Integration of MRT Entrance with Private Development
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Integration of MRT Entrance with Private Development
Integration of MRT Entrance with Private
Development
Audrey TEO and Jenny WOO
Abstract
The design of the entrances to the Mass Rapid Transit (MRT) stations has an impact on
onlookers, facilitates the convenience of users, affects the identity of the station, and
shapes the landscape of the urban environment. This paper uses cases in Singapore to
illustrate the overall strategies of designing the MRT entrances that are integrated with
adjacent development. It covers various scenarios; the at-grade entrances built on an
empty plot of land, those within existing commercial development or have underground
links to adjacent commercial development and with future development. Each scenario
is presented with case studies.
Introduction entry point to not only a single station but
The Singapore Mass Rapid Transit system also for the entire transit system comprising
first started operating in 1987 with the multiple stations and transit networks.
North-South line. By 1990, the system had
been extended to comprise a total of 42
The MRT entrance must give
stations over a 67km route. The network
commuters an even more heightened
continued to expand with the Woodlands
sense of arrival as it serves as an
extension, Changi Airport Line, North East
entry point to not only a single
Line, Boon Lay extension, and with the
station but also for the entire transit
opening of the new Circle Line in phases system comprising multiple stations
starting in 2009, the MRT now consists and transit networks.
of 90 stations with a total route length
of 129.7 km. Currently, construction is
underway for the new Downtown Line and
Its accessibility and interconnectivity with the
a station extended from the North South
urban populated areas play a significant role
Line and Circle Line respectively. This will
in the success of a transit network. Hence, it
add another 35 stations to the network.
is important to study the entrance typology
As in all building entrance design, the MRT and to re-examine their role to ensure greater
entrance must give commuters an even more success in integration of MRT entrances with
heightened sense of arrival as it serves as an private development in an urban setting.
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Integration of MRT Entrance with Private Development
Station Design different configurations - influenced by such
An underground rapid transit system is a factors as the nature of site space, or the
complex and efficient network of underground need to serve new or existing developments.
communication with enormous engineering The following are three basic characteristics
effort involved in building and keeping it of a station entrance in an urban context.
technically efficient. They are used to transport 1. Independent street level entrance
large numbers of people at high frequency,
2. Street level entrance integrated with
and hence, the stations that emerge into the
building
city fabrics with their own striking architectural
3. Underground entrance integrated with
characteristics have to be equally efficient in
building
their interconnectivity with the urban areas.
The design and layout of a station entrance
and its circulation play an important role in Independent Street Level Entrance
creating an efficient station within the rapid In an open public space, an entrance at street
transit circulation, often associated with level will certainly give the station a distinct
short, direct and unobstructed entry into the architectural identity. They are recognisable
underground station platform. Stations with and identifiable as a landmark. In some cases,
overly-long and meandering circulation routes architects have successfully sculpted these
will always be a source of dissatisfaction. stand-alone entrances to form a line-wide
identity for a group of stations, treating them
Stations with overly-long and as iconic landmarks.
meandering circulation routes will
always be a source of dissatisfaction. Figure 1: Raffles Place MRT Station entrance set in an
open square surrounded by office tower blocks
As newer rail lines with deeper underground
tunnels are being built and integrated into the
existing underground rail network, the station
and its public circulation areas will have to go
deeper into the underground spaces. Hence,
greater attention has to be given to the
design and layout of these circulation spaces,
and entrances with clear and simple routes is
a key factor in creating good station design.
For an underground rapid transit system in an
urban city, station entrances come in many
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Integration of MRT Entrance with Private Development
three or four-storey building, after taking
The station entrance is also a means into consideration the functional separation
of escape in case of fire, and the for the prevention of smoke recirculation.
best way to evacuate is through the
same entry point which the public is Figure 2: Orchard MRT Station entrance in front of ION
Orchard
familiar with.
Functionally, station entrance located at
street level has always been the preferred
method of providing a safe and efficient
point of entry. This is because the station
entrance is also a means of escape in case
of fire, and the best way to evacuate is
through the same entry point which the
public is familiar with. At street level, this
will ensure maximum safety for the public.
