Chinatown MRT station

Chinatown MRT station is an underground Mass Rapid Transit (MRT) interchange station on the North East (NEL) and Downtown (DTL) lines in Outram, Singapore. It serves the ethnic enclave of Chinatown. Situated at the junction of Eu Tong Sen Street, New Bridge Road and Upper Cross Street, the station is near several landmarks, including the Buddha Tooth Relic Temple, Masjid Jamae (Chulia), Chinatown Point and People's Park Complex.

First announced as People's Park MRT station in March 1996, the NEL station was one of the most challenging projects undertaken during that line's construction. It involved multiple diversions of the main roads and the Eu Tong Sen Canal, in addition to the preservation of the Garden Bridge. The NEL station was completed on 20 June 2003. In March 2007, it was announced that the NEL will interchange with the DTL at this station. The DTL platforms of the station opened on 22 December 2013 as part of Stage 1 of the line.

Each of the six entrances has glass structures, with the Pagoda Street entrance having a pavilion-style transparent roof structure and the DTL entrance having an elliptical shape. The station features two artworks as part of the MRT network's Art-in-Transit programme. The NEL concourse and platforms feature calligraphy as part of ''The Phoenix's-Eye Domain'' by Tan Swie Hian, while the DTL concourse walls feature artworks of clothes lines as part of ''Flying Colours'' by Cheo Chai Hiang.

History

North East line station (1996–2003)

Chinatown station was first announced as People's Park station, along with the 15 other North East line (NEL) stations, by Communications Minister Mah Bow Tan on 4 March 1996. The contract for the design and construction of the station – Contract 709 – was awarded to a joint venture between Gammon Construction and Econ Piling in June 1997 at S$141.5 million (US$ million in ).

The construction of the NEL station was one of the most challenging projects on the line. Arterial roads like New Bridge Road, Eu Tong Sen Street, and connecting streets had to be rerouted, closed and reinstated several times. These closures took place through seven major phases and numerous sub-stages from December 1997 to March 2002. The bus stops had to be shifted accordingly. As a result of the rerouted roads and the construction barriers, pedestrians had to take longer routes around the construction site to their desired destinations. In addition, businesses in the area were affected by the noise and construction dust, leading to tarnished goods and a decrease in patronage. The contractors made efforts to minimise these effects, such as using quieter machinery and cleaning the vehicles exiting the worksite. During the Lunar New Year in 2001, a temporary bridge was constructed to connect the two sides of Pagoda Street so pedestrians could walk over the entrance work site.

Following engagements with the local community, the Land Transport Authority (LTA) implemented measures such as shifting worksite hoarding aside to maximise walking space, working with artists to paint the worksite panels, minimising the worksite space at Pagoda Street and renovating the Garden Bridge to allow its integration with the station. A temporary taxi stand was installed at Upper Cross Street to serve the retail development of Chinatown Point. The LTA also built a temporary pedestrian staircase from the shops along New Bridge Road to the Garden Bridge.

Prior to the construction, the utilities at the site had to be diverted at a cost of S$7 million (US$ million in ) so the utilities were not damaged during the station's construction. The utilities had to be protected or substituted during the manoeuvre, and took some time due to the poor documentation of the location of the old pipes and cables. The Eu Tong Sen Canal running through the station site had to be dismantled and diverted into four steel pipes to connect the unaffected parts of the canal. It was planned to use steel beams to support the canal during ground excavation and the station's construction, but this would risk damaging the canal, causing the site to flood. The more time-consuming and expensive alternative to divert the canal into the diameter pipes would minimise such risks and allow sufficient space for the construction machinery. The LTA engineers decided to implement this alternative, which became one of the largest drainage diversion projects in Singapore. The pipes were suspended below the temporary road decking. After the station's construction, the canal, now wider and deeper, was rebuilt above the station.

The construction also involved the preservation of Garden Bridge as it is a social and cultural landmark in Chinatown. Initially, there were plans to dismantle the bridge due to the columns and foundations being in the way of MRT works, but the LTA reversed its decision and decided to underpin the bridge using massive steel trusses. Certain sections of the bridge's central support were cut away to allow more space for efficient excavation and construction. The support columns were rebuilt after the station's completion.

