History of the Mass Rapid Transit
Transcript of History of the Mass Rapid Transit
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1.5 Nearing completion
2 Subsequent extensions
2.1 North South Line Woodlands Extension
2.2 Expo Station
2.3 Dover Station
2.4 Changi Airport Station
2.5 North East Line
2.6 East West Line Boon Lay Extension
2.7 Circle Line
3 History of the system map
3.1 1987 to 1996
3.2 1996 to 30 July 2001
3.3 31 July 2001 to date
4 History of station and train announcements
4.1 1987 to 2008
4.2 2008 to date
4.3 20 June 2003 to date (for North East Line only)
4.4 30 May 2009 to date (Circle Line passengers change to Other
Lines Only)
5 History of the ticketing system
5.1 1987 to 2002
5.2 2002 to 2009
5.3 2009 to date
Construction of backbone network
Conceptualisation
The idea of constructing a rapid transit line in the country was initiated in 1967, when a four year State
and City Planning study conducted by the Singapore government and the United Nations
Development Programme. It was part of an urban renewal and development project which aimed to
formulate a long-term comprehensive concept plan for guiding the country's future physical
development. It was concluded that physical land constraints faced by the island nation, was not able
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to accommodate more roads to meet the rise in transportation demands. It was noted that the city
state needed a rail transit system by 1992.
Bus vs. rail debate
It took 10 years since 1972 to design the MRT system, which continued all the way until the
government gave permission to build the MRT.
Between 1972 and 1980, the participants of the study was the late President Ong Teng Cheong. He
was then a member of theMinistry of National Development's Planning Department, after
returning from overseas studies that same year. He became a fervent supporter and advocate of a rail
based system; being an architect and an urban planner placed him in good stead. During the study,
other countries were visited to study the technology and efforts needed to build the MRT system.
When he became the then-Minister for Communications (now the Ministry of Transport), he had to
convince the cabinet in a debate in early 1980, that the S$ 5 billion needed for the system would be
beneficial for the long-term development of Singapore. He argued that
"this is going to be the most expensive single project to be undertaken in Singapore. The last
thing that we want to do is to squander away our hard-earned reserves and leave behind
enormous debt for our children and our grandchildren. Now since we are sure that this is not
going to be the case, we'll proceed with the MRT, and the MRT will usher in a new phase in
Singapore's development and bring about a better life for all of us."
Therefore, a provisional Mass Rapid Transit Authority was established in July 1980, after thedebate. However, Mr Ong faced strong opposition from other members of the cabinet, by
Finance MinisterGoh Keng Swee, due especially to the heavy investments involved. A team
of specialists from Harvard University, recommended that an all-bus system would be sufficient
into the 1990s, and would cost 50% less than a rail-based system.
Later on, two independent American transport and urban planning specialist teams were then
appointed by the government to conduct their own independent reviews as part of the
Comprehensive Traffic Study in 1981. This debate was also brought to national television in
September 1980, which was rare at that time. The study came to a conclusion that an all-bussystem would be inadequate as it would have to compete for road space which would have been
increasingly overcrowded by then. The problem would be solved by building a rail system. Mr
Ong hence declared in triumph on 28 March 1982, that
"the Government has now taken a firm decision to build the MRT. The MRT is much more
than a transport investment, and must be viewed in its wider economic perspective. The
boost it'll provide to long term investors' confidence, the multiplier effect and how MRT will
lead to the enhancement of the intrinsic value of Singapore's real estate are spin-offs that
cannot be ignored."
Construction begins
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The permission to begin the construction of Singapore's then-largest public works project
was given in May 1982. A ground-breaking ceremony commenced the construction on 22
October 1983 at Shan Road. The majority of the work was expected to be completed in
1992. This included 67 km of track to be constructed, with 42 stations, of which 26 would
be elevated, 1 at grade and 15 underground. The network was constructed in stages, with
the North South Line given priority as the line passed through the Orchard
Road corridor as well as theCentral Area, both of which faced a high demand for public
transport. Also, it was near the more densely populated housing estates such as Toa
Payoh andAng Mo Kio. The MRT Corporation, nowLand Transport Authority, was
established on 14 October 1983, taking over the roles and responsibilities of the former
provisional Mass Rapid Transit Authority. On 6 August 1987, it set upSMRT
Corporation.
