SALE OF SITE FOR WHITE SITE DEVELOPMENT LAND … · MINISTRY OF HOME AFFAIRS (MHA) ... Conditions of Tender for the Land Parcel contained in the Developer's Packet ... and Drainage

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SALE OF SITE FOR WHITE SITE DEVELOPMENT

LAND PARCEL AT PECK SEAH STREET/ CHOON GUAN STREET

CONDITIONS AND REQUIREMENTS OF RELEVANT COMPETENT AUTHORITIES AND PUBLIC UTILITY LICENSEES

(FOR INFORMATION OF TENDERERS)

Dated 30 Jul 10

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TABLE OF CONTENTS

1.0 DEFINITION 3

2.0 GENERAL CONDITIONS AND REQUIREMENTS 3

3.0 PUBLIC UTILITIES BOARD (PUB) - DRAINAGE 5

4.0 PUBLIC UTILITIES BOARD (PUB) - SEWERAGE 7

5.0 PUBLIC UTILITIES BOARD (PUB) - WATER 9

6.0 ELECTRICITY 10

7.0 TELECOMMUNICATIONS 11

8.0 GAS 12

9.0 LAND TRANSPORT AUTHORITY (LTA) 13

10.0 NATIONAL PARKS BOARD (NParks) 21

11.0 NATIONAL ENVIRONMENT AGENCY (NEA) 23

12.0 MINISTRY OF HOME AFFAIRS (MHA) – SECURITY CONSIDERATIONS FOR BUILDINGS AND FIRE SAFETY CONSIDERATIONS

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13.0 OTHER INFORMATION 25

ANNEX A - SEWER INTERPRETATION PLAN (SIP) ANNEX 1 - LAND TRANSPORT AUTHORITY (LTA) TECHNICAL

REQUIREMENTS FOR THE URA DEVELOPMENT SITE AT TANJONG PAGAR MRT STATION AT CHOON GUAN STREET/ ANSON ROAD/ WALLICH STREET AND PECK SEAH STREET

ANNEX 2 - TANJONG PAGAR MRT STATION - LTA LOADING PLAN

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SALE OF SITE

FOR WHITE SITE DEVELOPMENT LAND PARCEL AT PECK SEAH STREET/ CHOON GUAN STREET

CONDITIONS AND REQUIREMENTS OF RELEVANT COMPETENT

AUTHORITIES AND PUBLIC UTILITY LICENSEES (FOR INFORMATION OF TENDERERS)

1.0 DEFINITION 1.1 The Urban Redevelopment Authority (“the Authority”), acting as agent for and

on behalf of the Government of the Republic of Singapore (“the Government”), is inviting offers for lease by tender for the Land Parcel at Peck Seah Street / Choon Guan Street (“the Land Parcel”). The lease of the Land Parcel is subject to the Technical Conditions of Tender and the Conditions of Tender for the Land Parcel contained in the Developer's Packet. Where the context so admits, the expression "the Authority" herein shall include the Government.

2.0 GENERAL CONDITIONS AND REQUIREMENTS 2.1 The successful tenderer for the Land Parcel is required under the said

Conditions of Tender to ascertain the exact and detailed conditions and requirements of all relevant Competent Authorities and Public Utility Licensees in respect of the proposed development thereon and shall at his own cost and expense observe and comply with the same.

2.2 Without affecting the generality of paragraph 2.1 above and without prejudice to

the obligations of the successful tenderer as set out therein, the contents herein are provided for the information of the tenderers only. Whilst every care and attention has been taken in the compilation and preparation hereof, the Authority does not warrant that the contents herein represent all the conditions and requirements of the relevant Competent Authorities and Public Utility Licensees in respect of the proposed development on the Land Parcel or that they are free from errors or omissions whatsoever. The contents herein are subject to changes by the relevant Competent Authorities and Public Utility Licensees concerned.

2.3 A summary of the initial services requirements of the relevant Competent

Authorities and Public Utility Licensees is set out herein. It serves only as an indication of the possible work involved with regards to services, and is by no means exhaustive or final.

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2.4 The successful tenderer shall ensure that the following requirements are complied with:

a to consult and liaise directly with the relevant Competent Authorities and

Public Utility Licensees regarding the actual locations of all service mains within the Land Parcel and on the requirements and conditions for services diversion, if any, and provision prior to the commencement of site work. All necessary precautions shall be taken by the successful tenderer to safeguard the service mains before they are diverted;

b to engage his own licensed Cable Detection Worker and licensed

Telecommunication Cable Detection Worker to carry out cable detection and if necessary to carry out trial trenches to locate any manholes and cable routes prior to the commencement of site work. The successful tenderer shall bear the cost of any diversion work;

c to ensure that all service mains that do not need to be diverted are

identified and provided with protection, if necessary, during the construction stage of the proposed development. The cost of repairs to any damaged service main as a result of work carried out by the successful tenderer shall be borne by the successful tenderer;

d to ensure that the relevant Competent Authorities and Public Utility

Licensees are allowed free and unconditional access at all times to services that remain within the Land Parcel for the purpose of installation, maintenance, repair and improvement works and all other work and activities incidental thereto;

e to make his own arrangements with the relevant Competent Authorities

and Public Utility Licensees and pay for the fees and costs of any diversion and / or "capping off" of existing services, provision of service mains and service connection, if any, in relation with the proposed development;

f to provide for all the internal distribution for water, electricity, drainage

and sanitary discharge for the proposed development; and

g to liaise with all the relevant Competent Authorities and Public Utility Licensees on upgrading the road reserves abutting the Land Parcel to ensure that the necessary roadside drains, sidetable, kerb, etc are carried out in accordance with the prevailing Road Reserve requirements.

2.5 The successful tenderer shall be responsible to carry out at his own cost and

expense his own site investigation to verify whether there is any sub-structure or other obstructions e.g. footings, piles, tree roots, etc, in the ground of the Land Parcel, and ascertain their effect on the proposed development.

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2.6 There may be some other existing services affected by the proposed development. The successful tenderer shall inform the relevant Competent Authorities and Public Utility Licensees immediately and bear the necessary cost of diversion and/ or "capping off" of these existing services, if any.

2.7 In general, no structure shall be sited close to or over existing and proposed

services. The successful tenderer shall comply with all requirements as stipulated by the relevant Competent Authorities and Public Utility Licensees.

3 PUBLIC UTILITIES BOARD (PUB) - DRAINAGE 3.1 General 3.1.1 The planning, design, construction activities and procedures for plan

submission shall fully comply with the requirements as stipulated in the prevailing Code of Practice on Surface Water Drainage and the Sewerage and Drainage (Surface Water Drainage) Regulations 1999 and any subsequent addendum to the Code of Practice. The Code of Practice can be downloaded from the PUB website at http://www.pub.gov.sg/.

3.1.2 In complying with the minimum platform level requirement, the successful

tenderer shall ensure that the surface runoff within, upstream of and adjacent to the proposed development can be effectively drained away without causing flooding within the Land Parcel and in the vicinity of the Land Parcel.

3.1.3 The development schedule of the Land Parcel shall be properly considered to

avoid a situation where Land Parcel and/ or lands in the vicinity become 'land locked' without proper drainage outlets.

3.1.4 Any Drainage Reserve within the Land Parcel shall be safeguarded. In

addition, the successful tenderer shall also ensure that all other existing drains and watercourses within and in the vicinity of the Land Parcel are likewise safeguarded. All existing drains within the Land Parcel shall not be altered / interfered with without prior approval of the Public Utilities Board (PUB).

3.1.5 If a proposed roadside drain cannot be fully accommodated within the Road

Reserve, the width of the additional Drainage Reserve measured from the Road Reserve Line shall include maintenance access with a width as stipulated and shown in Appendix 1 of the prevailing Code of Practice on Surface Water Drainage.

3.1.6 Drainage Reserves safeguarded for open drains may be reduced to optimise

land use. The successful tenderer may reconstruct the existing open drains on the Land Parcel as closed drains of ultimate sizes as determined by PUB. The width of the Drainage Reserve safeguarded for open drains may be reduced in accordance with the Drainage Reserve Requirements for closed drains as shown under Appendix 1 of the prevailing Code of Practice on Surface Water Drainage.

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3.1.7 Drains/ Drainage Reserves that are cutting across the Land Parcel may be diverted to optimise land use on condition that the proposed diversion is technically feasible and the drains shall be built by the successful tenderer to their ultimate sizes as determined by PUB. Any proposal to alter/ divert the drains shall be submitted to the PUB for approval.

3.1.8 The Land Parcel may be affected by common drains and other smaller drains

which serve the Land Parcel and areas outside the Land Parcel. Surface runoff from the Land Parcel and all neighbouring lands must be allowed to discharge through the drains within the Land Parcel. Any proposal to alter/ divert these drains shall be submitted to the PUB for approval. Should the successful tenderer intend to make use of these common drains within the Land Parcel for further runoff from its Land Parcel such that the drain width needs to be increased, then a Drainage Reserve shall be imposed accordingly and this Drainage Reserve shall be required to be vested to the State unless otherwise advised by the PUB. The successful tenderer shall also be responsible for the maintenance (structural and cleansing) of smaller drains (without drainage reserve) that are flowing through the Land Parcel.

3.1.9 The existing drainage system within and in the vicinity of the Land Parcel shall

be upgraded / improved to cater for increased runoff from the proposed development. In addition, new drains, depending on the type and nature of the proposed development, may be built within the Land Parcel. Appropriate Drainage Reserves shall be set aside for drains in accordance with the prevailing Code of Practice on Surface Water Drainage.

3.1.10 The successful tenderer must incorporate safeguards in his design of the

proposed development and also take all necessary precautions to ensure that the works/ construction activities at the Land Parcel will not cause any damage to, affect the structural integrity of, or cause any geotechnical distress or impact on the existing drains / culverts / canals.

3.1.11 The successful tenderer shall engage a Qualified Person (as defined under

the Sewerage and Drainage Act) to submit comprehensive drainage plans, including any proposal to level/ backfill the Land Parcel, to the PUB for comments and approval.

3.1.12 Effective erosion and sediment control measures shall be provided by the

successful tenderer and the QP shall advise his developer / owner to provide such effective measures and facilities with inputs from Qualified Erosion Control Professional (including site management system and perimeter cut-off drain, silt traps, storage ponds, treatment plants, etc.) to ensure clean discharge that complies with the statutory requirement. The proposed erosion and sediment measures shall be submitted by a Qualified Erosion Control Professional (QECP) to PUB approval before commencement of works. All affected watercourses shall be desilted and cleared until completion of work. For reference, the information can be found in the PUB website at http://www.pub.gov.sg/ECM.

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3.1.13 PUB has launched ABC Waters design guidelines which provide ideas on how ABC Waters features such as rain gardens and bioretention swales can be integrated within a development. These features help to treat the stormwater via a natural cleansing method using plants and at the same time enhance the landscape of the development. Specific information on the design of these features can be found at the website http://www.pub.gov.sg/ABCWATERS. PUB encourages the adoption of ABC Waters design guidelines and accords priority to process consultations that include ABC Waters features in their development.

3.2 Particular Requirements 3.2.1 Based on information given by the PUB, the minimum platform level (MPL)

shall be RL105.8m or not lower than the existing adjacent roads or ground levels whichever is the higher. For the parts of the development on the Land Parcel that have direct or indirect underground connections to Tanjong Pagar MRT Station, the required minimum platform level shall be RL 105.8m or not lower than the adjacent road for the development.

3.2.2 The Land Parcel is located partially within the Marina Water Catchment area.

Pollution Control measures shall be adopted during the construction and occupation of the Land Parcel. All sewerage and sullage water shall be discharged into public sewers.

4 PUBLIC UTILITIES BOARD (PUB) - SEWERAGE 4.1 General 4.1.1 The planning, design and construction and plan submission for sewerage

works shall comply fully with the provisions of the Sewerage and Drainage Act, the Sewerage and Drainage (Sanitary Works) Regulations, the requirements as stipulated in the prevailing Code of Practice on Sewerage and Sanitary Works and all other sewerage requirements that may be stipulated from time to time by the Public Utilities Board (PUB).

4.1.2 The successful tenderer shall establish the actual locations and depths of all

the sewerage system or sanitary facilities that may be present on the Land Parcel by trial holes or other means. No building or structures shall be erected over or across the public sewers/ pumping mains that are present within the Land Parcel. If there is a need to carry out works or activities near public sewers or the pumping mains, the minimum lateral distance required is as stipulated in the prevailing Code of Practice on Sewerage and Sanitary Works.

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4.1.3 A thorough site investigation of the Land Parcel shall be carried out to determine the exact positions and levels of the existing public sewers prior to the commencement of any works. All practical measures shall be taken to protect the public sewers from damage during construction works. The proposals to protect the public sewers / pumping mains shall be submitted to Water Reclamation (Network) Department of the PUB for approval before the works can be carried out.

4.1.4 The successful tenderer is to consult Water Reclamation (Network)

Department on any proposed works in the vicinity of the existing sewerage system i.e. within the excavation / piling works’ influence zone or a corridor of 25m from works to be carried out. The guidelines on "Prevention of Damage to the Sewerage System" can be found in the PUB website at http://www.pub.gov.sg/.

4.1.5 Any proposal to divert the existing public sewers/ pumping mains or to raise

or lower any existing manholes shall be submitted to Central Building Plan Unit (CBPU / NEA) or the Water Reclamation (Network) Department (PUB) for approval. The works to divert the public sewers / pumping mains or to raise/ lower manholes shall be carried out by the successful tenderer at his own cost and expense. All existing lateral connections shall not be affected by the proposed diversion works.

4.1.6 For proposed roads crossing existing/ proposed sewers or pumping mains,

the successful tenderer shall ensure that adequate protection measures are provided to the affected existing / proposed sewers / pumping mains so as to ensure that they are able to withstand the loadings from the construction activities and necessary vehicular loadings.

4.1.7 The successful tenderer shall engage a Qualified Person (QP as defined

under the Sewerage and Drainage Act) to submit proposal and detailed plans including the proposed sewerage system for the development to the Central Building Plan Unit (CBPU / NEA) for approval and obtaining the clearance certificate.

4.2 Particular Requirements 4.2.1 Based on information given by the Water Reclamation (Network) Department

(WRN) of the PUB, the successful tenderer shall at his own cost and expense lay a new 300mm diameter sewer along the proposed 15.4m wide new Wallich Street to serve his development. The new sewer line shall connect to the existing 675mm sewer along Maxwell Road (via Wallich Link) as shown in the Sewer Interpretation Plan – Annex A. The successful tenderer shall also divert the flow from the existing 229mm diameter sewer located between the Red Dot Traffic and 30 Maxwell Road to this new 300mm sewer.

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4.2.2 The successful tenderer shall seek approval/ consent of all relevant competent authorities/ affected land owners, such as SLA, LTA etc for all proposed sewerage works to be carried out beyond the Land Parcel.

4.2.3 Details of the new 300mm diameter sewer shall be submitted to PUB for

approval prior to QP making DC submission to CBPU / NEA. The successful tenderer / QP shall carry out site investigation / CCTV investigation to ensure that all existing lateral connections serving the neighbouring lots would not be affected by the proposed sewer diversion/ realignment works.

5 PUBLIC UTILITIES BOARD (PUB) - WATER 5.1 General 5.1.1 The successful tenderer shall liaise with the Water Supply (Network)

Department of the Public Utilities Board (PUB) on the requirements for water supply and NEWater to the Land Parcel.

5.2 Particular Requirements Potable water mains 5.2.1 Based on information given by the Water Supply (Network) Department, there

are existing 150mm diameter watermains and fire hydrants along Wallich Street (to be expunged) within the Land Parcel. The successful tenderer shall liaise with PUB on the capping off of the watermains and relocation of the existing fire hydrants at his own cost and expense out of the Land Parcel prior to commencement of works.

Relocation of bulk meter at the MRT station

5.2.2 There is an existing 150mm diameter watermains and bulk meter serving the

Tanjong Pagar MRT Station along/ close to Wallich Street (to be expunged) within the Land Parcel. The successful tenderer shall liaise with the Land Transport Authority (LTA), SMRT Corporation Ltd and PUB to relocate the watermains and bulk meter at his own cost and expense as stated in Section 1, Clause 4.1.7 of Annex 1: “Land Transport Authority Technical Requirements for the URA Development Site at Tanjong Pagar MRT Station at Choon Guan Street/ Anson Road/ Wallich Street and Peck Seah Street”.

5.2.3 The final location of the watermains and bulk meter are subject to the

approval of all relevant government agencies.

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NEWater pipelines

5.2.4 There is an existing 300mm diameter NEWater pipeline along Robinson Road, close to the Robinson Road and Maxwell Road junction. The successful tenderer is required to provide a dedicated NEWater pipe system to take in NEWater for air conditioning cooling towers or for suitable process water use in the proposed development.

6.0 ELECTRICITY

6.1 General

6.1.1 The successful tenderer shall liaise with the Transmission Licensee authorised

under the Electricity Act for the electricity supply and any other electrical provisions required for the purpose of and in connection with the proposed development.

6.2 Particular Requirements 6.2.1 Based on information provided by SP PowerGrid Ltd (SPPG), there is an

existing decommissioned 22kV Transformer (T/F) Electrical Substation and existing cables within the Land Parcel along Wallich Street (to be expunged). The successful tenderer shall liaise with the Singapore Land Authority (SLA) on the demolition of the decommissioned electric substation at his own costs and expense as stated in Clause 5.5 of the Technical Conditions of Tender (TCOT). The successful tenderer shall also liaise with SPPG on the diversion of the existing cables at his own cost and expense if affected by the proposed development prior to commencement of work.

6.2.2 There are also existing cables within the proposed Tanjong Pagar Park close

to Choon Guan Street. The successful tenderer is to comply with the following requirements by SPPG if he chooses to retain the existing cables within the proposed park:

a) No permanent structures shall be built over the cables; b) No trees are allowed to be planted over the cables (except for shrubs);

All trees/ plants shall be kept at least 3 metres away from the edge of the cables, and

c) To allow SPPG vehicular access to excavate the park at all times with no

obstruction during emergency and maintenance.