In the local context, this type of street
level entrance comes in different forms,
shapes and sizes, and they are strongly
Street Level Entrance Integrated
influenced by the availability of space
with a Building
and the way in which they juxtapose In areas where the availability of open spaces
with other station related elements, such is minimal, station entrances would have to be
as, cooling towers, ventilation shafts and closely integrated into the existing buildings.
escape staircases. So, station entrance In most cases, architects have successfully
would need to integrate sensibly with designed the entrance to be an integral part
these elements through coordination of a commercial building, providing a seamless
between the engineers and architects, travelling experience.
so that the entrance would unmistakably
be the most inviting and celebrated focal Figure 3: Esplanade MRT Station entrance integrated
with One Raffles Link
element that stands out from the rest.
Urban planners often prefer these station
related structures to be grouped together with
the entrance so as to free up more land space
for future development. These combined
structures with smaller footprint are often
achieved at the expense of the overall height,
which could easily reach as high as a normal
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Integration of MRT Entrance with Private Development
However, the affected building that interfaces Underground Entrance Integrated
or integrates with a transit station will have with Building
to fulfil the necessary safety regulation, In the case of a densely built environment
particularly on the aspect of fire safety with little room at street level, an
and flood protection requirements. This is underground entrance connecting directly
to ensure safe separation for emergency into the basement of a commercial
evacuation and adequate prevention against development would certainly improve the
flash floods. These are usually incorporated interconnectivity between station and
with fire shutters, ramps or steps. building. Implementation of such entrance
would need some form of identity markers
The affected building that interfaces or archways to signify entry and point of
or integrates with a transit station arrival. Clear public wayfinding signs or
will have to fulfil the necessary safety symbols with simple directional messages
regulation, particularly on the aspect would be a useful guide in an underground
of fire safety and flood protection environment.
requirements.
Figure 5: Orchard MRT Station is served by
Figure 4: Esplanade MRT Station various entrances, ie., via street level and via
connectivity to Suntec City, One Raffles subway link to ION Basement and other malls
Link and future South Beach development
Suntec City
Station Entrance WHEELOCK
PLACE
Future South Beach One Raffles ION ORCHARD
Development Link
B1 ION Retail Floor Underground subway
connection
Retail
Retail
Station Concourse Retail
B2
MRT Platform
Memorial Park
Having direct connection would mean
The various forms of integration are naturally that greater design attention has to be
influenced by the availability of space within given to safeguard the requirement for
an existing urban fabric. Hence, early planning fire separation and flood protection. Both
and coordination with affected parties need station and building would have their
to be initiated to ensure minimal disruption own independent routes for escape in the
during construction. event of fire.
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Integration of MRT Entrance with Private Development
This form of entrance would require a common identifiable theme to unify all the
additional alteration works to the existing stations, thereby creating a line-wide identity.
building in order to achieve seamless Figure 7: Raffles Place MRT Station entrance makes use of
underground pedestrian connection. the iconic façade of a previous building
In some cases, additional underground
subways leading to private developments
would have to be incorporated before
these basement structures could be
connected. Hence, the design of such
entrances and the associated connecting
subways would require close collaboration
between transport and urban planners,
as well as, the affected building owner.
Implementation of additional development
gross floor areas and agreement on
cost-sharing framework will need to
established and approved in advance. Without consideration for adequate and
effective shelter, a station entrance that is
Figure 6: Orchard MRT Station integrated with ION
Orchard
conceptualised exclusively as a stand-alone
iconic structure at street level would not
make good sense to the general public. In
this regard, they are either protected within a
larger building or sheltered with a connecting
linkway canopy.