Initial opening
On 7 November 1987, the first 6 kilometres of the North South Linefrom Yio Chu
Kang to Toa Payoh went into operation. The novelty resulted in thousands flocking to
the 5 station segment of the line just to experience and try out the system. At the launching
ofToa Payoh Station, Mr Ong was quoted as saying that
"this is like a 20-year affair from conception to delivery. Now the baby is born, to say that I am
happy and pleased is an understatement."
Nine more stations from Novenato Outram Parkwere officially opened 12
December 1987 by thenDeputy Prime MinisterGoh Chok Tong. These trains
ran as a through service from one end to the other even though Tanjong
PagarandOutram Parkwere on the East West Line.
On 12 March 1988, with the opening of six more stations fromTiong
Bahru to Clemention the East West Line,City Hall and Raffles
Place become interchange stations between the two lines. On the same day, the
system was officially launched by MrLee Kuan Yew, thenPrime Minister of
Singapore.
Nearing completion
The rest of the system opened rapidly in stages.
5 November 1988: Three stations on East West Line fromJurong
East to Lakeside were opened.
20 December 1988: Two stations onNorth South
Line from Khatibto Yishun were opened, completing the Northern section of
the line.
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4 November 1989: Marina Bay, the last station on the North South Line,
was opened. Also opened were nine stations on the East West
Line from Bugisto Tanah Merah. Hence forth, the system started to run as a
two-line system, with the 2-level interchanges coming into full operation at City
Hall and Raffles Place.
16 December 1989: Three stations onEast West Linefrom Simei to Pasir
Riswere opened, completing the Eastern section of the line.
10 March 1990: Three stations on a Branch Line starting from Jurong
East to Choa Chu Kangwere opened.
On 6 July 1990, the last station on theEast West Line,Boon Lay, was
opened, which marked the completion of the system two years ahead of
schedule.
Subsequent extensions
North South Line Woodlands Extension
Less than a year after the completion of the MRT project, the government announced
in February 1991 their intentions to extend the system to Woodlands. Construction
commenced in 1993, and the 16 km, 6 station elevated line was opened on 10
February 1996 at a total cost of S$1.2 billion. With this extension, the North South
Line included the three stations on the former Choa Chu Kang Branch Line (Jurong
East to Choa Chu Kang), forming a continuous line from Jurong
East to Marina Bay.
The construction of the extension was not without political fallout. For a long time, the
politicians representing residences in the North-East area of the island had been
calling for the construction of a planned North East Line. The announcement of the
Woodlands Extension led to protests especially from opposition members of
parliament, in particular fromChiam See Tong and Low Thia Khiang,
representatives of Potong Pasir and Hougang constituencies respectively, with bothareas potentially benefiting from such a line. The opposition members accused the
government of favouring the Woodlands Extension over the North East Linedue to
opposition representation in the north-east area, arguing that there were far more
residents in the north-east compared to the north, and questioned the rationale of
building the Woodlands extension when the north was relatively undeveloped.
Woodlands New Town was only half completed, and Sembawang New Town was still
in the planning stage at that time.
More than a decade later, however, when the disputes with Malaysia over the railwayland used by KTM escalated, it came to the fore that one of the criteria the Malaysian
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authorities had listed before they would consider shifting the existing railway station
away from Tanjong Pagar was for the MRT system to be introduced to Woodlands.
On 16 October 2003, in response to a question fielded in parliament, ProfessorS.
Jayakumar, then Minister for Foreign Affairs, mentioned, that the Points of
Agreement concluded between the two sides on 27 November 1990 included a
clause stating that KTM will shift the station to a site adjacent or close to
the Woodlands MRT Station within five years from the day the MRT
to Woodlandsis opened, something the KTM has not yet done.