6.2.3 The successful tenderer shall liaise with SPPG on the diversion of the existing

cables within the proposed Tanjong Pagar Park at his own cost and expense, if affected by the proposed development prior to the commencement of works.

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6.2.4 There are existing cables and OG boxes within the Land Parcel serving public lighting at the Tanjong Pagar Park, Wallich Street (to be expunged) and carpark behind Maxwell Chambers. The successful tenderer shall liaise with SPPG and LTA on the diversion of these existing cables at his own cost and expense to a new OG box prior to commencement of such works as stated in Clause 5.6 of the TCOT.

6.2.5 The successful tenderer shall provide electric substation(s) within the Land

Parcel. The electric substation(s) shall meet the technical requirements specified by the Transmission Licensee.

7.0 TELECOMMUNICATIONS 7.1 General

7.1.1 The successful tenderer shall liaise with the Telecommunication System

Licensee authorised under the Telecommunication Act, for the telecommunication supply to the proposed development.

7.1.2 The successful tenderer shall provide all facilities for telecommunication

services, such as MDF room, Telecom riser ducts, lead-in pipes and manholes etc, within the Land Parcel. All Telecom facilities shall be provided according to the prevailing Info-communication Development Authority of Singapore (IDA) Code of Practice for Info-communications Facilities in Buildings.

7.1.3 The successful tenderer is advised to consult the relevant Telecommunication

System Licensees (i.e. Singapore Telecommunications Ltd, StarHub Ltd, StarHub Cable Vision Ltd, SP Telecommunications Pte Ltd, Verizon Communications Singapore Pte Ltd) early during the planning stage of the proposed development, on the location and diversion of existing Telecoms services.

7.1.4 The detailed Telecoms facilities plans for the proposed development shall be

submitted to and duly verified by Telecommunication Facility Co-ordination Committee (TFCC) through the CORENET e-submission system, and approved by the IDA prior to the commencement of works.

7.2 Particular Requirements Wallich Street 7.2.1 There are existing manholes, pipes / subducts and cables along Wallich

Street (to be expunged) within the Land Parcel that belong to Singapore Telecommunications Ltd (SingTel), SP Telecommunications Pte Ltd (SPTel), Starhub Ltd (Starhub) and other Telecommunication System Licensees.

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Choon Guan Street 7.2.2 There are existing manholes, pipes/ subducts and cables along Choon Guan

Street and within the proposed Tanjong Pagar Park close to Choon Guan Street that belong to Singapore Telecommunications Ltd (SingTel), SP Telecommunications Pte Ltd (SPTel), Starhub Ltd, Verizon Communications Singapore Pte Ltd (Verizon Business) and other Telecommunication System Licensees. The SingTel cables located within the proposed park are currently serving the Tanjong Pagar MRT station. If the successful tenderer chooses to retain the existing cables within the proposed park, the successful tenderer is to comply with the following requirements :

a No permanent structures or driveway shall be built over the pipes/

subducts and cables;

b No trees are allowed to be planted over the pipes/ subducts and cables (except for shrubs); All trees/ plants shall be kept at least 3 metres away from the edge of the pipes/ subducts and cables, and

c To allow SingTel, SP Tel, Starhub and Verizon Business vehicular

access to excavate the park at all times with no obstruction during emergency and maintenance.

7.2.3 The successful tenderer shall liaise with the LTA, SMRT Corporation Pte Ltd,

SingTel, SPTel, StarHub, Verizon Business and other relevant Telecommunication System Licensees on the diversion of the existing pipes / subducts and cables along Wallich Street, Choon Guan Street and within the existing Tanjong Pagar Park at his own cost and expense if affected by the proposed development prior to the commencement of works.

8.0 GAS 8.1 General 8.1.1 The successful tenderer shall liaise with the PowerGas Ltd and its Licensed

Gas Retailers authorised under the Gas Act (Chapter 116A) on the requirements for gas supply to the Land Parcel.

8.2 Particular Requirement 8.2.1 Based on information given by PowerGas Ltd, there is an existing 125mm

diameter gas main along Wallich Street, existing 450mm diameter gas main along Maxwell Road and existing 300mm diameter gas main along Anson Road.

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9 LAND TRANSPORT AUTHORITY (LTA) 9.1 General 9.1.1 The following clauses provide the requirements for the Street and Rail Works

design, construction and other relevant LTA’s requirements to be carried by the successful tenderer.

9.1.2 The successful tenderer is required to locate the service areas, electric

substation(s), refuse bin centre and storage lane within the Land Parcel. Access to these service areas, if required, are to be taken via the ingress / egress point as shown on the Control Plan, subject to the requirements and approval of the relevant Competent Authorities.

9.2 Road and Transport Vehicular Access Arrangement 9.2.1 A single vehicular access to a passenger drop-off cum car park entrance of

the development on the Land Parcel can be allowed along Peck Seah Street and the part of the 10.4m wide Wallich Street which is to be constructed by the successful tenderer.

9.2.2 All other vehicular access to the car park and service areas, including pick-up

/ drop-off facilities for taxis & cars, ingress / egress to car parks or service areas, etc. to the development on the Land Parcel is to be taken from along the new 15.4m wide Wallich Street connecting from Peck Seah Street to Maxwell Road, to be constructed by the successful tenderer.

9.2.3 No direct vehicular access will be allowed from along Choon Guan Street. A

handicapped drop-off bay is to be provided along Choon Guan Street. Barrier-free covered linkway is to be provided from this handicapped drop-off bay to the handicapped lift station entrance.

9.2.4 All vehicular service access points are to be located at least 30m away from

road junctions or from tangent point of road bends. 9.2.5 All vehicular lay-bys, ingress / egress and pick-up / drop-off points, external

ramps to the service areas, are to be located within the Land Parcel. Road Reserves

9.2.6 In addition to Clause 5.4 of the Technical Conditions of Tender (TCOT), the

successful tenderer is required to, at his own cost and expense, undertake the construction / improvement of the following roads, including the road sidetables, carriageways and roadside planting within the Road Reserves. The extent and details of the improvement works are to be determined and imposed at building and street works plans approval stages.

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9.2.7 The Road Reserves for the surrounding road network are as summarised below:

a) Wallich Street – Part 15.4m wide road reserve between Peck Seah

Street and Part 10.4m wide new Wallich Street comprising: i 1.5m wide open walkway over roadside drain (on both sides); ii 1.2m wide planting & services verge (on both sides); and iii 10.0m wide 2-lane road carriageway;

b) Wallich Street – Part 10.4m wide road reserve between proposed

Wallich Link and Maxwell Road comprising: i 1.5m wide open walkway over roadside drain (on both sides); and ii 7.4m wide 2-lane road carriageway; c) Peck Seah Street – 21.4m wide road reserve between 15.4m new

Wallich Street and Choon Guan Street comprising: i 1.5m wide open walkway over roadside drain (on both sides); ii 4.2m wide planting & services verge (on both sides); and iii 10.0m wide 2-lane road carriageway;

The roadworks required for Peck Seah Street will include the part of the

roadside table and road carriageway immediately fronting the Land Parcel as shown on the Control Plans.

d) Choon Guan Street – 12.2m wide road reserve between Peck Seah

Street and Anson Road comprising: i 1.5m wide open walkway over roadside drain (on both sides); ii 0.9m wide planting & services verge (on both sides); and iii 7.4m wide 2-lane road carriageway.

9.2.8 All proposed street works, as well as proposed engineering / construction

works within the road reserves are to be prepared, designed, submitted, supervised and constructed in accordance with Street Works (Private Street Works) Regulations, Street Works (Public Street Works) and the following prevailing standards and code of practice;

a) Street Works Proposals relating to Developments Works; b) LTA Standard Details of Road Elements; c) Materials & Workmanship Specifications for Civil & Structural Works; d) Code of Practice for Road Opening Works; e) Code of Practice for Traffic Control at Work Zone; f) Architectural Design Criteria; and g) Civil Design Criteria.

9.2.9 The roads are to be designed to allow unobstructed access of fire engines

and to the MRT’s fire fighting facilities, such as breeching inlets and firemen staircases at the designated locations.

9.2.10 The successful tenderer is required to complete the construction of the new

Wallich Street before he commences on the road improvement works for both Peck Seah Street and Choon Guan Street. Both Peck Seah Street and

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Choon Guan Street serve the developments in the vicinity and will be required to remain open to traffic even during the construction period when works are carried out on them. The successful tenderer is to ensure that the throughput capacity of the roads will not be significantly compromised especially during the peak periods.

9.2.11 All external works along Choon Guan Street, Peck Seah Street, and part of

the existing Wallich Street are to be submitted for approval with the new 15.4m and 10.4m wide Wallich Street under Section 18 of the Street Works Act. The road works are deemed completed as accordance to the approved plans upon the issuance of the Certificate of Completion (CSC) for the required works by LTA. The successful tenderer will be required to maintain the roads for 1 year under the maintenance period before LTA takes over the roads.

Traffic Impact Assessment (TIA)

9.2.12 The successful tenderer is required to conduct a detailed study to demonstrate how the proposed layout of the development would not adversely affect the surrounding roads. The successful tenderer is required to carry out a Traffic Impact Assessment (TIA) and submit a TIA report to LTA for their evaluation and approval. The appointed traffic consultant is to consult LTA for detailed scoping exercise as soon as possible after the award of the Land Parcel.

9.2.13 As part of the TIA, the traffic consultant is to access the need to signalise the

four junctions along Peck Seah Street. Should signalized junctions be required, the successful tenderer is required to include these works as part of the road improvement works.

9.3 Vehicle Parking

Parking Provision 9.3.1 The development is to comply with the full physical parking requirement under

the prevailing Parking Places (Provision of Parking Places and Parking Spaces) Rules of a White Site. The successful tenderer may adopt the Range-based Car Parking Standard (RCPS) scheme that allows for 20% less car parking spaces than the requirement to be provided, subject to the detailed evaluation and approval of LTA and the relevant Competent Authorities.

Additional Public Car Parking Provision

9.3.2 The successful tenderer is required to provide an additional 30 car parking spaces, over and above the minimum provision standards issued by LTA, for public use. These car parking spaces are to serve the other developments within the vicinity and are to be located within the development and designed such that they are convenient for members of the public to access and use.

9.3.3 In the event that the car park is shared between the residential and commercial

uses, the successful tenderer is required to inform the potential residential unit buyers and tenants of the parking provision upfront in the Option to Purchase and Sale and Purchase Agreement.

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9.3.4 The design of the parking place (including the loading / unloading area) is to

provide adequate vehicle queuing length within the development for vehicles entering it in order to prevent the causing of congestion along the main road. The provision of service or loading / unloading area is to be within the basement of the development. In addition, the development frontage is to be designed in such a way to deter loading / unloading activities along the surrounding roads.

9.4 Commuter Facilities 9.4.1 Covered walkways surrounding the Land Parcel are to be flushed in level with

that of the adjoining properties (if any), as well as the adjacent open walkways / footpaths, and made barrier-free access wherever possible.

9.4.2 The proposed development on the Land Parcel is to integrate the surrounding

commuter facilities if any, such as bus stops, taxi stands, pick-up / drop-off points, pedestrian overhead bridges and underpasses, as part of its development. Such integration is also to include connecting the commuter facilities to the development with covered linkways.

9.4.3 If a pedestrian overhead bridge or underpass is to be constructed in

conjunction with the development, the staircases or entrance structures for the Pedestrian Overhead Bridge (POB) and pedestrian underpass are to remain accessible to public at all times.

9.4.4 If walkways / linkways are interrupted by access points, proper crossings / signs

are to be provided for both vehicles and pedestrians. 9.4.5 The provision of taxi bays and drop-off bays / queuing area is not to impede

pedestrian flow along the covered walkways. 9.4.6 Existing commuter facilities within the road reserve affected by the

development are to be reinstated or made good. 9.4.7 The successful tenderer is to comply with LTA’s prevailing design criteria /

checklists (available from LTA’s website) and the ‘Code on Accessibility in the Built Environment 2007’ for commuter facilities.

9.5 Basement Works 9.5.1 For basement excavation works (where the Zone of Influence encroaches

within the Road Reserve), as well as works directly within the Road Reserve, the following requirements are to be complied with as follows:

a) The successful tenderer is required to arrange for the Professional

Engineer to present to LTA on how the basement will be built and the details of the temporary works including protection measures for existing road before work commences on the Land Parcel. Qualified Person (QP) appointed to supervise street works is also required to present the instrumentation plans for monitoring of affected existing

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road and the contingency measures that will be implemented immediately by the successful tenderer upon reaching the limits for ground movements affecting the road;

b) The QP is to submit weekly monitoring results with analysis to inform

LTA on the actions he has taken to protect the existing public road including walkway; and

c) When the limit for settlement of road or limit on ground instrumentation

is reached, the QP is to immediately inform LTA of the event. At the same time, the QP is to immediately stop the on-going work and implement the contingency measures to ensure safety for the public and motorists.

9.6 Rail Matters 9.6.1 Part of the Land Parcel is located directly above the Tanjong Pagar MRT

Station and its tunnel. The Land Parcel falls within the Railway Protection and Safety Zone of the existing Rapid Transit Systems.

9.6.2 A copy of the “Land Transport Authority Technical Requirements for the

URA Development site at Tanjong Pagar MRT station at Choon Guan Street / Anson Road / Wallich Street and Peck Seah Street” is attached in Annex 1. Section One of Annex 1 contains the Requirements for development over and adjacent to Tanjong Pagar MRT Station. Section Two contains the Technical requirements for URA sale site at Choon Guan Street / Anson Road / Wallich Street and Peck Seah Street. The loading plan (AB/108/CS/290) for Tanjong Pagar station is attached in Annex 2 for reference only. In addition, a set of the Tanjong Pagar Station drawings are available for viewing at the Land Sales Department, at The URA Centre.

9.6.3 The design and construction of the future development must comply with the

requirements in the Code of Practice for Railway Protection and Guide To Carrying Out Restricted Activities Within Railway Protection And Safety Zones. Submissions of development and building project must be made in accordance to the Rapid Transit System (Development and Building Work within Railway Corridor and Railway Protection Zone) Regulations for LTA’s review and approval.

9.6.4 The position of Tanjong Pagar MRT Station and alignment of the MRT

tunnels shown in the Control Plans are indicative only. The exact position and alignment must be verified by a registered surveyor by carrying out a survey on the Land Parcel.

9.6.5 The development works on the Land Parcel above Tanjong Pagar MRT

station affect the facilities for the station within the Land Parcel. Technical requirements and other conditions to safeguard the facilities and the operation of the rapid transit system must be imposed on the development. The following requirements are to be complied with:

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a) The successful tenderer is to submit the development proposal, building plans and engineering works of the proposed development to LTA for approval according to the Rapid Transit Systems (Development and Building Works in Railway Corridor and Railway Protection Zone) Regulation;

b) The design and construction of the proposed building and

development works are to comply with the technical requirements specified in the “Code of Practice for Railway Protection”;

c) A permit to commence work must be obtained from the LTA under

Regulation 6 of the Rapid Transit Systems (Development and Building Works in the Railway Corridor and Railway Protection Zone) Regulations before carrying out any building works and engineering works. These development or building works within the railway protection zone are not to start unless a permit is granted by LTA; and

d) Clearance is also required to be obtained for any restricted activities to

be carried out in accordance with the Rapid Transit Systems (Railway Protection, Restricted Activities) Regulation 1997 and its amendments. These activities carried out in the railway protection are also to satisfy the “Guide to Carrying Out Restricted Activities Within Railway Protection and Safety Zone”. This includes any drilling of boreholes for soil investigation works.

9.7 Refurbishment of two existing MRT Station entrance / exit points 9.7.1 The existing MRT Station entrance / exit points comprise escalators,

staircases, fire-escape staircases as well as M&E ventilation shafts and service areas. These structures are to be refurbished and integrated as part of the development on the Land Parcel. The affected Station and way-finding signs are to be reinstated and incorporated into the overall design treatment of the structures. The affected draft relief, intake and exhaust ventilation shafts, escalators and staircases are to be retained and incorporated into the overall design treatment of the structures. For the west MRT Station entrance fronting Peck Seah Street, there is scope to review the layout with a new of escalators from ground to station concourse level to better serve commuters using this entrance. Alternatively, the successful tenderer may wish to consider providing convenient and direct access from Tanjong Pagar MRT Station concourse through the development's basement levels in the direction of Peck Seah Street/Tanjong Pagar Road. The successful tenderer is to consult LTA on the proposed relocation, integration and reconfiguration of the facilities. The proposed refurbishment works are to comply with flood protection, fire safety and security requirements and subject to the evaluation and approval of LTA and the relevant Competent Authorities.

9.7.2 The successful tenderer is to refer to relevant sections for information on the

integration of the station entrance, modification to ventilation shafts and other station affected by the work.

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9.7.3 The proposed refurbishment works are not to affect the Engineered Smoke Control System of the Station. The successful tenderer will have to modify / upgrade the smoke control system if it is affected by the future development.

9.7.4 The successful tenderer is to ensure that the public’s right of way into the

Station are secured in the State lease conditions. 9.7.5 The successful tenderer is to ensure that the existing two entrance / exit

points remain operational throughout the development and refurbishment works of these MRT entrance / exit structures.

9.8 Handicap Lift Lobby 9.8.1 The existing handicap lift lobby is to be refurbished and integrated as part of

the development. As part of the refurbishment works, the successful tenderer will be required to lower the platform level of the existing landing of handicapped lift / retail lift lobby from RL 106.8m to 105.8m or higher that the adjacent road for the development.

9.8.2 There are currently two lifts within the handicap lift lobby. The handicap lift

that connects directly to the platform level of the Station and the associated RTS-related structures, i.e. fare gates, are to be retained and refurbished. For the tenderer’s information, the other service lift that allows for direct connection to the Basement 1 level only need not be retained as alternative access via the development is provided. The successful tenderer will be required to demolish the service lift to Basement 1 level and make good the affected areas within the station before handing these areas back to LTA and SMRT. These works are subject to the evaluation and approval of LTA and the relevant authorities.