Due to the soft marine clay above the stable sedimentary soil, there were a few cave-ins at the site during construction. On 3 July 1999, an unused section of the old canal caved in, forming a hole deep. Several I-beams, a compressor and a small machine, which fell into the hole, were retrieved using a crane. It was discovered that some soil had seeped through a gap in the perimeter wall of the station, resulting in the collapse of the structure. The gap was made to accommodate a sewer pipe. In the evening of 22 November, a section of Eu Tong Sen Street collapsed, and it was closed along with neighbouring streets. The collapse formed an hole with a depth of up to . Nobody was injured and the surrounding buildings remained intact. On 2 December that year, a depression, along with cracks, was discovered on the road away from the cave-in site, resulting in another road closure. It was found during an inspection of soil movement above the tunnelling machine underneath the street. One of the lanes remained open for buses. The road was dug open to inspect the utility pipes, cables and the two steel pipes underneath the road. Cement was pumped into the ground to stabilise the soil before the road was reopened to traffic on 5 December.

By mid-2002, the major roads were reinstated with most of the construction work complete. In conjunction with the station's opening, the surrounding shopping complexes People's Park Complex and the OG Shopping Centre underwent renovations and redevelopment. The former Majestic theatre near the station had also been refurbished and converted into a retail mall. With the NEL commencing services on 20 June 2003, it was expected that the station would bring further development to the area with more investments and crowds.

As part of a joint emergency preparedness exercise by the LTA and train operator SBS Transit, security screenings were held at the station on 9 December 2022. Commuters entering the station were redirected to a set of fare gates near Exits A and G with Exit F closed. Such exercises were conducted to test established response protocols and maintain vigilance for quicker and more effective responses during emergencies and heightened security situations.

Downtown line station and further plans (2007–2013)

During the NEL station's construction, provisions were made for Chinatown station to link with a future MRT line. In October 1997, it was announced that the station would become the terminus of the proposed Marina Line. In subsequent plans, however, the Chinatown branch was scrapped. The project was scaled down to six stations that would form the first stage of the Circle Line (CCL).

On 26 April 2005, ''Today'' reported that soil tests were being conducted around Chinatown station, raising speculations of a possible rail link between Chinatown and Marina Bay via a new developing downtown. However, the LTA expressed they had yet to decide whether to build such a line. On 14 June, the LTA announced that Chinatown station would be the terminus of the Downtown Extension (DTE) from Milennia station (now Promenade). The DTE, initially planned to be a branch of the CCL, was revised to be the first stage of the Downtown line (DTL) in 2007.

In preparation for the DTL construction, the utilities underneath Cross Street and Upper Cross Street were diverted into a long Common Utility Trench (CUT). The wide and deep CUT, located along Pickering Street and Church Street, was constructed using the cut and cover method. The contract for the CUT construction was awarded to Hwa Seng Builder Pte Ltd on 18 August 2006 for S$6.4 million (US$ million). Contract 909 for the construction of the DTL station and associated tunnels was awarded to Gammon Construction at S$160.3 million (US$ million) in August 2007. On 12 February 2008, the LTA held a ceremony at this station to mark the beginning of the DTL's construction.

During the construction, traffic was diverted to Cross Street and Upper Cross Street from March 2007 to the end of June 2008. The area in front of Hong Lim Complex and Chinatown Point had been closed off to build the support wall for the station and tunnels. Subsequently, a section of Upper Cross Street between Yue Hwa Building and Block 34 was realigned from 18 January 2010 until the station's completion in 2013. On 17 January 2013, the then-Minister of Transport Lui Tuck Yew visited the station, where he announced the 2013 Land Transport Master Plan. An open house was held on 7 December 2013, before the DTL station commenced operations on 22 December. The station was the terminus of the line until the opening of DTL Stage 3 to Expo station on 21 October 2017.

Extending the DTL tunnels from Chinatown to Fort Canning station was a challenge, due to the narrow space between two Housing and Development Board (HDB) blocks and the State Court along the route. In addition, the contractors had to divert the Singapore River for the tunnels’ construction. The DTL tunnels had to be stacked to overcome the space constraints. Before deciding on the route taken to cross the Singapore River, 20 other tunnel routes were considered by LTA engineers but were deemed too unsafe or too damaging to the environment or both. The diversion of the river was necessary as tunnelling underneath would risk sinking or flooding. The tunnel boring machine used could be obstructed by debris that remained stuck into the riverbed. There were considerations to dam the river but it would have disrupted businesses and tour boat operations along the river.

The river diversion, which started in 2012, involved removing components of the river embankment, constructing a series of dams, strengthening the soil and excavating a new canal on the river’s west bank.The Straits Times