Considering that the Points of Agreement was made in the year 1990, and followed
quickly by an announcement to build the MRT line a year later in 1991, there is a
possibility that the line was given priority over theNorth East Linedue more to
international and local political concerns than economic considerations alone.
Expo Station
The Expo Stationopened on 10 January 2001, sporting a "space age"
architecture designed by world renowned architect Sir Norman Foster. The roof is
clad in titanium and its design enabled the platform to be free of any columns, freeing
up space in a station which will be used by thousands of visitors to the massive
100,000 square metreSingapore Expo next door.
Dover Station
The Dover Station, built on theEast West Line between the Clementiand
the Buona Vista, was opened on October 18, 2001. The first station to be built over
an operating rail line with no disruptions to train services (although trains drove by the
site at a reduced speed during the construction phase), it was also the first elevated
station with two side platforms on either side of the tracks, as opposed to having an
island platform as in all other elevated stations.
Adjacent to theSingapore Polytechnic on one side, and undeveloped land on the
other, the building of the station was met with reservations by some members of the
public over its low catchment area (human geography). There were criticisms over
the spending of "taxpayers' money" chiefly for use only by students of one
educational institution. The government proceeded with the construction anyway,
citing the catchment area extends to public housing flats on either end of the
polytechnic, and that the undeveloped land opposite is slated for extensive
development, largely residential in nature. This station has indeed brought much
convenience to the students at the polytechnic.
Changi Airport Station
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For a long time following its opening in 1981, Singapore Changi Airportrelied on
taxis and buses as the primary means of public transportation to the rest of the
country. They served the airport well, but concerns over competition from other
regional airports, some of which feature quick rail-based services to their city centres,
such as the one from Kuala Lumpur International Airport, accelerated the
government's plan to build a rail link to the airport.
Provision had long been made for a new line branching off from the existing East
West Lineat the Tanah Merah MRT Station, with some conceptual plans
showing a tentative route alignment to the airport along Airport Boulevard, continuing
beyond the airport to Changi point, before turning southwest back toward the city
along the east coast of the island. When the extension to the airport was finally
announced, however, the route alignment showed a deviation from previous plans.
The final plan involved building only the first two stations, namelyExpo, an elevated
station directly adjacent to the Singapore Expo, andChangi Airport, an
underground station built between Terminal Two and the since constructed Terminal
Three. The alignment of the station at the airport was switched perpendicularly to an
East-west direction, such that stairs and escalators lead to two of the terminals
directly from either end of the station.
Changi Airport Station was opened on 8 February 2002, giving the airport its
first rail link after less than 21 years of operations. Initially through services wereoperated from the airport to Boon Lay at the other end of the East West line, however
due to ridership falling below expectations the service was reverted to shuttle mode in
2003.
North East Line
The North East Line, the first line operated by SBS Transit and among the first
fully-automated heavy rail lines in the world, opened on June 20, 2003. System
problems delayed the line six months from the scheduled opening date of December
2002. The construction period of the North East line was fraught with many delays
and some budget problems. It marked the pinnacle of a long and chequered history of
over two decades since the conception of the line had taken place along with that of
the original system which was eventually completed in 1990. As of May 2005, the line
was still running at a deficit, and the line operator, SBS Transit, turns an overall profit
because the profits from its public bus service exceed the losses from operation of
the North East line. Running fromHarbourFront where Singapore's former World
Trade Centre building lies to Punggol to the northeast of the island, this line allowed
for previously isolated or distanced areas to be linked up with the rest of Singapore by
rail. The trains on the North East line are driverless and fully automated.
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East West Line Boon Lay Extension
On 28 February 2009, the 3.8 kilometre Boon Lay Extension to the East West Line
comprising 2 stations PioneerandJoo Koon commenced passenger service.
Circle Line
On 28 May 2009, the 5.6 km of the Circle Linehas been opened from Bartley
MRT Station to Marymount MRT Station. On 17 April 2010, The city leg will
commence operation.