9.8.3 The refurbishment works are to be carried out only when the new entrance /

exit point within the development is ready. As the new vertical connection will be operated from 1

st storey to the retail uses at Basement 1 level and

concourse level at Basement 2 level only, the successful tenderer will be required to, at his own cost and expense, provide alternative ways to provide barrier free access from the concourse (B2 level) to platform level (B3 level) during the refurbishment of the existing handicap lift / retail lift. This includes provision of a chair lift or stair climber, subject to the evaluation and approval of LTA and SMRT.

9.9 Relocation and Integration of existing M&E Services within the

Development 9.9.1 There are existing cooling towers, sprinkler pumps and water tanks, located

within the Tanjong Pagar Park and the Land Parcel, behind the west entrance / exit structure fronting Peck Seah Street. These M&E services and structures are to be relocated and integrated within the development. The successful tenderer is to ensure that these services are housed within a dedicated space / room that is separated from the development’s services and grant access rights to the space / room by LTA or the appoint rail

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operator or their representatives at all times. Accessible risers are also to be provided for these services that are routed through the development. The proposal to relocate the sprinkler tank will need to be reviewed in relation to the MRT Station’s sprinkler system. If required, the successful tenderer will need to work with LTA to redesign the MRT Station’s sprinkler system. Early consultations will need to be carried out with SCDF and LTA to resolve any fire safety issues in relation to the boundaries between the MRT Station and the development. The successful tenderer is to ensure that the relocation of these services do not affect the MRT Station’s operation, ventilation and fire-fighting system.

9.9.2 The successful tenderer is to note that the existing draft relief, intake and

exhaust ventilation shafts and fire-escape staircase loaded within the pre-loaded area cannot be relocated. These structures are to be integrated as part of the development. As a guide, the ventilation shafts are not to be located in an isolated area for security reasons. Where provided, louvres are to be designed such that they prevent Improvised Explosive Devices (IEDs) or objects from being dropped into the shafts and yet at the same, they are to comply with the ventilation requirements.

9.9.3 The successful tenderer is required to refurbish and enhance the existing

Tanjong Pagar Station by relocating and integrating all fire-safety related provisions (i.e. existing sprinkler tanks, fire-engine accessway, exit provisions, extension of ventilation shafts, etc) into the future development and seek SCDF’s approval on the proposal.

9.10 Bicycle Parking Facility 9.10.1 There are currently 180 bicycle parking facility that are located within the

Tanjong Pagar Park, outside the west entrance / exit structure fronting Peck Seah Street. These can be reduced to 90 bicycle parking facility and are to be integrated as part of the Tanjong Pagar Park. These 90 bicycle stands are to be stacked in double-tiered stands to minimise the extent of space occupied by the stands. The, detailed location, configuration and integration of the bicycle parking facility into the design of the Tanjong Pagar Park will be subject to the evaluation and approval of LTA, National Parks Board (NParks) and the other relevant Competent Authorities.

9.10.2 The bicycle parking facility is to be handed over to LTA or the rail operator for

maintenance upon completion.

9.11 Service and Loading / Unloading bay for SMRT 9.11.1 The successful tenderer is to provide a dedicated servicing facility to allow the

Operator of the Tanjong Pagar Station, and its tenants, licencees and other clients and their respective agents, servants and contractors to utilize, at all times, the services access, service / goods lift, service bays, refuse bin centres and loading / unloading bays within the development for delivery and collection of goods and equipment to facilitate the conducting of their respective business and for any upgrade, improvement, renovation or maintenance of the Station or parts thereof. In addition, two dedicated

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carpark lots are to be provided / allotted solely for the railway operator’s maintenance vehicle use. No charge whatsoever is to be levied for the use of these facilities.

9.11.2 If the loading / unloading bays of the development are not located

immediately next to the access point(s) to the Station, the successful tenderer is required to provide at its costs, a service corridor to connect between the service bays and the access point(s) into the Station, which are suitable and adequate for the Operator, its tenants, licencees and other clients to facilitate the conduct of their respective businesses and for any upgrade, improvements, renovation and / or maintenance of the Station.

9.11.3 The successful tenderer is to note that the tenants, licencees and other

clients of the Tanjong Pagar Station will be carrying out the loading / unloading activities daily (including on weekends and Public Holidays), but only during off-peak hours, as written in Section One. In addition, the Operator of the Tanjong Pagar Station will also need to utilise the service access and loading / unloading bays daily as written in Annex 1.

9.12 Operation & Maintenance of the MRT Entrance / Exit Structures,

Handicap Lift Lobby, Draft, Intake and Exhaust Ventilation Structures, Fire-Escape Staircases

9.12.1 The successful tenderer is to allow free and unobstructed access for the

railway operator and LTA and their representatives to the MRT entrance / exit structures, handicap lift lobby, draft, intake and exhaust ventilation structures, fire-escape staircases, cooling towers and sprinkler water tanks at all times to carry out regular inspection and maintenance of the services, such as tanks, equipments, replacement and upgrading of the equipment, etc.

9.13 Other Requirements 9.13.1 The requirements above are based on data available at the time of enquiry

and are given without prejudice to any changes, which may take place subsequently.

9.13.2 The Authority disclaims any liability for any damage or loss that may be

caused to any person or property directly or indirectly as a result of the requirements imposed above.

9.13.3 The Development and Building Control Division is to be consulted on the

details of the development proposal on the land parcel during the respective Development Control (DC) and Building Plan (BP) approval stage.

10 NATIONAL PARKS BOARD (NParks) 10.1 General

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10.1.1 In carrying out the proposed development, the successful tenderer is required to, unless otherwise agreed to by NParks, ensure that all trees which are growing or situated on any land designated as a tree conservation area pursuant to the Parks & Trees Act 2005 or on any vacant land, whether such trees are on the Land Parcel or on any neighbouring or adjoining land, or along any common boundary line of such land or lands, are to be protected.

10.1.2 The successful tenderer is to consult NParks early at the planning and design

stage on the felling of trees that may be affected by the proposed development. 10.1.3 No fire engine hard-standing area is allowed to encroach into the existing /

proposed roadside planting verges. 10.2 Tree & Shrub Planting Requirements 10.2.1 The successful tenderer will be required to replace the existing roadside green

verge fronting the Land Parcel with a new one if the existing green verge is affected (e.g. diversion of services and drains) by the proposal. The width of the new planting verge is to be provided in accordance to LTA’s standard road code for that category of road. The successful tenderer may replace the roadside green verge to match the existing verge along the road where it is not possible to provide a standard green verge in accordance to LTA’s standard road code for that category of road, or any variation taking into account the general streetscape for that road, subject to NParks’ approval. In addition, roadside statutory trees (i.e. trees within the Road Reserve) are not to be affected due to statutory requirements to divert or reconstruct services or road features / elements within the road reserve. Vehicular lay-bys, pick-up / drop-off points, loading / unloading bays, taxi lay-bys and fire engine hard-standing areas are not allowed within existing / proposed tree planting verge(s).

10.2.2 For the trees to be retained, the successful tenderer is to note that there is no

change of soil level to the roadside planting verge without prior approval from NParks and no widening or raising of existing carriageways and realignment of road kerbs, drains on abutting roads without prior approval from the relevant Authorities. The successful tenderer will be required to comply with the Tree Protection Zone (TPZ) specified for tree to be retained:

a) Building facades are to be set back to outside of TPZ; b) Building facades are to be set back at least 2m away from the tree

crown if the tree crown is larger than the specified TPZ; c) There is no change in the existing levels within the TPZs of such trees; d) Construction of basement (e.g. diaphragm walls) is not allowed within

the specified TPZ; and e) A statement explaining the method of construction is required if building

structures is proposed within the TPZs or within 2m of the tree crown. 10.2.3 The successful tenderer is advised to consult NParks (Park, Tree & Regulatory

Section) on the tree protection criteria of the roadside trees during early design stage with a copy of a surveyed plan of the Land Parcel (scale of at least 1:500) and its peripheral roads, clearly indicating tree species, height and girth. The existing roadside trees abutting the sale site are not to be affected, except with

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approval from NParks for vehicular ingress / egress, service access, drop-off point, fire engine access, etc.

10.3 Refurbishment of Tanjong Pagar Park 10.3.1 The successful tenderer is to design, construct and landscape the park space

above the Tanjong Pagar MRT Station and the design of the park will be subject to the evaluation and approval of NParks, URA and other relevant Authorities.

10.3.2 The park is to be kept open and accessible to the public during the

refurbishment works. The successful tenderer will be required to phase the refurbishment works such that access to the park and the existing MRT entrance / exit structures and handicap lift entrance lobby to the Tanjong Pagar MRT Station is to be maintained throughout.

10.3.3 The refurbishment of Tanjong Pagar Park is to be completed prior to, or at the

same time as, the TOP for the development on the Land Parcel is obtained. The successful tenderer is to maintain all the completed landscaping works as part of the development at his own cost and expense and to the satisfaction of the Authority and the relevant Competent Authorities during the defects liability period and until such time when the park is handed over to the relevant authority, in parts or in full, for maintenance, as and when required by the relevant authority.

11 NATIONAL ENVIRONMENT AGENCY (NEA) 11.1 General 11.1.1 The Land Parcel is within 150m of a residential estate and the successful

tenderer is required to comply with more stringent noise limits at construction stage especially during night time hours and other times specified by NEA as required under the Environmental Protection and Management (Control of Noise at Construction Sites) Regulations. The successful tenderer is to implement proper noise control measures during the construction period to ensure that the noise emission levels from the activities are within noise limits and would not cause nuisance to any nearby residents.

11.2 Particular Requirements 11.2.1 The subject Land Parcel is located within water catchment area. Sewage and

sullage water from the proposed uses are to be discharged into the public sewer. The use of on-site sewage treatment plant is not acceptable. The potential users of the proposed Land Parcel are to check with PUB (WRN) on point of sewer connection and the allowable discharge rate.

11.2.2 The location, sitting and operation of the M&E equipment at the proposed

development are not to pose nuisance problems to the nearby residential area. The noise emitted from operations of M&E equipment is to comply with the noise limits specified in the Guidelines on Boundary Noise Limits for

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Centralised Air-Conditioning and Mechanical Systems in Non-Industrial Buildings. A copy of the Guidelines may be viewed at http://www.nea.gov.sg/cms/pcd/noise_guidelines 1.pdf. Details of the mitigation measures are to be submitted before installation / implementation to CBPU for clearance.

11.2.3 The proposed development is not to cause pollution directly or indirectly to our

water resources. Please ensure that the attached requirements for development in water catchment areas.

11.2.4 The proposed activities are to comply with all the applicable requirements and

provisions of the Code of Practice on Pollution Control, the Code of Practice on Environmental Health, the Environmental Protection and Management Act and the Environmental Public Health Act, and their regulations.

12 Ministry of Home Affairs (MHA) – Security Considerations for Buildings and Fire Safety Considerations

Security Considerations for Buildings 12.1.1 The successful tenderer will be required to work with the security agencies to

incorporate into the design feasible and effective security and counter-terrorism measures as provided in the publications “Guidelines for Enhancing Building Security in Singapore” and “Crime Prevention Through Environmental Design Guidebook”. Copies of these publications are available from:

a) http://www.scdf.gov.sg/Building Professionals/Publications/enhancing

bldg security.html; and b) http://www.ncpc.gov.sg/pdf/CPTED%20Guidebook.pdf.

Fire Safety Considerations 12.1.2 The successful tenderer is required to ensure the development works comply

with the Fire Safety Act and Regulations, the prevailing “Code of Practice for Fire Safety Precautions in Buildings” (Fire Code) and the relevant Codes of Practices and Guidelines. The following conditions will also apply where applicable:

a) To consult SCDF on the specific design requirements if the premises is

to store, handle, use, transport or import of hazardous materials which may have impact within the premises or on the surrounding existing or new developments. The successful tenderer is also to ensure no prevailing "Health and Safety (H&S)" buffer zone encroaches upon the proposed sites;

b) To consult SCDF on any specific developments or structures having

impact on SCDF operations e.g. deep basement works (which are more than 4 storey or more than 24 metres in depth), tunnel or any other special developments, etc; and

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c) To consult SCDF when the new proposed site or development affects the existing surrounding development such as exit provision, sidelane / backlane and fire engine accessway etc.

13.0 OTHER INFORMATION 13.1 The estimated cost of realignment/ diversion (including 7% GST) for:

a

Water Within Wallich Street (to be expunged) - 150mm watermain & hydrant (Clause 5.2.1)……….. - Watermains & Bulk meter (Clause 5.2.2)…..………..

$80,000/= $27,000/=

b

Electricity

Within Wallich Street (to be expunged) (Clause 6.2.1)..

Within Proposed Tanjong Pagar Park (Clause 6.2.2)…

Street lighting for Wallich Street (to be expunged) (Clause 6.2.4)……………………………………………….

$105,000/= $221,000/=

$30,000/=

c

Telecommunications Within Wallich Street (to be expunged) (Clause 7.2.1) - SingTel, SPTel & StarHub…………………………… Within Proposed Tanjong Pagar Park./ Choon Guan Street (Clause 7.2.2) - SingTel, SPTel and StarHub…………………………

$652,500/=

$151,000/=

13.2 The above estimates are indicative only. They are based on information and

facts known to the Authority at the time when the estimates are made. 13.3 The Authority and the Competent Authorities and Public Utility Licensees do not

warrant the accuracy of the above estimates. 13.4 For the diversion of the existing services, the successful tenderer shall liaise

with the Competent Authorities and Public Utility Licensees/ Telecommunication System Licensees on the time frame required to complete the diversion work from the date payment for the diversion cost is received from the successful tenderer.

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Successful tenderer / Purchaser is still required to purchase the latest copy of the Sewerage Interpretation Plan (SIP), evaluate the implication of the sewerage infrastructure on the development and comply with PUB;s requirements before commencement of works. The SIP could be purchased online through the CBPU website at http://www.ecitizen.gov.sg/govmall/nea_sip.html

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ANNEX A

LAND TRANSPORT AUTHORITY TECHNICAL

REQUIREMENTS FOR THE URA DEVELOPMENT SITE

AT TANJONG PAGAR MRT STATION AT CHOON GUAN

STREET/ANSON ROAD/WALLICH STREET AND PECK

SEAH STREET

Annex 1

LAND TRANSPORT AUTHORITY'S TECHNICAL REQUIREMENTS FOR

THE URA DEVELOPMENT SITE AT TANJONG PAGAR MRT STATION AT

CHOON GUAN STREET/ANSON ROAD/WALLICH STREET AND PECK

SEAH STREET

Foreword This document is prepared to provide guidance in the design and construction of future

developments adjacent to and above the Rapid Transit Systems (RTS) structures. It contains the technical requirements to be complied with by the Developer and comprises the following sections: Section One: Requirements for development over and adjacent to MRT Station. Section Two: Technical requirements for the URA sale site at Choon Guan

Street/Anson Road /Wallich Street and Peck Seah Street.

Section One gives the general conditions to meet. Section Two contains specific requirements for the URA sale site at Tanjong Pagar MRT Stations at Choon Guan Street/Anson Road/Wallich Street and Peck Seah Street. It outlines details of the provision made in the station and specific technical requirements. The Developer and his agents should strictly comply with the conditions in both sections. The application and interpretation of this document in designing the permanent and temporary works of the future development should be entrusted to the appropriate

qualified persons and the construction should be carried out under the direction of the respective qualified persons in line with the statutory requirements. It is highlighted that effective from November 1996, LTA no longer require Developer of any site which falls within the railway protection zone to provide an indemnity against any loss, damage of any kind to any property arising out of or in conjunction with carrying out of this work. Further LTA does not require Developer to furnish evidence of third party insurance policy or banker's guarantee for the above indemnity.

