commonly seen as these were often used as fodder for pigs as well as in ponds treating pig waste in the old kampungs). From there, it was across first the rickety old truss bridge that the lack of maintenance on it very evident and looks as it it would be destined for the scrap yard unless my friends in the Nature Society have their way … that provided an excellent photo opportunity and despite the signs warning us not to cross and the clear evidence of a structure that bears the scars of being left in the hot and humid environment without any renewal made of coatings that would have kept the corrosive effects of the environment at bay, proved to be a safer bridge to walk across than the operational ones along the Bukit Timah corridor. It wasn’t far then for the human train to reach the sunset – Sunset Way – where another bridge – a grider bridge provides an overhead crossing over the road … where the short, but very interesting walk ended, leaving me with a much deeper impression of the old Jurong Line, and certainly of the proposal to turn the corridor into a green corridor, which I hope, won’t as the old Railways across Singapore, ride and fade into the sunset.

A temple by the former Railway land along the Sungei Ulu Pandan.

More scenes of what rural Singapore might have been like in the area around the temple.

Crossing the truss bridge across Sungei Ulu Pandan ...

Another view across the truss bridge.

The last leg of the walk towards Sunset Way.

The girder bridge over Sunset Way.

The view across the girder bridge at Sunset Way.