History of the system map
1987 to 1996
The MRT was a very recent addition for Singapore and as such, the authorities
wanted to keep the MRT map as easy to use for Singaporeans as possible. Hence,
each direction of travel was colour coded in a different colour as though it were a line
on its own. In that way, confusion in decision-making when taking a certain line in a
certain direction would be reduced for passengers. However, this reduced the amount
of colours available for new lines and was not in line with international practice.
Previously, each direction of travel on the MRT was denoted on system maps as a
different colour.
Northbound services were denoted in yellow
Southbound services in red
Eastbound services in green
Westbound services in blue
Northbound Choa Chu Kang Branch Line services in khaki
Southbound Choa Chu Kang Branch Line services in brown
Each station was also assigned a unique alphanumeric code, with the alphabet
indicating which part of the island the station lies at (North, East, West, Central,
Marina Bay region or Choa Chu Kang Branch Line) & the numbers (in ascending
order from the centre of the island) indicating which part of that region the station is
located at.
Stations from Bugis to Pasir Ris denoted by codes E1 to E12
Stations from Tanjong Pagar to Boon Lay denoted by codes W1 to W12
City Hall Station, Raffles Place Station & Marina Bay Station denoted as C2, C1
& M1 respectively
Stations from Dhoby Ghaut to Yishun denoted by codes N1 to N12
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Stations from Bukit Batok to Choa Chu Kang denoted by codes B1 to B3
1996 to 30 July 2001
The colour and alphanumeric codes for each direction of travel remained unchanged,
except that with the opening of the Woodlands Extension (connecting Yishun stationto Choa Chu Kang station), the Jurong East - Choa Chu Kang Branch Line ceased to
exist. As such, the formerly Northbound Choa Chu Kang Branch Line services in
orange travelled southbound to Marina Bay & as such were denoted as red while the
formerly Southbound Choa Chu Kang Branch Line services in brown originated from
Marina Bay, hence having travelled northbound it was denoted as yellow. The
alphanumeric codes for these stations were also replaced. Expo station which
opened in 2001, was denoted by the code E13 for a short while.
The Bukit Panjang LRT opened in 1999 and was given the colours purple and orangeto represent its direction of travel. Due to the alignment of the route, which was a loop
track around Bukit Panjang New Town, the map was different. The stations were
given the alphanumeric code A1 to A14, with numbering starting from Choa Chu
Kang interchange and going anti-clockwise direction on the loop. The directional
arrow on the shared service track (between stations A1 to A6) was split, half purple
coloured and half orange coloured. From Bukit Panjang station, the orange arrows
travelled in an anti-clockwise direction [(service B) viaPetir] while the purple arrows
travelled in a clockwise direction [(service A) viaSenja]
31 July 2001 to date
Because of an expanding rail network, the MRT System Map could no longer afford
to have each direction of travel represented by a different colour. Eventually, the map
would run out of colours to use to represent each direction of travel. This was the
main reason behind the revamp. Using the acclaimed London Underground Map as a
reference, the MRT System Map was revamped.
Colours were used to represent each line rather than each direction of travel, cutting
the usage of colours by half and preserving other colours for future lines.
Red forNorth South Line
Green forEast West Line
Purple forNorth East Line
Orange forCircle Line
Brown for the futureDowntown Line
Grey for all LRT lines
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The direction of travel was instead represented by numbers contained within a
coloured circle located at the ends of each line, known as the destination number.
The number 1 contained within a green circle represent East West
Line services travelling towards Pasir Ris Station. 2 on green forEast West Line services towards Joo Koon
3 on green forEast West Line Shuttle services towards Changi Airport
4 on red forNorth South Line services towards Jurong East
5 on red forNorth South Line services towards Marina Bay
6 on purple forNorth East Line services towards HarbourFront
7 on purple forNorth East Line services towards Punggol
8 on orange forCircle Lineservices towards Bartley/Dhoby Ghaut
9 on orange forCircle Lineservices towards Marymount/HarbourFront
10 on orange forCircle Line services towards Marina Bay
11 on brown forDowntown Lineservices towards Bugis/Bukit Panjang
12 on brown forDowntown Lineservices towards Chinatown/Expo
Services towards Tanah Merah are not given a number. This is because when this
system map was implemented, it was planned for through services to Changi Airport
from Boon Lay and vice versa. Though shuttle services replaced it in 2003 due to low
ridership of this service, it was decided that this system was preserved.