SECTION ONE REQUIREMENTS FOR DEVELOPMENT AT MRT STATION 1 GENERAL 1.1 Scope 1.2 Definition 1.3 Rapid Transit Systems Act 1.4 Rapid Transit Systems (Railway Protection, Restricted Activities)

Regulations 1.5 Rapid Transit Systems (Development and Building Works in Railway

Corridor and Railway Protection Zone) Regulations 1.6 Additions and Alterations to RTS Station 1.7 Operator's Rules & Requirements 1.8 Damage to Persons and Property 1.9 Security & Access through Railway Premises 1.10 Removal of construction debris

1.11 Provision in Future development by Developer (for underground station) 1.12 Noise and vibration from operation of the rapid transit systems 1.13 Creation of Rights under the Street Works Act 2 ARCHITECTURAL 2.1 General 2.2 Station Concourse 2.3 Station Entrances

2.4 Finishes 2.5 Pedestrian Access Connections 2.6 Design for Fire Protection and Prevention 2.7 Ventilation Shafts 2.8 Firemen Access and Emergency Stairs 2.9 Graphic & Sign 2.10 Relocation of Cooling Towers, Sprinkler Water Tanks, etc. 2.11 Commuter Facilities

3 CIVIL AND STRUCTURAL 3.1 General 3.2 Site Survey 3.3 Loading on MRT Structures 3.4 Foundation for the Development 3.5 Flood Protection 3.6 Waterproofing of Station Roof Slab 3.7 Construction below ground

3.8 Demolition 3.9 Drainage (Storm and Foul) 3.10 Instrumentation and Monitoring

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4 ELECTRICAL AND MECHANICAL 4.1 General 4.2 Air-conditioning 4.3 Ventilation Shafts 4.4 Cooling Towers and Piping 4.5 Pipe and Cable Shaft 4.6 Fire Protection System 4.7 Fire Protection for Station Entrances 4.8 Fire Compartmentation

4.9 Lightning Protection 4.10 Lighting and Ventilation at Access Connection 4.11 Lighting for Station Entrance and Concourse 4.12 External and Landscape Lighting 4.13 General Purpose Power for Station Entrance and Concourse 4.14 Electrical Distribution System 4.15 Escalators and Lift 4.16 Drainage System

4.17 Water Supply 4.18 Sanitary Plumbing System 4.19 MRT Station Control and Communication Systems 4.20 High Point Antenna 4.21 Electromagnetic Compatibility / Electromagnetic Interference 4.22 Low Smoke, Halogen-Free, Fire Retardant/Fire Resistant Cables 5 OPERATION RELATED MATTERS 5.1 General

5.2 Facilities in Future Development 5.3 Access Connection 5.4 Entrance Grilles/Shutters at Access Connections 5.5 Operational Constraints 5.6 Restricted Working Hours and Permit to Work 5.7 Details of Future Occupancy Load 5.8 Disturbance and Noise 5.9 Advertising

5.10 Temporary Access to Station 5.11 Access to Existing Facilities after land is sold 5.12 Interpretation SECTION TWO TECHNICAL REQUIREMENTS FOR THE URA DEVELOPMENT SITE AT TANJONG PAGAR MRT STATION AT CHOON GUAN STREET/ANSON ROAD/WALLICH STREET AND PECK SEAH STREET

1 GENERAL 1.1 Scope

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1.2 Future Development 1.3 Certified Plan of Tanjong Pagar MRT Station 2 ARCHITECTURE 2.1 General 2.2 Knock-out Panels 2.3 Future Development above MRT Station 2.4 Station Concourse and Shopping Level 2.5 Vent Shafts and Vent Exhaust

26 Cooling Towers, Sprinkler Tank/Pump Room 2.7 Bin Centre 2.8 Firemen/Emergency Stairs 2.9 Lifts Provision 2.10 Flood Protection 2.11 Station Equipment Removal Routes 2.12 Graphic & Signage

3 CIVIL & STRUCTURAL 3.1 General 3.2 Ground Condition 3.3 Design Considerations for Future Development above MRT station 3.4 Knock-Out Panels for Future Connections 3.5 Waterproofing of Station Roof Slab 3.6 Limitations on Excavation for future basement and Water Table Draw-

Down by Future Developer 3.7 LTA grid system

4 CONSTRUCTION OF FUTURE DEVELOPMENT

4.1 Limits on excavation on Future development

4.2 Monitoring Plan 4.3 Knock-Out Panels for Future Connections 4.4 Drainage, Sewer and Water Supply of MRT Station

5 ELECTRICAL AND MECHANICAL 5.1 General 5.2 Design Considerations 5.3 Reference Drawings

SECTION ONE REQUIREMENTS FOR DEVELOPMENT AT MRT STATION 1 General 1.1 Scope 1.1.1 Provisions were made in the design and construction of the Rapid Transit

Systems (RTS), to integrated RTS stations or railway with future developments on adjacent land. The concept envisaged was that these future developments will be built over and/or abutting the RTS structures. This will enhance the attractiveness of these developments as they will be provided with convenient public transport access. The RTS stations or railway involved were therefore designed and constructed to accommodate these developments. Certain railway related facilities such as environmental control and communication equipment will be affected by

the development. These will be required to be relocated and incorporated into these developments without affecting the RTS.

1.1.2 The Rapid Transit System is an important component of the public

transportation system in Singapore. The fundamental concerns of the Authority are the operational safety, fire safety and flood protection and structural integrity of the rapid transit systems. Developments proposed above and/or adjacent to the station therefore have to be designed and constructed such that they do not endanger the RTS structures and the

railway operation. The safety and convenience of the traveling public safety and performance of using the station shall be given top priority and they shall be protected at all times in the design and construction of the development; and there shall be no service disruption.

1.1.3 This section covers the general requirements to be complied with in the

design and construction of future developments adjacent to and above RTS structures.

Chapters 2, 3, and 4 cover the general principle for the architectural,

structural and electrical & mechanical design of the future development. Chapter 5 outlines the operational requirements of the rapid transit systems.

1.1.4 Section One of this document must be read in conjunction with Section

Two which describes the specific requirements that shall be considered for the particular station/ structure.

1.1.5 The Developer shall include for the costs of all materials and works

including any services in relation to the proposed development which may or may not be expressly specified or implied but which may be necessary

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for the satisfactorily completion of the works to satisfy the requirements of Land Transport Authority.

1.1.6 The conditions, requirements, information given in these documents are

based on data available at the time of compiling the document and are given without prejudice to any changes which may take place subsequently.

1.1.7 The Authority disclaims any liability for any damage or loss that may be

caused to any person or property directly or indirectly as a result of the conditions imposed herein.

1.2 Definition 1.2.1 For the purposes of this document the following definitions shall apply:

Developer The successful tenderer for the land sale and

his agents engaged to design and engaged to carry out all works related to the development.

LTA The Land Transport Authority; herein referred to as the Authority or LTA.

Operator An organisation licensed to operate the railway under the RTS Act.

Standard for Fire Safety in Rapid Transit Systems or SFSRTS

This standard is issued by FSSD, SCDF and it stipulates the minimum fire safety requirements for the Rapid Transit Systems.

Qualified Person A qualified person is in accordance with the Building Control Act (Cap 29).

Code or CPRP The Code of Practice for Railway Protection issued under the Rapid Transit Systems (Development and Building Works In Railway Corridor and Railway Protection Zone) Regulations.

1.3 Rapid Transit Systems Act 1.3.1 The Developer shall comply with the Rapid Transit Systems Act and all

regulations made thereunder. The Developer shall note the powers conferred to LTA by the Rapid Transit Systems Act in particular Sections 6, 9, 22, 23 and 24 which read as follows:-

1.3.2 Section 6

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(1) From the date of publication in the Gazette of a notice of creation

of a right under this section, the Authority or any person authorised by the Authority may, at any reasonable time and for the purpose of and incidental to the operation of a railway specified therein, enter upon such land within the railway area as described in the notice, not being State land or land belonging to or acquired by the Authority, and exercise such permanent rights in, under or over such land or such rights of temporary occupation of the land as

may be specified in the notice. (2) A notice of creation of a right under this section shall:-

(a) be made by the Authority; (b) describe the right in, under or over land or the right of

temporary occupation and the area of land subject to such right; and

(c) state particulars of the places and times at which a copy of a plan of the area of land subject to such right may be inspected.

(3) Any right referred to in a notice of creation of a right under this

section shall be limited to a right conferring such rights and powers as are necessary or convenient for the operation of any railway and for all purposes connected with or incidental to such operation.

1.3.3 Section 9

(1) The Authority, or any person acting under its authority, may enter any land or building situate wholly or partly within the railway area or wholly or partly within 150 metres thereof in order to carry out -

(a) any inspection or survey which is reasonably necessary to

ascertain the condition of such land or building prior to or during the construction of the railway and to carry out all reasonably necessary work of a preventive or remedial nature; and

(b) any inspection or maintenance of the railway which has

been laid by the Authority on, under or over the land or building and to carry out any work and do all things necessary for the purpose of maintaining the railway

causing as little damage as possible and paying compensation to any person affected for any damage that may be caused.

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(2) No person shall, for the purposes of subsection (1) enter any land or building which is occupied without giving to the owner and the occupier at least 7 days' notice of his intention to do so unless: -

(a) the Authority is of the opinion that an emergency exists

which necessitates immediate entry; or (b) the entry is required only for the purpose of an inspection

or survey.

(3) A notice of entry referred to in subsection (2) shall: -

(a) describe the purpose of the entry and the nature of any work to be carried out; and

(b) be deemed to be given to and received by an owner or occupier if a written notice is affixed to a conspicuous part of the land or building to be entered.

(4) In subsection (1), "work of a preventive or remedial nature" means the underpinning or strengthening of any land or building and other work thereon intended to render it reasonably safe or to repair or detect damage caused in the course of the construction or operation of the railway.

(5) The decision of the Authority that any work is of a preventive or

remedial nature or that such work or any inspection or survey is reasonably necessary shall be final.

(6) The Authority, or any person acting under its authority may as the

occasion requires enter and re-inspect and re-survey any land or building in respect of which any of the powers contained in subsection (1) have been exercised and may in relation to that land or building exercise such powers as often as the occasion may require.

(7) Any person authorised under this section to enter upon any land or building shall, if so required by the owner or occupier, produce evidence of his authority before so entering it.

(8) Any person who unlawfully obstructs an agent or employee of the

Authority at any time in the exercise of his authority shall be guilty of an offence and shall be liable on conviction to a fine not exceeding $1,000.

1.3.4 Section 22 Any person who willfully does or omits to do anything in relation to the

railway as a result of which the safety of any person traveling or being upon the railway is endangered, or is likely to be so endangered, shall be

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guilty of an offence and shall be liable on conviction to a fine not exceeding $10,000 or to imprisonment for a term not exceeding 5 years or to both.

1.3.5 Section 23 Any person who willfully removes, destroys or damages any railway or

railway premises or any part thereof shall be guilty of an offence and shall be liable on conviction to a fine not exceeding $200,000 or to

imprisonment for a term not exceeding one year or to both. 1.3.6 Section 24 (1) Any person who removes, destroys or damages, whether willfully

or otherwise, the railway or railway premises or any part thereof shall, in addition to any penalty for which he is liable for an offence under this Act, be liable to pay compensation for the

damage he has done and the compensation shall be recoverable by civil action or suit before any court of competent jurisdiction.

(2) Subject to subsection (1), any court before which a person is

charged with an offence under this Act may assess the compensation payable under this section and may make an order for the payment of the same.

(3) Any order made under subsection (2) may be enforced as if it were

a judgment in a civil action or suit. 1.3.7 LTA has taken title for the subterranean space for the Tanjong Pagar MRT

Station box, from the top of the roof slab to the underside of the lowest part of the platform slab. The lot No. of Tanjong Pagar MRT Station is TS03 – 80000X. Part of this subterranean space will be situated within the boundary of the sale site.

1.3.8 LTA exercises Statutory easement rights for the RTS stations entrances, ventilation shafts and other substructures or facilities at ground level necessary for the operation of the railway. These are protected under Section 6 of the Rapid Transit Systems Act. When the state land on which these facilities are sold, LTA would create rights to these facilities. If these facilities are relocated, altered or modified, LTA will exercise power under the Rapid Transit Systems Act on these new facilities. The layout of the future development around these areas shall be designed for convenient commuter access from the major roads or commercial centres and access

required for maintenance purposes by the Authority's and/or Operator's staff and agent authorised by the Authority or Operator. In addition to these, access to the station by other agencies, such as the Singapore Civil Defence Force to the firemen staircase and other related fire fighting facilities are also reserved.

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1.4 Rapid Transit Systems (Railway Protection, Restricted Activities)

Regulations 1.4.1 Approval shall be obtained from the Authority to carry out restricted

activities in accordance with the requirements of the Rapid Transit Systems (Railway Protection, Restricted Activities) Regulations.

1.5 Rapid Transit Systems (Development and Building Works in Railway

Corridor and Railway Protection Zone) Regulations. 1.5.1 Approval from the Authority shall be obtained for development and

building works in railway protection zone in accordance with the requirements of the Rapid Transit Systems (Development and Building Works in Railway Corridor and Railway Protection Zone) Regulations. Application for permit to commence works is also required.

1.5.2 The design and construction of the development and building works shall comply with the requirements of the Code of Practice for Railway Protection.

1.5.3 Prior to execution of the development works, permanent or temporary, the

Qualified Person must submit a Method Statement & carry out risk assessment on how they are going to carry out their works particularly the impact on railway operation and safety. It must contain the details of work to be carried out, the sequence and program, the procedure, identify the

equipment and materials to be used, the tests and monitoring works to be carried out, including addressing all the possible hazards that might occur and how to prevent it. This Method Statement must be checked and approved by LTA and/or other relevant Statutory Authority prior to commencement of any work, to ensure that quality of work and safety of personnel, public and existing structures, utilities and railway operation is not compromised.

1.6 Additions and Alterations to RTS Station 1.6.1 Should the Developer's proposal affect either existing permanent or

temporary facilities, structures, architectural finishes and fixings and electrical and mechanical equipment and systems in the station requiring them to be modified, altered, relocated, demolished, rebuilt, upgraded or replaced, all works involved shall be carried out by the Developer at his expense. This includes the supply and installation of any new facilities including associated and consequential works such as upgrading of

existing facilities and equipment that are required as a result. Should the works require the involvement of the Authority or the Operator, all cost incurred by the Authority or the Operator, shall be reimbursed to the Authority by the Developer.

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1.6.2 The Developer shall be responsible for the design of the additions and alterations works including the checks on the adequacy of the existing structures and systems to support and accommodate the proposal and assess the effects these works would have on the existing structures and services. He shall engaged qualified persons to submit and obtain clearances for development and building plans from all technical departments. For additions and alterations works to the RTS structures, in addition to submissions to Development & Building Control Division of LTA, submissions to Building and Construction Authority and Fire Safety

Shelter Department in accordance with the Building Control Act and Fire Safety Act respectively for approval of the proposals are required.

1.6.3 The Authority reserves the right to charge the Developer for any works

which have to be carried out by the Authority with respect to and arising from the development or the development site. This will include all administrative and financial costs incurred by the Authority. If the modification and alteration works result in change to the gazetted railway

area, LTA would be required to submit and obtain approval from the Competent Authority to amend the railway area. The Developer shall assist and provide drawings prepared by Qualified Person, survey drawings prepared by Registered Surveyor, etc to facilitate LTA to gazette the railway area and create rights.

1.6.4 The design and specifications of any addition, alteration, modification,

upgrading, supply and installation of plant and equipment for civil,

structure, architecture, electrical and mechanical services and any other systems of the station and rapid transit facilities shall comply with LTA design criteria and specifications.

1.6.5 All material, equipment and plant, etc shall comply with LTA’s standards and specification for materials and workmanship.

1.6.6 The Developer is responsible for the design, modification, installation

including testing and commissioning and handing over to the Authority any of the reinstated works such as the electrical and mechanical system, station control, monitoring and communication systems or architectural and structural works related to the operation of the railway which are not specified or foreseen in this document. Details of these works shall be submitted to the Authority for acceptance. There will be a defect liability period of twelve months for any alteration works carried out by the Developer commencing from the handover date of the works which include civil & structural works, architectural works, electrical and

mechanical services and systems. 1.6.7 The Developer shall be responsible for the design, modification,

installation including testing and commissioning, updating of "as-built" drawings (at LTA’s Record Centre), operating manual etc. and hand over to LTA any of the reinstated works. A minimum warranty period of 12

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months shall be provided for new and reinstated works, facilities and equipment after commissioning and handing over upon obtaining Temporary Occupation Permit for the works.

1.6.8 The proposed development must be designed and constructed such that the

safe operation of the MRT station including its entrance, barrier free and handicap facilities is not affected both during construction and upon completion of development. The construction works must also not cause nuisance or inconvenience to the public.

1.6.9 The development proposal shall be planned such that it does not impact

on the station commercial areas. If it does, the developer shall resolve the commercial issues directly with the station operator and forward a copy of the operator’s concurrent to support his development proposals.

1.7 Operator's Rules & Requirements

1.7.1 The Developer shall comply with the prevailing Operator's rules and operation procedures when working in the railway system. It may be necessary for supervisors and workers employed to carry out the works to attend training courses, etc. conducted by the Operator before they are allowed to work in the railway premises. Application for permit to work, etc. is also required.

1.7.2 It is highlighted that the railway Operator will require their officers to be in

charge for access to track and station areas and premises when working,

monitoring inside these area, etc. The railway Operator will charge for their services and attendances rendered and the successful tenderer shall be responsible for all these cost and associated costs.

1.7.3 The equipment and facilities in the MRT station may be sensitive to

vibration. The successful tenderer shall not cause vibration which may affect the equipment, facilities including finishes in the MRT station. This may include facilities such as Automated Teller Machines, and other

electronic machines, etc. 1.7.4 The Developer shall ensure his work in the station premises is safe and

supervised by a competent person providing standing supervision and the safe operation of station is not compromised at any time.

1.8 Damage To Persons and Property 1.8.1 The Authority had since November 1996, did not require Developer to

provide a Deed of Indemnity against any loss, damage of any kind to any property arising out of or in conjunction with carrying out of this work. Further LTA does not require the Developer to furnish evidence of third party insurance policy or banker's guarantee for the above indemnity. However, the Developer shall be liable for or in respect of any damages to

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railway system and infrastructure or compensation payable under common law or under any stature in respect of or in consequence of any accident, illness or injury to any workman or any other person in the employment of the Developer, save and except an accident, illness or injury resulting solely from any act or default of the Authority.

1.9 Security & Access through Railway Premises 1.9.1 The Developer shall ensure that there is no unauthorised access to the RTS

station from the development site during construction. All openings into the station from the development site must be barricaded with 2-hour fire rated barriers during construction.

1.9.2 Where works to be carried out is exposed to public, the work area must be

enclosed with hoarding to cover-up the works, prevent the public from unauthorized access or provide security. The work area must be 2hours fire separated from the station premises. Where necessary, adequate safety

barriers, directional and warning signs must be installed before work starts and for safety requirements.

1.10 Removal of construction debris 1.10.1 When alteration works are to be carried out in the railway premises, the

Developer shall ensure that construction debris is cleared immediately from the railway premises after demolition/removal of existing facilities/services. The Developer shall ensure that no construction

material is brought in and debris removed through the station entrances during the operation hours of the railway.

1.11 Provisions in Future Development by Developer (for Underground station) 1.11.1 Facilities in the Future Development (for interfacing with underground

MRT station)

Use of Service Lift, Service Bay and Bin Centre within the development

(1) The Developer shall allow the railway Operator and its tenants in the Station unrestricted access to utilise the service/goods lifts, service bays and loading and unloading facilities within the development serving the levels at which the future development connects to the Station. These are required for the loading and unloading of goods and equipment by the railway Operator or its tenants for maintenance purposes and for conducting their

business activities. There shall be no charge levied for the use of these facilities by the railway operator and tenants in the station.