Figure 8: Raffles Place MRT Station entrance bears some
resemblance to UOB Plaza to which it is connected
Role of Entrance to give Station
Identity
Identity for an individual station or for an entire
underground rapid transit system is often
depicted at the station entrance level. Architects
use recognisable visual language to serve as To draw attention to its presence, the
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Integration of MRT Entrance with Private Development
commercial development. Underground
Without consideration for adequate subways and shopping thoroughfares will
and effective shelter, a station inevitably be future models for the handling
entrance that is conceptualised of huge pedestrian traffic in an underground
exclusively as a stand-alone iconic rail transit system. This subway and shopping
structure at street level would not thoroughfare that straddle the station and
make good sense to the general
adjacent buildings would link the pedestrian
public.
directly to the basement shopping levels.
entrance will often be accompanied with a Figure 10: Somerset MRT Station entrance opens out to a
string of semi-outdoor F&B establishments along a passage
colourful and attractive sign or a rail transit called Discovery Walk
logo to serve as beacon for pedestrians, as
well as, road users. At the very least, the
station name will usually be boldly applied
to reaffirm that one is entering a station.
A strong identity could serve as urban icons
that reinforce the users’ sense of pride
and belonging. The public would grow so
accustomed to this same identical image, that
designers will have to make subtle changes to
differentiate one station entrance from another.
Figure 9: Esplanade MRT Station opens out to the
commercial floor of Esplanade Exchange before joining The complete merging of both station and
Marina Square Mall and Suntec City
building would appear as one amalgamated
complex creating a seamless transition for the
end user.
Figure 11: Orchard MRT Station entrance interfaces with
adjacent malls, such as, Wisma Atria and Wheelock Place
Role of Entrance as Catalyst for
Activity
The usual street-fronting station entrance is
increasingly faced with the competing use of
street-fronting shop-front space in a major
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Integration of MRT Entrance with Private Development
Conclusion
A busy station with a healthy mix of
Efficiency in handling large flux of people, and
both underground and street level
clear and simple routes are some of the key
connections would be an ideal recipe
considerations in the design of MRT entrances.
for enlivening both the shopping
basement and the quality of street A sustainable co-existence in the interface
life. between station and building will definitely
go a long way towards creating an efficient
A busy station with a healthy mix of both station layout that would stand the test of time.
underground and street level connections
In conclusion, LTA, in collaboration with Urban
would be an ideal recipe for enlivening both
Redevelopment Authority (URA), will continue
the shopping basement and the quality of
to engage stake-holders proactively for the
street life. On the functional aspect, such
successful integration of the MRT entrances.
street entrance arrangements would always
be an essential criterion for ensuring safe
dispersion of surge crowds and effective
management of emergency evacuation.
Acknowledgement
We would like to thank Joseph Cheong and Hamdi Rizal, both Senior Architects in the Land Transport Authority,
Singapore, for their work that formed a valuable part of this paper.
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Integration of MRT Entrance with Private Development
Audrey Teo Loh is the Chief Architect at the Land Transport Authority, Singapore.
A Singapore-registered Architect, she has Master degrees in Economics as well
as Urban and Regional Planning. Her career began in 1977 with the Urban
Redevelopment Authority (URA), where she was a member of the pioneering
team involved in the planning of Singapore’s first MRT system. Her transfer to the
MRTC allowed her to design several MRT stations, initiate integrated development
provisions, and be involved in their eventual construction.
In the last thirty years, her public sector employment included stints with the former
Public Works Department, and the States of Hawaii and California in the United States. Her private sector
involvement in Singapore, Asia and USA included various architectural commissions, real estate development,
and container depot logistics. Her experiences now cover the design and construction of all rail lines in the
Singapore system, subway stations, train and bus depots, facility and ventilation buildings for roads and rail
projects, and commuter facilities for barrier-free access.
Jenny Woo Yoke Mui has more than 20 years work experience in both the private and
public sectors. Currently holding the appointment of Manager in LTA’s Architectural
Division and a registered Professional Architect (QP) in Singapore, she joined LTA in
1998 as Project Architect for the North East Line Chinatown station. She developed
design initiatives for enhancing the connectivity and urban environment for the
station and thereafter has embarked on numerous Rail projects. She is presently
in charge of the architectural design from station concept planning, design
development to construction. Jenny is the QP of the LTA’s in-house designed Paya
Lebar interchange station and was involved from design to construction. She has also successfully delivered
the North East Line and Circle Line stage 1 to 5 stations. Her past employment experience covers a wide
range of projects which include designing bungalows, condominiums, shopping/office complexes and hotel
development.
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