Like before, each station was assigned a unique alphanumeric symbol. However
under this revamped system map, the letter in each symbol denotes the line (rather
than the region of Singapore the station was in) and the number increases in
ascending order from East to West (East West Line), North to South (North South
Line), towards the North East (North East Line), in an anti clockwise direction (Circle
Line) & in an clockwise direction (Downtown Line). Interchange stations will then have
at least two codes. For example, City Hallwill have two codes, EW13 for the East
West Line section and NS25 for the North South Line section.
History of station and train announcements
Main articles:Annoucement
Please refer to Announcement for the annoucement made
The on-board announcement system in every single SMRT train was introduced
in 1994. Over time, however, sections of announcements were modified, andfinally, the entire announcement system was changed in January 2008. The
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new announcement system features a new voice, and a new chime before each
announcement.
1987 to 2008
From 1987 to 1994, there were no on-board announcements. Drivers had to
make announcements themselves, especially when approaching stations.
However, the buzzer played before train doors close was already in existence
around that time.
From 1994 to 2008, the announcement system was very simple and featured to-
the-point announcements. This is an example of a train's announcements
between two stations.
ConditionsBefore
Announcement Annoucement
After
Annoucement(Actions)
Doors opened Chime Plays Doors closing.Buzzer sounds,doors close, andtrain departs
Trains leavingthe station
Chime Plays Next Stop, Yio Chu Kang.As train headingto Yio Chu Kang
WhenApproachingStation
Chime PlaysYio Chu Kang. (Pause) YioChu Kang.
Train stop, doorsopen
At interchange stations, there would be a suffix "Interchange" after theannouncement of the station's name, and information on what trains to change to.
WhenApproachingStation
Chime Plays
City Hall Interchange.Passengers going towardsBugis, Tanah Merah, or PasirRis, please cross the platformand transfer to another train.City Hall Interchange.
Train stop, doorsopen
At Jurong East station, because the North South Line ended in the middleplatform, the announcement would announce the destinations a passenger might go
to for either side the doors would open on, if on the North South Line.
In 2002, the two-tone chime on the older trains was changed to the one that was
used on the new C751B MRT trains.
In 2003, after the opening of the North East Line, Dhoby Ghaut and Outram Parkbecame interchanges, and the announcement was along the lines of:
Train leavingstation
Chime Plays
Next stop, Outram ParkInterchange. Passengers goingtowards Harbourfront orPunggol, please alight at thenext stop.
Train headingOutram Park
WhenApproachingStation
Chime Plays Outram Park Interchange.Passengers going towardsHarbourfront or Punggol,
please alight and transfer to theNorth East Line. Outram Park
Train stop, doorsopen
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Interchange.
In 2007, an additional "Please mind the platform gap" announcement was madeafter the station's name was announced for the second time, much similar to the
announcements made in SBS Transit's North East Line trains do.
2008 to dateIn March 2008, the announcement system was revamped, and the voice making
the announcement was also changed. The ding-dong two-tone chime was also
changed to a deeper, longer, lower-pitched two-tone chime. The
announcements were all changed, but somewhat followed the old system very
closely.
ConditionsBefore
AnnouncementAnnoucement
AfterAnnoucement
(Actions)
Train doorsopened
Chime Plays Doors are closing.Buzzer sounds,door closes andtrain departs
Train leavingstation
Chime Plays Next Station, Dover.
WhenApproachingStation(Elevatedstations only))
Chime Plays Dover. (Pause) Dover.Train stop,doors open
WhenApproachingStation(Undergroundstations only))
Chime PlaysLorong Chuan. (Pause) LorongChuan. (pause) Please mind the
platform gap.
Train stop,doors open
At interchange stations, however, the 'change to another train' announcement iscompletely different from the old announcement system.