(2) The Developer shall provide access to the railway Operator, his

tenants, licensees and other clients of the Station to carry out

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loading and unloading activities daily (including weekends and Public holidays) during these hours: (a) 6.00am to 7.30am (b) 2.00pm to 4.00pm (c) 7.30pm to 12.00am

(3) In addition, the railway Operator shall be granted access to utilize

the service access and loading and unloading bays daily, from 1.00am to 5.00am, to carry out station maintenance or renovation

works. (4) The railway Operator and its tenants shall be permitted to use the

bin centre, refuse compactor or similar facility located within the development for the disposal of refuse without charge if the existing station bin centre is removed. The future operational arrangements/charges shall be worked out with the railway Operator.

(5) During the construction stage of the proposed development at the

sale site, a temporary service bay shall be provided as a replacement of the service bay for the railway Operator’s use. This temporary service bay could be shared with the contractor for the designated time slot mentioned for the railway Operator’s use.

(6) If there is concurrent revamp works within the station by the

railway Operator, the Developer shall provide 24-hour access through the construction site for the railway Operator’s use.

(7) All the above arrangements shall remain valid should ownership

of the development change. 1.11.2 Access and Station Services Connection

The Developer shall provide unrestricted access to or facilitate connection within his development for the railway Operator’s services as follows: (a) Grease Trap (b) Inspection Chambers (IC) (c) Kitchen exhaust shaft (d) Ventilation shafts (e) Cooling Tower (f) Station E&M Systems that are installed in the development

1.11.3 Public Toilets

(1) The Developer may integrate existing public toilets with the future development for better integration. The relocations of

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existing toilet shall be agreed by the railway Operator and the Authority. New public toilet cubicles shall not be fewer than the existing toilet provision. The new toilets shall incorporate with a minimum of one (1) unisex handicapped toilet. The toilet shall be accessible to the public for the use of the public at all times.

(2) If the toilets are integrated into the future development, the

developer shall be responsible for maintaining all the new toilets.

(3) During construction of the new toilets, the Developer shall

ensure that suitable temporary Public Toilets approved by all the relevant authorities are provided. Temporary toilets shall have convenient access near the station entrance and shall be accessible by the public at all times.

1.11.4 Knock-out panels at Station Concourse and Retail floors

(1) Proposed connection to the station concourse from the adjacent

development shall be designed to ensure smooth circulation of commuters. Connection can only be made to the free area in the station. Free area is a public circulation space in which information and ticket machines are located to which is no charge for access. The layout of the development adjacent to the station concourse level shall be submitted to the Authority for review and acceptance.

(2) Design of Accesses to the Station

The entrances to certain stations may form part of an integral development and special consideration shall be given in the design solution or layout around it. The layout of the future development as ground level shall be designed such that access to the station entrances shall be maintained for the benefit of the traveling public. The entry/exit points to the station shall be separated from or

independent of the entry/exit points to the development to avoid congestion.

1.12 Noise and vibration from operation of the rapid transit systems 1.12.1 The design of the proposed development shall take into consideration

the effects of noise and vibration from operation of the rapid transit systems. Provision shall be made in the development to isolate and minimise any disturbance from operation and maintenance activities on

the railway so that occupiers of the development are not inconvenience or disturbed.

1.13 Creation of Rights under the Street Works Act

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1.13.1 For the purposes of the construction and maintenance of streets, road structures and road related facilities, LTA wishes to highlight the rights of LTA under Part II of the Street Works Act. Pursuant to section 10 of the Street Works Act, LTA will in due course be creating rights for the purposes of and incidental to the maintenance of any street, or the operation or maintenance of any road structure or road related facility.

1.13.2 The Developer covenants with LTA to perform the obligations stated in

this Clause 1.1 and further agrees to grant the following easements and

rights over the Site in favour of LTA or its successors, assigns and all

the owners and occupiers for the time being of the LTA Lot and persons

authorised by them as appurtenant to the LTA Lot for the Lease Term –

(a) the right at all times by day or night to pass and repass on foot

and by vehicle across and along such portion of the Site without

any charge, payment, hindrance or restriction as would be

necessary for reasonable access to and from any part of the LTA

Lot including the escalators, lifts, stairs, stairways and lift lobbies

to and from –

(i) any public road by –

(I) LTA, persons authorised by LTA and commuters

using the Station;

(II) LTA, persons authorised by LTA and members of

the public;

(III) LTA, owners, lessees, sub-lessees and occupiers

of the LTA Lot, persons authorised by LTA,

owners, lessees, sub-lessees and/or occupiers of

the LTA Lot and employees and agents of persons

authorised by LTA, owners, lessees, sub-lessees

and/or occupiers of the LTA Lot; and

(ii) any refuse disposal facility and loading/unloading bay by LTA, owners, lessees, sub-lessees and occupiers of the LTA Lot, persons authorised by LTA, owners, lessees, sub-lessees and/or occupiers of the LTA Lot and employees and agents of persons authorised by LTA, owners, lessees, sub-lessees and/or occupiers of the LTA Lot; and

(b) the right to maintain and use any cables, pipes, ducts, cooling

towers and channels in, on and under the Site for free and uninterrupted passage or provision of air, drainage, gas, garbage, artificially heated or cooled air, water, electricity,

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telecommunications, data and other utilities and services (including telephone, radio and television services) to and from the Site Provided Always that nothing in this covenant shall place or be deemed to place on LTA or the owner for the time being of the LTA Lot any obligation to carry out any repair and maintenance of any of the Developer’s cables, pipes, ducts, cooling towers and channels; and

(c) the right at any time on giving not less than 7 days’ notice

together with reasonable particulars of the proposed statement of works (except in the case of emergency when prior notice only shall be required to be given) to enter the Site with or without workmen, appliances, equipment and materials to inspect, clean, repair, maintain, renew, remove and replace LTA's cables, pipes, ducts, cooling towers, wires, sewers and channels.

1.13.3 The Developer for himself and his successors and assigns with the intent

and so that the rights and covenants hereinafter contained shall run with

and be binding upon the Site sold into the hand of whomsoever the Site

may come and shall ensure for the benefit of the whole of the LTA Lot

or any part or parts thereof and so that the covenants and conditions shall

as far as practicable be enforceable by the Lessor, its successor or

assigns, or the owners and occupiers for the time being of the LTA Lot

or any part or parts thereof hereby covenants that the Developer shall –

(a) procure from the transferees or assignees of the Site or any part thereof a covenant for the benefit of the owners for the time being of the LTA Lot or any part thereof to observe and perform the covenants contained in this Lease, including the present covenant;

(b) permit the use of any refuse disposal facility and

loading/unloading bay, in, on and under the Site by LTA, owners,

lessees, sub-lessees and occupiers of the LTA Lot, persons authorised by LTA, owners, lessees, sub-lessees and/or occupiers of the LTA Lot and employees and agents of persons authorised by LTA, owners, lessees, sub-lessees and/or occupiers of the LTA Lot for any purpose whatsoever, including, but notwithstanding the generality of the foregoing, for the purpose of the storage and disposal of garbage and the delivery of any objects, including, but notwithstanding the generality of the foregoing, goods; and

(c) notwithstanding any other provision, not touch, move or destroy

any structure within the Site constructed by or on behalf of LTA except with the prior written approval of LTA.

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1.13.4 LTA may exercise powers under section 6 of the Rapid Transit Systems

Act and/or section 10 of the Street Works Act in respect of any part of

the Site in, under or over which there is a structure(s) constructed by, on

behalf of or for LTA or pursuant to a request by LTA at any time before,

during or after the sale of the Site by the State.

1.13.5 If required by LTA or the owners for the time being of the LTA Lot, the

Developer shall, at the cost and expense of LTA or the owners for the time being of the LTA Lot, execute in favour of LTA and the owners for the time being of the LTA Lot, an assurance containing the above easements and upon the agreement of the Developer, other rights and restrictive and other covenants in such form as LTA or the owners for the time being of the LTA Lot may require.

1.13.6 No failure or delay on the part of LTA to exercise any rights powers or

remedies under this Clause 1.11 or its authority conferred under general law and no indulgence or forbearance or extension of time allowed to the Developer shall prejudice or operate as a waiver of LTA’s rights contained in this Clause 1.11 or under general law in respect of the subsequent exercise by LTA in respect of the same.

1.13.7 For the avoidance of doubt, unless expressly otherwise provided for in

this Clause 1.11 , the Developer shall be responsible for and bear all the costs incurred or that may be incurred in performing its obligations

stipulated in this Clause 1.11. 1.13.8 For purposes of this Clause 1.11, unless otherwise expressed:

(a) "LTA Lot” refers to the strata of air space known as Lot of

Mukim;

(b) "LTA" refers to the Land Transport Authority of Singapore, a

body corporate established under the Land Transport Authority of

Singapore Act (Cap. 158A);

(c) "Station" refers to the rapid transit system station; and

(d) "Stratum" means such facility, building or development

(including a Station) as may exist or may be built or developed on

or within the LTA Lot.

2 ARCHITECTURAL 2.1 General

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2.1.1 The architectural layout and overall architectural design of the future development above and/or adjacent to the MRT station is the responsibility of the Developer. The Developer shall take into consideration the constraints placed on his architectural layout and design due to the presence of the MRT station. The essential criteria in the station layout is to provide adequate space for the movement of commuters from the station entrances to the platform level in the most direct way and this free access should not be interfered with. The positions of the existing entrances, firemen stairs, ventilation shafts and

other facilities of the station both at ground level and also below ground will dictate to a large extent the overall design of the development.

2.1.2 Provisions have been made in some MRT stations to support a future

building above the station box, direct underground pedestrian connection to the future development and the integration or extension of ventilation shafts and other transit related facilities within the development. The Developer shall therefore include in his architectural design provisions for

incorporating these into his development taking into consideration the technical and operational requirements that have to be met.

2.2 Station Concourse 2.2.1 Proposed connection to the station concourse from the adjacent

development shall be designed to ensure smooth circulation of commuters. Connection can only be made into the free area in the station. Free area is a public circulation space in which information and ticket machines are

located to which there is no charge for access. The layout of the development adjacent to the station concourse level shall be submitted to the Authority for review and acceptance.

2.3 Station Entrances 2.3.1 The entrances to the station at ground level are positioned such that they

are easily recognisable and accessible in relation to the roads and

commercial premises in the vicinity and the flow of pedestrian and passenger traffic at ground level. Beacon signs or totem signs are strategically placed at ground level next to the entrances. These entrances at the ground level lead directly to the station concourse. Some station may have an intermediate retail commercial level. The materials used for the finishes in and around the entrances are similar to those used within the station in order to project the overall identity and image of the MRT system. Station sign with the Transit Logo are prominently displayed at the entrance so that commuter could see these signs from a distance and

identity the station entrance easily. The developer must comply with this by ensuring that the station entrance remain easily recognisable and identifiable to travelling public and provide signs meeting this within the development and in the vicinity if the station entrances are affected.

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2.3.2 The width of the station entrances are evaluated by considering the projected passenger flow during peak period together with the necessity for rapid evacuation of passenger from the station in an emergency. These have been designed based on the Standard for Fire Safety in Rapid Transit Systems (SFSRTS) and also any other mandatory requirements of the Fire Safety & Shelter Department (FSSD), SCDF. The design of the station entrances into the future development shall take these into consideration.

2.3.3 All entrances are provided with canopies or roof to adequately protect

them from the weather. Canopies and roof are constructed with adequate projection and fascia or parapets to cover the structural elements of the roof and provide sufficient upstand against rainwater spillage. The rainwater should be collected and discharged to the surface drainage network.

2.3.4 The threshold level of any opening into any development connected

directly to the concourse or atrium level shall not be lower than the

threshold level of the station for the flood protection of the MRT system. Threshold level at different locations may vary. This is subject to meeting the minimum platform levels and other requirements of Drainage Department Code of Practice on Surface Water Drainage, Public Utilities Board whose clearance shall be obtained.

2.3.5 The entrances to certain stations may form part of an integral development

and special consideration shall be given in the design solution or layout around it. The layout of the future development at ground level shall be

designed such that access to the station entrances from the roads and other premises in the vicinity are not adversely affected. Free and easy access to the station entrances shall be maintained for the benefit of the traveling public. The station entrance must be highly visible, readily and easily identifiable by general public particularly visitors and tourist. The entry/exit points to the station shall be separated from or independent of the entry/exit points to the development to avoid congestion. The Authority will exercise permanent right under Section 6 the Rapid Transit

Systems Act for station entrances located in the development. 2.3.6 The entrances to the station shall have a fire separation of at least 2 hours

from the future development in accordance with the Code of Practice for

Railway Protection if they are integrated into the development. Besides this the Developer must meet the criteria and requirements set by FSSD and ensure that the fire safety and fire protection of the station and rapid transit system still comply with the Standard for Fire Safety in Rapid Transit Systems.

2.3.7 A protected passageway for commuters access to the station entrances shall be provided at all times during the construction of the future development. This must include provision for lighting, ventilation, fire safety and fire protection meeting the technical and statutory requirements.

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Construction works at the area including demolition and removal of the existing entrance canopy and services, construction of the building over the entrance, etc., shall be planned and scheduled so that access to the station via the entrances are maintained operational and safe. The Developer shall submit proposals to the Authority for review and acceptance before commencement of works.

2.4 Finishes

2.4.1 The material selected for the finishes in the station are of a high quality in order to project the prestigious and highly visible nature of the MRT system. The materials used are also generally robust, durable and hard wearing, maintenance free and non-combustible. The floors in the public area in the station are generally finished in granite meeting requirements for slip resistance, etc. The walls are cladded with durable hard wearing material generally comprising of granite slab, vitreous enameled steel panels or glass-fibre reinforced concrete panels. Ceilings are suspended

from the soffit of floor slabs and are generally made of aluminum egg-crate panels, glass-fibre reinforced concrete panels, etc.

2.4.2 The Developer shall adopt the architectural finishes for the future

development that is best suited to his needs. However, due consideration should be given such that the finishes in the development are compatible with and complement the architectural treatment of the MRT station and not be a safety hazard. Interface details of finishes at the subway or at the connections with the station shall be submitted to the Authority for

comment. 2.5 Pedestrian Access Connections 2.5.1 Facilities for the convenience of commuters to access the MRT station

shall be provided at grade as well as via underground pedestrian walkways from the developments. Pedestrian access connections shall be provided either by covered walkways to the MRT station entrances at grade or

underground pedestrian walkways which are seamlessly connected to the underground MRT station. Details of the layout of these facilities for the convenience of the public shall be submitted to the Authority for review.

2.5.2 The layout of the pedestrian passageway within the development from the

entrances of the development to the access connections or links with the station shall be direct and whenever possible with clear line of sight and unhindered to allow free and convenient flow of passenger to and from the development in line with the design concept of the station.

2.5.3 Where the underground pedestrian walkway or access connection connects

directly to the station concourse, adequate space taking into consideration space for easily circulation of travelling public and meeting point as well as the need for projected population increase must be provided. In addition

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space should also be provided for ticket machines and/or automatic fare collection gates to be provided in the station shall be made available including provision for future expansion. Unnecessary obstruction shall be avoided so as not to impede passenger movement.

2.5.4 The architectural finishes and electrical and mechanical services within the

station affected by the construction of the pedestrian linkway are to be removed by the Developer. All materials removed shall be returned to the Transit Operator, unless otherwise directed by the Authority. The

architectural finishes within the station affected by the construction of the access connection are to be rebuilt and reinstated by the Developer at his expense. The materials used shall be compatible with those of the finishes within the station. Fixing details for all architectural finishes and the interface details of the finishes with that of the station are to be submitted to the Authority for review and acceptance.

2.5.5 The underground pedestrian walkway to the station where provided from

the future development shall not be used as part of the escape route for occupants in the development in order to comply with the requirements of the Fire Safety & Shelter Department (FSSD). Suitable illuminated signs indicating this shall be installed in the linkway.

Fire protection and prevention requirements outlined in this document

have also to be complied with. 2.5.6 Barrier free access to station lift for the physically handicap with the

associated ramp shall be incorporated within the development. The route to the lift shall remain accessible, direct and visually obvious to the public. Fire compartmentation of minimum 2 hours shall be provided between the development and the lift. The Developer shall provide barrier free route from this lift to the nearest development drop-off point.

2.5.7 The Developer shall ensure the following in their design of the access

routes:

• tactile routes installed in accordance with the Guide to the layout of the Tactile Guidance System in MRT Station.

• accessible to people with disabilities in accordance with the prevailing Code on Barrier Free Accessibility in Buildings.

2.5.8 The developer shall refer to the Architecture Design Criteria of LTA for technical design criteria regarding Emergency Access, Handrails and Railings, Slipping and trip hazards, Avoidance of obstructions/Hazards, Public Health, Weather Protection, Visual Contrast, etc.

2.6 Design for Fire Protection and Prevention

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2.6.1 The fire protection standards within the station and means of escape from the station are designed to comply with the requirements of the FSSD and the Standard for Fire Safety in Rapid Transit Systems (SFSRTS) which covers the fire protection requirements for all aspect of fixed guideway transit system and for life safety from fire in the transit system. The design of any development linked to the station shall meet with the similar level of fire protection and prevention adopted in the station.

2.6.2 All materials used in the structural elements of the stations are non-

combustible and able to sustain a fire rating of up to 4 hrs for underground station. Similarly, all finishing materials within the stations are non-combustible (satisfying BS 476:Part 4). Where the materials cannot be regarded as fully non-combustible, they are fire resistant or fire retardant and shall not support fire or emit toxic gases. Cables used in station are either fire resistant (complying with SS CP 299) or fire retardant. In addition, cables used for underground station are also of low smoke and halogen-free type. Material used within the RTS facilities integrated with

the development shall be of similar specification. 2.6.3 The stations are protected with automatic fire detection system and

provided with smoke extract ventilation system designed to allow extraction of smoke to the exterior. The stations are also provided with sprinkler system, hose reels and extinguishers for fire fighting purposes. For critical plant rooms, gas protection is provided.

2.6.4 The Developer shall design his building to conform to the requirements of

SCDF, FSSD. Furthermore, all interfaces with the MRT system and all rail commuters’ access routes, fire escapes in stations, etc. shall conform to the requirements of the Code of Practice for Railway Protection and the Standard for Fire Safety in Rapid Transit Systems.

2.6.5 A 2 hours fire separation shall be provided at all underground links and

any openings between the station and the future development. For links which are left open during train operating hours, a fire door (hinged or

sliding)/roller shutter/folding shutter which will automatically close in the event of a fire and offer protection to these openings from spread of fire for a minimum period of 2 hours shall be installed.

2.6.6 The existing entrances and exits from the firemen access stairs and

emergency stairs of the station shall discharge directly to exterior. They shall not be enclosed within the future development. Prominently located sign shall be provided to indicate the location of these stairs if the entrance/exit to these stairs is relocated to the external walls of the

development. 2.6.7 Circulation space at the interface connecting the development and the

station shall be provided with minimum 2 hours automatic fire-rated shutters in compliance with Fire Code and Code of Practice for Railway

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Protection for activation and monitoring the status of the shutters at the integrated supervisor control system of the rapid transit system. As the fire separation along the boundary of the development and station is located in underground space, the developer shall engage Fire Safety Engineers to carry out fire safety design at the interface to ensure life safety for station and development in the event of fire emergency. This may involve using performance-based fire safety engineering approach. The Fire Safety Engineers shall submit the fire safety design to Fire Safety & Shelter Department (FSSD), SCDF for approval. The Fire

Safety Engineer shall seek consultation with FSSD to agree on the design objectives, performance criteria and design fire scenarios. The design fire scenarios shall include fire scenarios in the development and station. The fire safety design in the interface boundary between the station and development shall be further enhanced when the proposed mitigation measures are approved by FSSD.

2.6.8 Should it become necessary to temporarily divert any of the station's fire

safety measures including fire fighting facilities, the Developer shall forward the proposal prepared and endorsed by the relevant Qualified Person to the Authority for review and acceptance. The design and construction of all temporary fire safety facilities shall comply with the Standard for Fire Safety in Rapid Transit Systems. Diversion works shall not proceed unless the Developer has obtained clearance from the Authority. Upon completion of the temporary diversion works, Qualified Person shall submit a copy of his letter to the Authority to confirm that the works have been carried out in accordance with the Fire Safety Act.

2.7 Ventilation Shafts 2.7.1 The station ventilation shafts including the tunnel ventilation shafts shall

be designed and positioned such that mutual recirculation will not occur if they are extended within the development. Openings of the ventilation shafts shall be arranged in such a manner that no smoke from the exhaust ventilation shaft and tunnel ventilation shaft can re-enter the station via the

intake ventilation shaft and station's entrances (including the exit points of the firemen's stair and emergency stairs). Any gratings, grilles or lourves shall be designed to prevent unauthorised entry to the shafts.

Consideration shall be given to ensure that exhaust air discharge of the

development is not close to the station's intake openings and entrances. Likewise, intake points including windows of the development shall be designed to prevent smoke due to a fire in the station or tunnel from entering and endangering the development by the station exhaust and

tunnel ventilation shafts’ outlets. In the event of fire in the station, replacement air for the station smoke purging system and trainway emergency ventilation system will be supplied from station entrances. The design of the development shall take this into consideration to ensure life safety of passengers in the event of fire emergency in station.

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2.7.2 A 2-hour fire rated partition shall be maintained at all times between the

individual ventilation shafts and there shall be a 2-hour fire separation between the ventilation shafts and development. The use of dry wall partitions will not be permitted. In order to limit the risk of unauthorised amendments or alteration to the fire partition, reinforced concrete construction for the wall shall be used.

2.8 Firemen Access and Emergency Stairs

2.8.1 The architectural layout of the future development shall be designed to

ensure that the entrance/exit to the station firemen stairs and/or emergency stairs is not obstructed. Where they are incorporated into the future development, a 2 hours fire separated passageway of not less than the width of the existing stair shall be provided leading to the exterior. Entry point to firemen's staircase shall be visible and located within 18 m from the fire engine accessway. Entrance/exit points to the stair are to be

provided with suitable signs so that they are easily recognisable by the SCDF. The Authority will exercise permanent right under Section 6 the Rapid Transit Systems Act for these facilities integrated with the development.

2.9 Graphic & Signs 2.9.1 All developments linked to MRT stations shall put up MRT-related signs

within and at the commencement of the link to the station and station

entrances for the information and direction of the public. Station beacon signs or totem poles which are illuminated are provided to indicate the location of all entrances to the station at ground level. This also includes RATIS signs giving information of train arrival times, and other related information on LED or Plasma display panels. Sign design guideline will be provided by the Authority.

2.9.2 Signage And Wayfinding

Signage At The New Development

‘Transit Facility’ in this clause on signage refers to the MRT Station.

The developer shall provide comprehensive wayfinding signage directing commuters to the Transit Facility. Signs with sufficient information shall be displayed at ideal locations around and within the Development to enable the public to clearly identify and easily orientate to the Transit Facility. The signing strategy shall be presented to the LTA during the design stage.

The wayfinding and information signage to the Transit Facility can be integrated with the signage of the development. However, the

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information depicting the Transit Facility shall be clearly identifiable using standard public transit pictograms. The signs shall be implemented with good wayfinding and signage practice e.g. directional signs, map directories, availability of relevant information, continuity of directions from sign to sign, clear sight-lines, clear of distractions and clutter, good legibility, consistent brand recognition (of the Transit Facility), etc..

Entrances and linkages of the development leading to the Transit Facility shall have clear signage identifying and indicating the access to the Transit Facility. Where existing entrance of the Transit Facility is modified or subsumed, identification of the Transit Facility shall be addressed with signage in conformance with the LTA’s public transit signage guidelines.

The signage system shall make use of standard public transit pictograms.

These shall conform to the LTA’s signage graphic standards:

The MRT transport mode Logo - the icon symbolising the MRT

transport mode and/or facility

The BUS transport mode logo - the icon symbolising the Bus transport mode and/or facility

The TAXI transport mode logo - the icon symbolising the Taxi transport mode and/or facility

The LRT transport mode logo - the icon symbolising the LRT transport mode and/or facility

The Underpass pictogram - the icon symbolising an underpass/link facility

Upon completion, the signage shall be well maintained by the development owner/management at all times.

During the construction of the development, good quality temporary signs shall be adequately provided for re-direction of pedestrian/commuter traffic. Commuters should be able to easily identify the operational Transit Facility. These temporary signs shall comply with the LTA’s public transit signage guidelines in terms of artwork/graphics. The design and locations of the signs shall be provided in consultation with the LTA.

2.9.3 Public TRANSIT Signage At the Public Transit Facility

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In respect of public transit signage affected by the new development, the developer shall plan, design-develop, supply and install a comprehensive Public Transit Signage System in conformance with the LTA’s Signage Design Guideline Manual (DGM) and Reference Manual/s (RM) around and within the Transit Facility, involving the following:-

Relocate existing public transit signs;

Provide new public transit signs;

Update existing public transit signs (with current information).

The signage layout, detailed design and construction shall be carried out in consultation with LTA, with drawings submitted for review and acceptance. Upon completion of the signage installation, an audit of the installed signs at site shall be carried out by the LTA. Where there are apparent inconsistencies or erroneous information, or where signage is found to

be deficient, or can be further improved, all of which might have slipped through the design reviews or due to lack of information during the design review stage, further signage provision or rectification shall be carried out to complete a comprehensive public transit signage system at the Transit Facility.

2.9.4 Any existing signs, station beacon signs, RATIS signs and advertising

panels, etc., that are required to be relocated shall be carried out by the Developer at his expense. This shall also include transportation charges

for returning the signs to the Authority for storage etc. Proposals for the relocation of these signs and advertising panels and arrangement for the termination and reconnection of power supply shall be submitted to the Authority.

2.9.5 Sign on No Smoking/No Eating/No Drinking "No Smoking/No Eating/No Drinking" signs shall be affixed at the

proposed underground Pedestrian Mall before the entrance to the MRT station by the Developer.

2.10 Relocation of Cooling Towers, Sprinkler Water Tanks, etc. 2.10.1 The cooling towers for certain MRT stations are located on the station roof

or at ground level near to the station. The existing cooling towers and sprinkler water tanks may be relocated to the roof or podium of the future development. The new location of the cooling towers on the development

and any other installations affected shall be submitted to the Authority for review and acceptance.

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2.10.2 The Developer shall ensure that the operations of the existing cooling towers, sprinkler system, etc. of the station are not affected at any time during the construction of the future development. Construction activities shall be planned taking into consideration this requirement. All necessary measures required shall be at the Developer's cost.

2.10.3 Pipe and cable shafts shall also be incorporated in the future development

for connecting the pipework and cabling to the relocated cooling towers, water tanks, etc. These pipe and cable shafts shall have a fire separation of

at least 2 hours from the future development. Maintenance access via fire doors to the pipe and cable shafts shall be provided at every floor in the future development. These shall be located at easily accessible location such as a lobby or corridor. The Authority will exercise permanent right under Section 6 the Rapid Transit Systems Act for these facilities integrated with the development.

2.11 Commuter Facilities

2.11.1 If existing covered linkway from the entrance of MRT station was to be

demolished, it shall be reinstated and integrated with the development to provide proper connectivity to the existing station.

2.11.2 The Developer shall provide temporary covered linkway between the

commuter facilities such as taxi shelter and the MRT station before the existing covered linkway is demolished.

2.11.3 The commuter facilities affected by the proposed development are to be reinstated and make good.

3 CIVIL AND STRUCTURAL REQUIREMENTS 3.1 General

3.1.1 The site of the future development above and/or adjacent to the MRT

station falls within the MRT Railway Protection Zone. The design and construction of the proposed future development shall be carried out in accordance with the requirements of the Code unless otherwise stated herein. The Developer shall comply with the technical requirements as stated in the Code of Practice for Railway Protection in carrying out design and construction of development works and Guides to the Carrying Out Restricted Activities within the Railway Protection and Safety Zone.

3.2 Site Survey 3.2.1 The setting out of the stations and other MRT structures is based on the

MRT Survey Grid system adopted for the whole Mass Rapid Transit

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System. This survey coordinate system is different from the Singapore Government Cadastral Survey Grid system.

3.2.2 The responsibility of determining the exact locations of the stations and

other MRT structures affected by the future developments rests solely with the Developer.

A survey of the section of the MRT structures affected by the proposed

works have to be carried out by a registered land surveyor in order to

determine in plan and level the relative position of these structures with respect to the proposed development. Survey plan showing the location of the station, tunnels and the limits of the reserve lines of the protection zone as defined in the Code in plan and sections from the proposed development endorsed by a Registered Surveyor shall be prepared. This survey plan must contain information such as the survey system used.

3.3 Loading On MRT Structures

3.3.1 Where provisions were made in MRT structures, particularly, the station

box to support additional loading, this will be stated in Section 2 of the technical conditions. All superimposed dead and live loads on MRT structures shall not exceed those that have been designed for. Generally, station columns have been designed to support axial loading with limited allowance for eccentricity due to construction tolerance. Load shall only be transferred to the station structure at the columns only.

3.3.2 The MRT structures where applicable have been designed to support the future column loads on the assumption that ground condition remain substantially unaltered since the construction of the MRT works. If significant disturbance to the ground condition occurs, both as a result of the works for the development or occurring naturally, these loads may no longer be applicable and should be re-assessed by the Developer. Any re-assessment required shall be prepared, endorsed by a qualified person and submitted to the Authority for review and acceptance.

3.3.3 Reinforcement couplers and starter bars where provided have been

arranged to suit column size as shown in the detailed reinforcement plans. The actual column for the development may be of a different shape if required to suit the building design with appropriate modifications made to the notional reinforcement provided. The Developer shall check the permissible loading on the station column taking into considerations the actual column dimensions, location, grade of concrete and reinforcement provided. Details shall be submitted to the Authority for review and

acceptance. 3.4 Foundation for the Development

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3.4.1 The future development shall be designed with foundation having compatible settlement characteristics with the MRT structure to ensure that loads greater than those that have been designed by the Authority are not transferred to the MRT structure as a result of differential settlement, etc. A geotechnical assessment shall be submitted to the Authority for review and acceptance.

3.5 Flood Protection

3.5.1 As a guide, all entrances/exits of the station at ground level are located at 1m above the adjacent road/ground level or 1 m above the highest recorded flood level, if any, as advised by the Director, Drainage Department or other level as may be specified by the Director, Drainage Department whichever is the higher to prevent ingress of flood water into the station. The requirement of Drainage Department (PUB) for flood protection of the rapid transit system shall be complied with and their clearance obtained.

3.5.2 The entrances/exits of any development connected to the station shall be

located at the same level or higher than the threshold level of the station. The Developer shall ensure that the proposed connections to the station from the future development do not constitute a route for floodwater into the station.

3.5.3 Where connection is made underground to link to MRT station, the

threshold level of any opening within the development shall not be lower

than the threshold level of the station for flood protection of the rapid transit system and approval from Drainage Department of Public Utilities Board shall be obtained. The level must comply with the level required in line with Code of Practice for Surface Drainage for Flood Protection of the underground rapid transit system. Breakthrough of connection to the MRT station shall only be made when the development has reached the flood threshold level.

3.5.4 Proposals for flood protection and prevention of the station during the construction stages for the development shall be submitted by the Developer to the Authority for review and acceptance. The construction works shall be planned and programmed such that there is no possibility of floodwater ingress into the station at any stages of the work.

3.6 Waterproofing of Station Roof Slab 3.6.1 All stations roof slabs are waterproofed with waterproofing membrane

overlaid with a protective layer of concrete or other approved waterproofing system. Care should be exercised while carrying out works above the station roof to ensure that the station waterproofing systems are not damaged.

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3.6.2 If it is necessary to remove the waterproofing system for the construction of columns, etc., the works shall be planned and carried out such that no water can seep into the station. The waterproofing system that are removed or damaged shall be reinstated to the satisfaction of the Authority. Details of the remedial works shall be submitted to the Authority for review and acceptance prior to commencement of works. The Developer shall reinstate or provide a new warranty of the waterproofing system upon completion of the construction works. The period of warranty shall be ten years.

3.7 Construction Below Ground 3.7.1 The Developer shall design both his temporary and permanent works to

ensure that ground movements in the vicinity of the MRT structures are kept to a minimum. These works shall be designed such that no overloading or excessive deflection is caused at any stage of the construction to the MRT structures. The construction sequence and the

method of construction adopted for any excavation works shall be so planned and executed to minimise ground movement, disturb the subgrade beneath the MRT structures and avoid endangering the strength and stability of the structures. In addition, he must recognise that the use of proven techniques and good workmanship are essential in restricting ground loss.

The basement shall be constructed with every effort made to quickly and

adequately support the exposed ground, and to minimise the inflow of

water into the excavation. In compressible ground, provisions shall be made to ensure that over-excavation and heaving do not take place.

3.7.2 The method of construction for any proposed basement shall take into

account the following:- a) The geology along the length and depth of the basement and the

MRT structures.

b) The foundation of the MRT structures. c) The hydrogeology and strata permeabilities. d) The degree of settlement which would be expected. In this context

the location of the works in relation to existing MRT structures shall be considered.

e) The depth of construction required. f) Control over heave and instability of the base of the excavation.

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g) The method for waterproofing the completed structure as no dewatering is permitted.

3.8 Demolition 3.8.1 The Developer shall take all reasonable care and precaution when

demolishing or cutting away existing work in the MRT structures to ensure that no adjacent structure is damaged. Should there be any damage it shall be made good at the expense of the Developer to the satisfaction of

the Authority. 3.8.2 The Developer shall inform and obtain permission from the Authority

before any demolition works affecting MRT structures including the landscaped areas at ground level above the station is carried out. The Developer shall ensure that the following are observed during the demolition work: -

a) The Developer shall protect MRT finishes and services during the demolition work. Permanent finishes and services at least 2m away from the demolition should be removed and carefully stored by the Developer for reinstatement. The Developer shall repair, and reinstate the finishes in accordance to the Authority requirements. Any damage shall be repaired or replaced by the Developer at his own cost.

b) A temporary full height dust tight partition is to be erected not

more than 2m inside railway premises with a minimum 1.2m wide clear passage for maintenance and access. The partition is to be durable to resist the abuse expected and is to be well made and maintained throughout the works by the Developer.

c) Adequate provision must be provided to prevent water seepage

into railway premises.

d) All floors and walls affected by the construction are to be protected by suitable means.

e) All materials used within the station shall be non-combustible. 3.8.3 The Developer shall programme his work and plan his method of

construction such that there is no possibility of flooding to the MRT structures at any time during the construction. Any demolition work on the knock-out panels in the station can only commence after the

completion of the substructure of the development above the threshold level of the MRT station including all entrances to the development and the sealing of any openings below that of the station threshold level.

3.9 Drainage (Storm and Foul)

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3.9.1 The Developer shall not break, divert or utilise either temporarily or

permanently the station storm or foul water drainage system without the prior written consent of the Authority. Should the Developer wishes to alter the station drainage system, the design, construction and maintenance of the affected works including all manhole connection, making all necessary submissions to the relevant authority for approval, etc., shall be undertaken by the Developer at his cost. The Developer shall also ensure that there are no disruptions to the existing drainage system while the

alteration works are being carried out. Details are to be submitted to the Authority for review and acceptance.

3.9.2 The drainage system of the future development shall not be allowed to

discharge into the station drainage system. A separate system for the drainage of storm and foul water from the development shall be provided.

3.10 Instrumentation and Monitoring

3.10.1 The effect of the construction work on the MRT structures shall be

monitored throughout the construction period. Careful consideration should be given to monitoring the movements of the MRT structures and the ground by establishing a system of measurements before, during and after construction to give assurance that design assumptions are realistic. Monitoring instruments shall be installed at least two weeks before the commencement of construction for initial readings to be obtained. The frequency of monitoring will depend on the nature of the construction

activity and as agreed with the Authority. The Developer must ensure that the frequency of monitoring is such that all possible effects on RTS structures are recorded during the construction period. The monitoring are to be carried out until it is deemed that there is no more possibility of any further movement and agreed to by the Authority.