When
ApproachingStation
Chime Plays
Jurong East Interchange. Thistrain service terminates at thisstation, Passengers who arecontinuing their journey towardsthe city, Pasir Ris or ChangiAirport. Please proceed toPlatform A on the left.Passengers who are continuingtheir journey towards Joo Koon,
please proceed to Platform B onthe right. Jurong EastInterchange.
Train stop,doors open
WhenApproachingStation
Chime Plays
Jurong East Interchange.Passengers who are continuingtheir journey towardsWoodlands or Ang Mo Kio,
please proceed to the middleplatform. Jurong East
interchange.
Train stop,doors open
When Chime Plays Raffles Place Interchange. Train stop,
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ApproachingStation
Passengers who are continuingtheir journey towards Orchard,Yishun or Woodlands, please
proceed to Platform B. RafflesPlace Interchange. Please mindthe platform gap.
doors open
WhenApproachingStation
Chime Plays
Dhoby Ghaut Interchange.Passengers who are continuingtheir journey on the North EastLine, please alight. DhobyGhaut Interchange. Please mindthe platform gap.
When arriving a terminus station
WhenApproachingStation(Elevated
stations only)
Chime Plays
Joo Koon. This train terminatesits service at this station. All
passengers please alight. Thankyou for travelling with SMRT.
Joo Koon.
Train stop,doors open
WhenApproachingStation(Undergroundstations only)
Chime Plays
Marina Bay. This trainterminates its service at thisstation. All passengers pleasealight. Thank you for travellingwith SMRT. Marina Bay. Pleasemind the platform gap.
Train stop,doors open
Sometimes after the "Next station" annoucement, the announcement will made as
shown below.
Sometimes Chime Plays
If you see any suspiciouslooking person, or article, please
inform our staffs, or press theemergency communicationbuttom, located at the side of thetrain doors.
Sometimes Chime Plays
No eating or drinking is allowedin station or on trains. No eatingor drinking is allowed in stationor on trains.
SMRT Lunchtime Xpress
(When Approaching Station, Chime Plays) Aljunied. (Pause) This train service
terminates at this station, All passengers please alight. Passengers who are
continuing their journey, Please board the next train to Pasir Ris. Aljunied. (For
EWX)
(When Approacing Station, Chime Plays) Ang Mo Kio. (Pause) This train service
terminates at this station, All passengers please alight. Passengers who are
continuing their journey towards Woodlands or Jurong East Interchange, Please
board the next train. Ang Mo Kio. (for NSX)
(When Departing Station, Chime Plays) Next Station, Bugis. This Train Service
Terminates At Outram Park Interchange.
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Normal Departure
(When Departing Station, Chime Plays) Next Station, Lavender.
20 June 2003 to date (for North East Line only)
Doors closing. (Buzzer sounds, door closes and train departs)
(Chime Plays) Next Station, HarbourFront. All passengers please alight.
(When Apporaching Station, Chime Plays) HarbourFront Station. (The
Chinese Version) Please mind the gap. (The Chinese Version)
Berhati-hati di ruang platform (The Malay Version) and (Tamil Version)
At interchange stations, the information only announces one time only and the
approaching station announcement is similliar to the one that is above.
(Chime Plays) Next Station, Dhoby Ghaut Interchange. Passengers may alight
and change to the North South Line or Circle Line.
(When Apporaching Station, Chime Plays) Dhoby Ghaut Station. (The
Chinese Version) Please mind the gap. (The Chinese Version)
Berhati-hati di ruang platform (The Malay Version) and (Tamil Version)
30 May 2009 to date (Circle Line passengers change to
Other Lines Only)
After the opening of Circle Line, Miss Chan made the similar announcements on
the irregular interchanges as the previous version:
(When approaching Station, Chime Plays) Dhoby Ghaut Interchange. This train
service terminates at this station. Passengers who are continuing their journey,
please proceed to the North South Line or North East Line. Thank you for
travelling with SMRT. Dhoby Ghaut Interchange. Please mind the platform gap.