4 ELECTRICAL AND MECHANICAL

4.1 General 4.1.1 This part of the document covers the requirements of the electrical and

mechanical services in the MRT station. 4.1.2 In any case, when undertaking his design, the Developer shall comply

with all prevailing Statutory and Regulatory Requirements and Code of Practices. The design shall be prepared and endorsed by relevant

Qualified Persons and acceptance obtained from the Land Transport Authority (LTA).

4.1.3 It is not envisaged that there will be a need to move any of the plant or

equipment from the current location. However, should the Developer

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wish to propose such a relocation, this can be considered on receipt of a detailed proposal and justification for such a move. LTA will identify the implications and restrictions of the proposal on a case by case basis, as it is not practical to list out all the considerations of locating each and every element of the station equipment. The consideration of approval of the proposal will include potential disruption to passengers and the transit operation.

4.1.4 The Developer shall be responsible for and implement at his own cost any

modification to the existing electrical or mechanical system on the operating railway which may have to be relocated or modified to suit his development proposal. This shall include the supply of new equipment to replace the existing equipment and modification, expansion and replacement of the existing control and monitoring system as necessary. All new material and equipment proposed shall meet with the requirements and specifications of the Authority. All equipment and accessories removed shall be returned to Operator.

4.1.5 The Developer shall also provide the necessary drawings, operation and

maintenance manuals, warranty, licensed software, etc. for any new equipment, supplied and installed by them as a result of the proposed modifications, diversions, extensions and alteration works, etc. The materials and equipment used in any modifications, diversions, extensions, replacement and/or additions to the E&M systems shall meet LTA's specifications and are subjected to the approval of LTA and the Operator. Tunnel ventilation fans, underplatform exhaust fans, station

smoke extraction fans and the associated equipment and accessories shall be rated to operate with air temperature of 250°C for minimum of 2 hours.

4.1.6 Special arrangements shall have to be made by the Developer for carrying

out work within the station, taking into consideration the restricted hours of working, safety and other requirements. There should be no interruption to the existing services in the station during construction. The Station must

be able to continue to operate throughout the construction and operation of the future development. The time during which services are to be operated are generally governed by the traffic hours. Currently these are defined as 0430 to 0030 but is subject to change and shall be re-confirmed with LTA and the operator.

4.1.7 If the plant and equipment serving the station or tunnel are relocated, the

Developer shall make modifications to the equipment, pipework, cabling, etc. where necessary to ensure the proper, safe and efficient operation of

the system. The Developer may consider providing new plants rather than relocating the existing ones if it is found to be more practical and feasible to do so. The Developer shall submit his proposal for approval. All modification works and replacement of existing plants shall be at the Developer's expense.

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4.1.8 The Developer shall install, test and commission all new installations or

modifications to the acceptance of the Authority before connecting them to the existing station facilities and this include factory acceptance test for major equipment such as switchboard, chiller, smoke control fan, control system, etc. There shall be a minimum defect liability period of 12 months from the date of hand-over to the Authority. The Developer shall warrant all plants, materials and equipment supplied and all workmanship performed by him to be free from defects of whatever nature and he shall

replace, repair or make good, at no cost whatever to the Authority, and all plant, materials and equipment which are found to be defective during the 12 months period. The Developer shall also be responsible for the maintenance of the new or modified facilities for a period of 12 months from the date of hand-over to the Authority.

4.1.9 The installation programme of the replacement services must be agreed

with the LTA and operator noting that interruptions to the station and

tunnel systems will be kept to a minimum and passenger services must not be disrupted in any way.

4.1.10 Where existing warranty of the as-built station E&M equipment and

installation is affected due to the Developer's proposed works, all costs to provide the necessary warranty to LTA and the Operator for that duration of warranty period, which has been forfeited as a result of the Developer's proposed works, shall be included.

4.1.11 The Developer shall permit LTA, its Representatives and the Representatives of the railway Operator to enter the Development without charge and every part thereof with or without workmen, materials, specialist services or vehicles for the purpose of constructing, operating and maintaining rapid transit systems. The Developer shall undertake to ensure that access is available to officers of the LTA, its agents, Operator and their nominated contractors into the premises of the Development at all time for the purpose of gaining access to carry out

installation, maintenance or repair works necessary on all equipment and services associated with the station.

4.1.12 The Developer shall coordinate closely with relevant personnel from the

Authority and railway Operator on all aspects relating to the installation of the E&M systems and associated equipment.

4.1.13 Should it become necessary to temporarily divert any of the station's fire

protection works including fire fighting facilities, the Developer shall

forward the proposal prepared and endorsed by the relevant Qualified Person to the Authority for review and acceptance. The design and construction of all temporary fire safety facilities shall comply with the Standard for Fire Safety in Rapid Transit Systems. Diversion works shall not proceed unless the Developer has obtained clearance from the

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Authority. Upon completion of the temporary diversion works, Qualified Person shall submit a copy of his letter to the Authority to confirm that the works have been carried out in accordance with the Fire Safety Act.

4.1.14 The Developer shall ensure that the equipment can be easily accessible for

maintenance. Access for future replacement of the equipment shall be provided.

4.1.15 The Developer shall not provide jointing to cables and shall provide new

cables and cable containments for the modified works. If providing of new cables and cable containments are not feasible, the Developer shall justify to the Authority on the constraint at site.

4.1.16 If there is an increase of electrical loading for the station due the

modification and A&A works and the existing spare capacities of the existing transformers, LV Main Switchboards and MCCs are insufficient, the Developer shall provide additional/upsize the

transformers, LV Main Switchboards and MCCs to cater for the changes. The Developer shall also provide local and remote (ISCS) control and monitoring to these equipment as per the Authority requirements. The Developer shall submit to the Authority for review and acceptance on the justification of the electrical loading and the detailed design of the changes required.

4.2 Air-conditioning

4.2.1 Areas within the station are either air-conditioned or mechanically ventilated. Where the proposed development is connected to the part of the station which is air-conditioned, the area at the access connection shall provided with air-conditioning or other approved alternative to prevent leakage of cooled station air. The air-conditioning of the area just adjacent to the station shall be designed such that a slight positive pressure is provided over that of the station. Details of this design shall be submitted to the Authority for review and acceptance.

4.3 Ventilation Shafts 4.3.1 Fresh air for ventilation of the station is taken from the intake vent shafts

while air is exhausted through the exhaust vent shafts. The tunnel vent shafts are for ventilation of the tunnels. The overpressure or underpressure brought about by train movements through the tunnels are relieved through the tunnel vent shafts. These shafts also act as exhaust shafts for the purging of hot gases and smoke from the tunnels.

4.3.2 If the Developer wishes to relocate, extend or modify any of the

ventilation shafts, he shall make modifications to the existing equipment, cables, pipes, ducts, etc. where necessary to ensure the safe,

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efficient and proper operation of the station and tunnel ventilation systems.

The Developer shall also ensure that the ventilation shafts opening

locations comply with the following requirements:

a) There is no short-circuiting of air between the different ventilation shafts.

b) No smoke and/or hot gases emitted from exhaust systems enter the station.

c) Exhaust air or smoke discharged from the Development's

exhaust outlets and cooling towers shall not enter the station and tunnels via the intake vent shaft, tunnel vent shafts, firemen's stairs, emergency stairs or station entrances of the station.

d) Intake openings of the Development shall be located such that

exhaust or smoke and hot gases emitted from the station’s exhaust vent shafts and tunnel ventilation shaft openings, are not drawn into the Development.

e) The ventilation shaft openings shall not be closer than 5 meters

from each other and any other openings and where possible, they are not located on the same plane.

f) Louvers and screen shall be fitted to the vent shaft openings to

prevent ingress of rain water, birds and entry of unauthorised persons.

4.3.3 Engineering Analysis including Computational Fluid Dynamics (CFD)

simulations shall be carried out during the design stage by a suitably Qualified Person to demonstrate that there is no smoke recirculation and

smoke short-circuiting between vent shafts and openings. 4.3.4 Where vent shafts are incorporated in the development, the location of

openings shall comply with the requirements in the Code. The vent shafts shall be designed for side discharge where possible, and equipped with louvres to prevent the ingress of rainwater. Where vertical discharge is proposed for the vent shafts, the Developer shall provide the drainage system, including pumping system where necessary, to prevent accumulation of water. Louvres shall have a weather resistance of 95%

and provided with bird screens of not larger than 10mm mesh and shall be designed such that there is minimal pressure drop through them. Frames shall be robust and protected against corrosion. Details or the louvres shall be submitted to the Authority for review and acceptance.

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4.3.5 If it is necessary to modify the MRT ventilation shafts, pressure drop calculations and the impact on the station ventilation fans shall be prepared/assessed by the Developer and submitted to the Authority for review and acceptance. Station ventilation fans shall be upgraded to overcome the additional pressure drop through the relocated/modified ventilation shafts, such that the performance of the ventilation systems i.e. air flow are not compromised. The Authority will exercise permanent right under Section 6 of the Rapid Transit Systems Act for these facilities integrated with the development.

4.3.6 The Developer shall ensure that the sound level emitted from the operating

of outdoor E&M equipment, and from the ventilation shafts when the indoor equipment is operating shall comply with the noise criterion stipulated by the authorities such as NEA.

4.3.7 Care should be taken to ensure that the operation of the ventilation shafts

will not be affected at all times during and after construction of the

development and any modification works to the shaft. There should be no restriction to free flow of air around the vent shafts and no ingress of rainwater into the stations through the vent shafts during and after construction. The 2-hour minimum fire compartmentation between individual vent shafts and minimum separation between vent shaft outlets to prevent short-circuiting of air shall be observed at all times. The Developer shall submit for review his proposal for the design and construction of the vent shafts.

4.3.8 Construction activities in the vicinity of the ventilation shaft will generate dust pollution, smoke and exhaust fumes and other environmental pollution which will affect the performance of the environmental control equipment as well as the fire and smoke detection system of the station. Effective measures to minimise dust pollution, etc. shall be implemented.

4.4 Cooling Towers and Piping

4.4.1 The Developer shall maintain and protect the cooling towers and the associated services which are located within the development site until the completion and the satisfactory commissioning of the new facilities relocated within the development.

4.4.2 Where new cooling towers are provided, the changeover from the existing

cooling towers to the new cooling towers can only be carried out during the non-revenue hours of the railway. This must not disrupt the operation of the station.

4.4.3 The proposed new location of the cooling towers at the development and

their associated water tanks, pipeworks and cabling shall be submitted to the Authority for review and acceptance. Routing of the cable and pipes from the station box to the cooling towers shall be as direct as possible.

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These cables and pipes shall be contained within dedicated pipe and cable shafts within the development.

4.4.4 An enclosure shall be provided for the cooling towers to prevent

unauthorised entry and tampering of the system and for security reasons. Access to the enclosure for maintenance purpose, etc. shall be through doors or gates provided with locksets, which have key cylinder compatible to the system used on the MRT system. The keys shall be handed over to the Authority after the successful commissioning of the cooling tower

system. The cooling tower enclosure shall be regarded as part of the railway premises.

4.4.5 Drainage points should be provided at the cooling tower area for draining

of water from the cooling towers and water tanks. 4.4.6 Water for the cooling tower make-up tank, cleaning and maintenance at

the new location shall be supplied from PUB water mains in the station.

The Developer shall provide a booster pumping system including the control and monitoring of the LSC and OCC which is to be located in the station to deliver the water up to the water tank if the pressure of the existing PUB water mains at the station is not sufficient.

. 4.4.7 General lighting and switch socket outlets shall also be provided at the

cooling tower area.

4.4.8 Water tap and floor traps shall be provided at the cooling tower area for cleaning purposes.

4.4.9 The Developer shall ensure that exhaust air from the station vent shafts

and Development does not enter the cooling towers. The Developer shall also ensure that air discharge from the cooling towers to do not enter the station through the vent shafts and development through ventilation inlets and open windows, etc..

4.5 Pipe and Cable Shaft 4.5.1 The water pipes and electrical cables between the new cooling tower and

water tank location and the station shall be run in duct shafts of 2-hour fire resistance construction within the development. Separate duct shafts shall be provided for the water pipes and electrical cables. The pipe and cable shafts shall be fire-stopped at every floor of the development. This pipe and cable shaft shall be regarded as part of the railway premises.

4.5.2 The pipe and cable duct shafts shall be adequately sized such that it is

possible to remove one service from its supports without disturbing the remainder.

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4.5.3 Fire-rated access doors of adequate size shall be provided to the pipe and cable shafts at every floor of the development for inspection and maintenance of services. Suitable landing platforms within the pipe and cable shafts should be provided at every floor. The key cylinder for these doors shall be compatible with those used in the station. All keys shall be handed to the Authority, for security reasons.

4.5.4 Fire protection and lighting shall be provided within the pipe and cable

shafts.

4.5.5 Details and layout of the pipe and cable shafts shall be submitted to the

Authority for review and acceptance. 4.6 Fire Protection Systems 4.6.1 The Developer shall ensure that the existing operation and performance

of the station are not affected and the station is not rendered, unprotected

by sprinkler systems during and after the relocation and modification works. If the facilities are to be relocated, any modification necessary to ensure that the station sprinkler system operation shall be at the developer’s expense. The Developer shall consult and obtain FSSD approval on the relocation of the entire sprinkler tanks, pumps, control panel, valves etc. to within the development boundary. The Developer shall engage a professional engineer to redesign, submit application and supervise the modification works. He shall submit the necessary hydraulic/pressure head calculations, etc to LTA and relevant Authority

for approval. . 4.6.2 The sprinkler control valve, pumps, control panel and water tanks shall be

housed in compartment(s) with a minimum of 2 hours fire separation with the future development. The sprinkler control valve, pump, control panel and water tank room(s) shall be adequately ventilated with lighting and drainage facilities and sprinkler protected. These room(s) shall be easily

accessible by the firemen and the railway operator staff to carry out maintenance work including resetting of pumps etc.

4.6.3 If the sprinkler water tank(s) are to be relocated, water supply with

submetering shall be provided by the developer at the sprinkler water tank room for make-up, filling of tank, cleaning, etc if the pressure of the existing PUB water mains at station is not sufficient to deliver the water up to the new water tank location. The water supply from the developer’s system shall be reliable and available on a 24hour basis with a minimum

supply rate of 5.0 l/sec for filling of the tank. Pipework and cabling shall be run in duct shafts, of 2 hour fire resistance within the development.

4.6.4 Breeching Inlets, fire control panel and firemen intercom shall not be

obstructed at any time during and after the construction of the future

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development. Fire engine accessway is provided within 18 m from the breeching inlets, firemen intercom. Adequate and ready fire engine accessway for SCDF shall be safeguarded during construction and maintained at all times.

4.6.5 The Developer shall liaise with LTA and establish the need to link the fire

alarm systems of the station and development. Where a link is required the Developer shall ensure the fire alarm system of the development is fully compatible with that of the Station.

4.7 Fire Protection for Station Entrances 4.7.1 If the entrance roof is removed, the existing sprinklers and associated

pipeworks shall be removed and terminated by the Developer. Sprinklers shall be supplied and installed to provide coverage over the station entranceways. The sprinklers shall be connected to the existing sprinkler system within the station.

4.7.2 Sprinklers from the development’s sprinkler system shall be provided to

protect the space above the open entrance and the adjacent area. However, for enclosed entrances, the existing sprinklers under the present roof canopies shall be reinstated. The new roof/ceiling should preferably be at the same level or lower than the existing level. If not the design of the station’s sprinkler system shall be checked to ensure that the new height will not affect the sprinkler performance.

4.8 Fire Compartmentation 4.8.1 A 2 hours fire separation shall be provided at all underground links and

any other openings between the station and the future development unless otherwise stated. For links, which are left open during normal time, fire-rated shutters shall be installed which will automatically close in the event of a fire and offer protection to these openings from spread of fire for a minimum period of 2 hours. The closing mechanism shall be activated by

smoke detectors installed at either side of the fire-rated shutter. In addition, the fire shutters shall also close when the local fire alarm of the development at the zone in the immediate vicinity of the shutters are activated. The fire-rated shutters after closing by the activation of the smoke detectors shall remain closed and be rendered inoperative until the control system which the smoke detectors are connected to are manually reset. If motor driven fire roller shutter is proposed, the motor shall be connected to the development’s standby generator to enhance its reliability to operate in the event of a fire. Accessible manual facility to

lower the shutter upon total failure of power supply shall be provided. This requirement shall be in accordance with Standard for Fire Safety in Rapid Transit Systems and Code of Practice for Railway Protection.

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4.8.2 The Developer shall make provision to transmit and link the signal indicating the open/close status of the fire shutter to the station integrated supervisory control system (ISCS). The status of the fire shutters provided at the underground linkways and any other openings between the station and the future development shall be monitored by the ISCS located at the station's Passenger Service Centre. Upon receiving the alarm signal, an audible and visual alarm shall be activated at the Passenger Service Centre and Operation Control Centre. A silencing switch shall be provided to silent the audible alarm but shall

not cancel the visual alarm. Signal cables with appropriate spare capacity (50 %) which are screened, fire retardant, low smoke and halogen free placed in hot dipped galvanised metal conduits or trunkings and junction boxes shall be supplied and installed by the Developer to transmit the signal to the ISCS control unit in the station. The Developer shall also pay for the cost of any software modifications incurred by LTA and the railway operator.

4.8.3 The Developer shall design, provide and install all necessary equipments and accessories, cable, conduits and their supports, update of existing hardware and software in the station and other works required for the fire separation works including those required for updating the ISCS.

4.9 Lightning Protection

4.9.1 The building structures such as station entrances, ventilation shafts, etc

are protected from lightning strikes. The Developer shall ensure that there is an effective lightning protection system in accordance with local regulations for these structures at all times. Earthing points and test points are also located at entrances and Ventilation shafts. The

Developer shall ensure that these are not adversely affected by the Development. If it is necessary to re-locate the earthing pits and conductor tapes, etc, the work must be done in such a manner that will not leave the building exposed to lightning strikes and unprotected.