History of the ticketing system
1987 to 2002
When the MRT opened in 1987, fares ranged from S$0.50 to S$1.10 in S$0.10
increments for all adult tickets, regardless of whether they were single-trip or
stored-value tickets. Several discounted fares were available: senior citizens
and permanent residents above the age of 60 could travel on a flat fare of
S$0.50 during off-peak hours; children below the height of 1.2 metres and full-
time students in primary, secondary, pre-university and vocational training
(VITB) institutions paid a flat fare of S$0.30 at all times.
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Magnetic strip plastic tickets were used, in various forms. Stored-value tickets
were called farecards and came in three types: the blue farecard was issued to
adults, the magenta farecard to senior citizens, and the red farecard to children.
Single-trip forms of these tickets were retained at the faregates on exiting the
paid area of a destination station. Monthly discounted tickets were available in
four values: beige, pink, and purple tickets for primary and tertiary students, and
full-time national servicemen came with a value of S$13, S$30 and S$36,
respectively; the peach ticket was for secondary, pre-university and VITB
students, costing S$17 each. These discounted tickets were valid for a month
from the date of purchase, allowed up to four trips a day, and were non-
transferable.
2002 to 2009
Main articles: EZ-Link
The EZ-Link card is a contactless smartcard, initially based on Sony's
FeliCa smartcard technology. The cards are mainly used for the payment
of transportation fares, but may also be used for payment at selected retail
outlets. Established in 2002, the technology was promoted as the means
for speedier and more convenient transactions and as well as being an
efficient method of reducing fare evasion, although there have been some
cases of overcharging users. As a benchmark, fares range from S$0.70 toS$3.20 for adults, S$0.70 to S$1.35 for senior citizens, and S$0.40 to
S$0.50 for student EZ-Link cards. Patrons using an EZ-Link card receive a
discount for their journey, including a discount if they use a connecting bus
after their MRT ride.
The General Ticketing Machines (GTMs) at each station which replaced
the older ticketing machines, allow commuters to purchase additional
credit to add to their EZ-Link cards or to purchase tickets for single trips.
Fares for these single trip tickets are higher than those for EZ-Link cards.In addition, a S$1.00 refundable ticket deposit is charged for each
Standard Ticket. This refund can be collected from any General Ticketing
Machine so as long as the card is returned to the machine within 30 days
of purchase. The card can also be deposited into a charity collection box,
with the S$1 deposit going to charity. The rationale behind such a
refundable deposit feature was that the smartcard technology contained
within each Standard Ticket makes each one costly enough to necessitate
the recycling of Standard Tickets. Since November 2007, external readers
were installed on GTMs at stations operated by SMRT Corporation to
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address problems of card jamming in insert slots. The slots, however,
remain in use for the purpose of refunding Standard Ticket deposits.
Concession fares are available for children, students, senior citizens and
national servicemen. Students are given free personalised cards, completewith their photos, names and national identification numbers. Regardless
of its type, each card is assigned a unique card ID that can be used to
recover the card if lost. Transport operators have organised lotteries that
are based on these card IDs. TheSingapore Tourist Pass offers unlimited
travel for tourists on Singapore's public transport system. For S$8 a day,
tourists can take any number of rides on buses and trains operated by
SBS Transit, SMRT Buses and SMRT Trains. The old EZ-Link card can be
used up to September 2009 where the old EZ-Link card usage would be
discontinued.
2009 to date
Main articles: CEPAS
On 26 August 2008, Land Transport Authority announced a two
month trial of the new generation Contactless ePurse Application
(CEPAS) card that was developed in-house. It is intended to
standardize the technology of cashless payment, allowing for use on
public transport, Electronic Road Pricing (ERP), everydayshopping and meals. The card is expected to replace the current
generation of EZ-Link cards by 2009 and aims to encourage
competition by allowing up to four CEPAS card issuers. Mass
replacement of the old Sony FeliCa cards to the new CEPAS cards
went on at TransitLink Ticket offices and Singapore Post outlets till 7
October 2009.
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