4.9.2 The above ground structures of the station such as the entrance canopies,

ventilation shafts, etc. are protected with lightning conductors connected to earthing pits located near to these structures at ground level. These may have to be re-sited at the expense of the Developer if the existing

installation is affected by the development. 4.9.3 The requirements and specifications for the relocation of the lightning

conductor earthing pit are as follows:- a) The earth electrode shall be installed in accordance with CP 33 or

its latest revision and the individual earth resistance shall be less than 10 ohms.

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b) The earthing inspection chamber and cover shall be of heavy-duty type. The dimensions shall be similar to the existing ones.

c) Test clamp shall be located at 150mm above Finished Floor Level. d) Copper tape shall be protected by heavy duty UPVC pipe sleeve

and properly secured to the structure. e) All materials used for the lightning protection system shall be

similar to the existing materials used in the station. f) Details of the proposed location of the earthing pit and the method

of construction shall be submitted to the Authority for review and acceptance before commencement of works. Care should be taken to ensure that the existing structure is not affected.

g) Test results are to be submitted to the Authority on completion of

works. Test record must be in proper form endorsed by a Qualified Person in Electrical discipline.

h) A site inspection shall be arranged on completion with the

Authority. 4.10 Lighting and Ventilation at Access Connection 4.10.1 Adequate lighting and ventilation to the access connections including the

staircases shall be provided by the Developer. The Developer shall make provision for the power supply from the development to the access connection for all the necessary services. The ventilation system for the access connections shall not adversely affect the performance of the station air-conditioning system. It shall not cause draught at the interface of the connection to the station thus affecting the station air-conditioning system.

4.10.2 Fumes from food preparation and cooking facilities within the development could permeate into the station premise. This may cause discomfort to traveling public and station operation personnel. The design of the ventilation within the development must be designed to extract the fumes from these and similar activities so that they would not reach the station

4.11 Lighting for Station Entrance and Concourse

4.11.1 Temporary and permanent lighting, including emergency lighting, for the station entrances and above the station concourse shall be provided by the Developer where these are integrated into the development. The level of lighting to be provided when the station entrance are integrated into the development and where linkways are proposed to connect to the station

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shall be consistent to the existing level provided within the station. The type and quality of fittings and their illuminous intensity are subject to approval by the Authority. Lighting levels shall be designed to be uniformly distributed and such that glare, dark recesses and areas of poor lighting are avoided. Details of the design shall be endorsed by a Qualified Person and submitted to the Authority for review and acceptance.

4.11.2 Lighting at the station entranceway which is integrated into the

development shall be provided and maintained by the Developer. The

minimum lighting level at the station entrances is 450 lux. The Developer shall provide the power supply to lighting at station entrance integrated into the development. The switching mechanism of these lighting is to be controlled separately. The Operator determines the operation hours of the station entrance and linkway. The minimum emergency lighting level is 10 lux. All exit and emergency lights shall be of the self-contained type rated at 2 hours minimum.

4.11.3 The lighting at entrance connections and future new access shall be consistent with the design of the station and not vary by more than 50 lux from LTA’s design criteria. Such lighting and its power supplies shall be provided and maintained by the Developer. All lighting shall be operational throughout traffic hours when access is provided through the development.

4.11.3 The lighting control for the lightings from Concourse to subway leading to

entrances shall be controlled and monitored by the lighting control panels

in the station. The grouping of the lightings for control shall be consistent to the different lighting levels required to be achieved within the existing station.

4.11.4 Where the lighting levels are affected by the construction of the

development, particularly at the station entrances, vent shafts and proposed linkway, additional light fittings including emergency lights shall be provided to ensure that the level of illumination is maintained

throughout the train operation hours. The cost of such provision, operation and maintenance shall be borne by the Developer.

4.11.5 Existing station light fittings, cables, etc. which are required to be removed

shall be carried out by the Developer at his expense. All light fittings (inclusive of the associated control gear) removed shall be returned to the Authority. Arrangement for the termination of power supply shall be made with the Authority. The existing light fittings shall not be removed until alternative arrangements are provided to ensure that the lighting level

is not affected. 4.12 External and Landscape Lighting

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4.12.1 The external and landscape lighting and the associated cabling and OG boxes are to be disconnected and removed by the Developer if it encroaches into the development. All lighting fixtures are to be returned to the Operator or the party responsible for its maintenance.

4.12.2 If the station beacon signs or totem poles are to be relocated, new cabling

from the distribution board shall be provided and properly terminated to the relocated beacon signs or totem poles. The power supplies to these beacon signs or totem poles are from the station supply. Arrangement for

the termination and reconnection of the power supply to these signs shall be made with the Authority if it is necessary to relocate the signs. This works shall be carried out entirely by the Developer.

4.12.3 For open entrance the ceiling lights shall be maintained by the

Developer, power supply for which shall be taken from the development. These light fittings shall be controlled separately to suit the train operation hours. For enclosed entrance (eg. integrated entrance separated

from the development by 2 hours fire barrier), the lighting shall be maintained by Operator with power supply connected to the station’s power distribution panel. Any landscape lightings in Developer’s area shall be powered from the development and maintain by Developer.

4.13 General Purpose Power for Station Entrance and Concourse 4.13.1 13A switched socket outlets shall be provided generally every 30m for

cleaning and maintenance purpose.

4.14 Electrical Distribution System 4.14.1 As part of the electrical distribution system for the Station, there are

distribution boards (DB) in cabinets located at the Entrance and station. The Developer shall ensure that works are carried out without any disruption to the electrical system of the Station and the linkway.

4.15 Escalators and Lift

4.15.1 At station entrances there are escalators and associated control panels mounted at accessible locations on the entrance structures. In the event that the Developer needs to modify the entrance structure, the escalator control panels must remain at their existing locations. The lift/escalators must remain in operation at all times when the Station is operational.

4.16 Drainage System

4.16.1 At all the Entrances (including the Vent Shaft/ Cooling Tower Enclosure and Tunnel Access Shafts), there are numerous discharge pipes that serve the Station and Tunnel Pump Sumps. They are routed above the

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escalators/staircases and through the ventilation shafts. In addition, there are surface drains that collect rainwater from the roof of the Entrances and the surrounding site.

4.16.2 All drainage pipes that exit the Station shall terminate in a ‘swan neck’ arrangement that is above the design flood level specified by Drainage Department, PUB for the Site. The Developer shall ensure that such a ‘swan neck’ is maintained for all drainage outlets from the Station and Tunnel. All alteration of the drainage system must take into account the

need for continuous discharge of water from the Station and Tunnel at ALL times. If the Developer proposes any alteration to the Entrances, the Developer shall at his own expense, design and construct to the satisfaction of LTA, the Operator and ENV an integrated surface water drainage system for the Entrances and the Site. This drainage system shall accommodate all drainage pipes from the station and tunnel, and shall ensure ease of

access to and maintenance of these pipes after the completion of the development. The Developer shall also demonstrate with calculations that such alterations will not affect the operation of the Station and Tunnel sump pumps. Any resulting changes necessary to the pumps and/or drainage pipes are to be made at the expense of the Developer to the approval of the Operator, LTA and PUB.

4.17 Water Supply

4.17.1 All water supply pipes enter the Station through the Bulk Water Meter Chamber. Any alteration due to the development shall safeguard both the continuous water supply to the Station at ALL times.

4.17.2 If the Developer proposes to relocate the bulk meter, the new location

shall be to the approval of the Public Utilities Board (PUB), LTA and the Operator. Relocation shall be carried out by a Licensed Plumber at the expense of the Developer and in accordance with applicable PUB

water supply regulations.

4.18 Sanitary Plumbing System

4.18.1 All vent pipes and discharge pipes ejecting foul water/sewerage from the Station to ENV’s surface sewerage system exit the Station either through the ventilation shafts or entrances.

4.18.2 Any proposed relocation or alteration of the Sanitary Plumbing System

must take into account the need for continuous discharge of foul water/sewerage from the Station at ALL times. The proposed sanitary system shall take account of all pipes from the station, and shall ensure ease of access to and maintenance of these pipes after the completion of the development. Any resulting changes necessary to the

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sanitary/sewerage pipes and chambers are to be made at the expense of the Developer. The Developer shall also demonstrate with calculations that such alterations will not affect the operation of the Station Ejector Pumps.

4.16 Communication and Control Systems 4.16.1 General

4.16.1.1 All one-way and two-way emergency voice communication requirements as specified in the Standard for Fire Safety in Rapid Transit Systems (SFSRTS) shall be complied with.

4.16.1.2 The Developer shall make the necessary provisions to relocate all existing

equipment and services, including the associated cables and cable supports that are affected by the works.

4.16.1.3 The performance of the new equipment/system provided due to the Developer’s modification and alteration works shall be at least same as or better than the existing equipment/system. The Developer shall ensure that all new installations are fully compatible with the existing communications system.

4.16.1.4 The Developer shall co-ordinate with the affected parties and conduct

testing and commissioning of all new installations (including relocated equipment and services) and systems. Test equipment required for such

testing and commissioning shall be provided by the Developer, and shall have valid calibration certificates.

4.16.1.5 The Developer shall update existing as built drawings and documents that

are kept at LTA Record Centre. 4.16.2 Communications System

4.16.2.1 Communications system which may be affected by the Developer’s

modification and alteration works include, but not be limited to, the following:

(a) Closed Circuit Television (CCTV) System, also referred to as the

Video Surveillance System (VSS); (b) Public Address (PA) System; (c) Radio System; and

(d) Other Communications System field devices. 4.16.3 CCTV System

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4.16.3.1 The Developer shall be responsible for all provisions, including configuration changes, testing and commissioning required on the CCTV system due to addition, relocation or removal of CCTV cameras. All functionalities of the existing CCTV System, including system management, selection and viewing camera images currently available at the Operator’s Passenger Service Centre (PSC), the Operation Control Centre (OCC) and the LTA premise shall be maintained.

4.16.3.2 In the event that an entrance is altered or new access is added, the

Developer shall ensure that camera coverage provided by the existing CCTV System, as well as the surveillance coverage to be provided by the on-going CCTV enhancement projects is maintained. The CCTV cameras must remain in operation at all times when the Station entrance is operational.

4.16.3.3 The CCTV system shall be configured such that all functions associated

to the new cameras, including the type of failure monitoring, are the

same as that which have been provided in the existing system. 4.16.3.4 Any new CCTV equipment supplied shall be compatible with the

existing CCTV equipment used in the station. 4.16.3.5 The new CCTV equipment, as well as existing CCTV equipment that is

affected by the modification and alteration works shall be installed, relocated, replaced or decommissioned as appropriate. Existing communications system field devices such as CCTV cameras, etc, may

be reused or relocated where possible. 4.16.3.6 The Developer shall be responsible for the design, supply, installation,

testing and commissioning of the new CCTV cameras which include, but not be limited to the following:

(a) Power supplies, camera housings, mounting brackets, all cabling

works (including cable supports), and all necessary hardware and

software configuration changes, modifications, expansions, etc to the existing CCTV system.

(b) All provisions necessary to interface and integrate the new CCTV

cameras, including all associated equipment, with the existing CCTV system.

(c) Ensure that all provisions necessary to interface and integrate the

new CCTV cameras, including all associated equipment, with the

existing CCTV system shall be configured to maintain the same mode of operations, level of performance and maintenance.

(d) Ensure that all provisions necessary to interface and integrate the

new CCTV cameras, including all associated equipment, with the

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existing CCTV system do not require changes to the operation of the PSC and OCC, unless such changes are agreed with or are required by the Authority.

(e) Co-ordinate with Operator for the implementation of the new

CCTV cameras. (f) The new CCTV cameras shall be connected to the existing CCTV

backend system. Each CCTV camera video signal is to be split

using passive video splitters, with one signal connected to the video input ports of the existing video matrix switcher and the other signal connected to the video input ports of the existing digital video recorders (DVRs). The Developer shall be responsible for all provisions necessary to interface and integrate the new CCTV cameras into the existing CCTV System. This shall include the provision of video splitters, modifications and upgrades to the video matrix switchers, video recorders, etc.

(g) The Developer shall carry out all necessary database updating,

Graphic User Interface (GUI) updating and configuration settings for the existing CCTV system such that live images of the new CCTV cameras can be selected and viewed at the Operator’s PSC, OCC and LTA as per existing mode of operations.

(h) In the Communication Equipment Room (CER), the existing

DVRs are interfaced with the existing Network Attached Storage

(NAS) system. The new CCTV cameras shall be continuously recorded for at least 7 days by the existing DVRs and for at least 31 days by the existing NAS system. All images shall be recorded at a minimum of 6 frames per second, at a minimum resolution of 704 x 576 pixels and at the highest quality settings.

(i) If required, the Developer shall provide additional DVR and NAS,

or to increase the hard disk capacity of the existing DVRs as well

as the existing NAS system (including 100% spare for the new NAS hard disks) to cater for the new CCTV cameras. The Developer shall note that the existing NAS system is provisioned with RAID 5 protection.

(j) The Developer shall carry out all necessary software configurations

to the existing CCTV system to enable the recording of the new CCTV cameras.

(k) Faults and alarms for the new CCTV cameras, including all associated equipment, shall be reported as per the existing CCTV system design.

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(l) Text displays as per the existing CCTV system design shall be provided for live and recorded images associated with the new CCTV cameras.

(m) The new CCTV cameras shall be powered by 230V a.c. from the

CER power distribution board. The Developer shall supply and install new miniature circuit breakers (MCBs) for the connection and protection of the new CCTV cameras. The Developer shall utilise existing spare MCBs. Alternatively, the power for the new

CCTV cameras may be tapped from existing CCTV camera power circuits but this shall be subject to the Authority’s acceptance.

(n) Incoming power to each new CCTV camera shall be fused using

High Rupturing Capacity (HRC) fuses and can be isolated by an electrical switch with light indication. The electrical switch shall be mounted inside the camera housing so as to prevent unauthorised isolation of the camera. The Developer may, subject

to the acceptance of the Authority, implement alternative design(s) to prevent unauthorised isolation of the camera.

(o) In the event the spare capacities of the existing CCTV system are

insufficient to support the new CCTV cameras, the Developer shall provide new passive video splitters, new video matrix input cards, new DVRs, new NAS units (including 100% spare hard disks for the new NAS units), etc accordingly.

4.16.3.7 The Developer shall verify the performance of the existing cameras to be relocated (such as video signal level, surveillance coverage, etc.) before the relocation for subsequent performance verification of the cameras re-installed by the Developer.

4.16.3.8 The Developer shall propose for the acceptance of the LTA, the quantity

and mounting locations of the new/relocated cameras. Camera mounting locations shall be chosen to achieve sufficient coverage of the intended

areas as well as to allow easy access for maintenance purposes. 4.16.3.9 The coverage of each camera shall be shown in the station shop

drawings. Camera coverage is subject to acceptance by the Authority. 4.16.3.10 Camera Coverage Requirement

(a) At areas affected by the Developer’s modification and alteration works, the Developer shall make all provisions to ensure that

surveillance coverage provided by the existing CCTV System is maintained. The Developer shall co-ordinate with, and to consult the Authority on the exact surveillance coverage requirements to be provided. The Developer shall make all provisions at his costs

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to accommodate additional surveillance coverage as may be required by the Authority.

(b) At areas affected by the Developer’s modification and alteration

works, the Developer shall optimise the existing camera coverage by adding, relocating or removing cameras to achieve the coverage requirement. The Developer shall also adjust/relocate existing camera or add cameras to achieve the specified coverage requirement during interim period when temporary hoardings are

constructed for the modification and alteration works.

4.16.3.11 All cameras shall be equipped with character generators capable of generating at least 16 user-defined characters/numbers for identification of the viewed areas.

4.16.3.12 The lens of any new camera supplied shall be of vari-focus type. The

Authority may request a lens change if, in his opinion, the camera does

not provide an acceptable field of view. This lens change, along with any adapter, shall be provided at no extra cost.

4.16.3.13 Cameras shall be installed at a suitable height such that they are not

subjected to public vandalism. The Developer shall propose the camera mounting and installation for the Authority’s acceptance. The installation and housing of the cameras shall blend in with the architectural design of the station.

4.16.3.14 The Developer shall provide the necessary openings of ceiling panels for the installation of the new cameras.

4.16.3.15 Any opening of ceiling panels for camera bracket shall be covered with

trimmer. This shall be provided by the Developer to make good the aesthetic appearance.

4.16.3.16 Cameras shall be suitable for internal and external use and provide the

specified quality of picture and view in all weathers, environmental conditions and temperatures.

4.16.3.17 For in-door installation, the housing and bracketry for the new cameras

shall be the same or equivalent to the existing ones used in the station. The Authority may request for dome housing at certain locations for aesthetical reason, this shall be at no extra cost.

4.16.3.18 For out-door installation, the housing shall be IP 65 and provided with

the necessary accessories (E.g. wiper, heater, fan, etc). 4.16.3.19 The camera housings shall be vandal resistant. The camera housing and

bracketry is subject to the acceptance of the Authority. The overall

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bracket and housing design shall be aesthetically appealing with no cable exposure.

4.16.3.20 The flexible conduit, cable and bracketry interface shall be easily

disconnected such that the housing can be easily removed for maintenance.

4.16.3.21 Guidelines for defining and measuring fields of view for CCTV system.

(a) Fields of view are measured by relating the views to the image height of a standard test target 1.6 m high. When the image of the target fills the screen vertically the image height is said to be 100%R., where “R” is the abbreviation of “Rotakin”.

(b) The figures are based on 625 line standard system and assume all equipment is correctly adjusted and operated within its design range.

4.16.4 PA System 4.16.4.1 The PA system in the station is used for broadcasting live and pre

recorded announcements to passengers and staff in the selected zone(s) in the station.

4.16.4.2 The PA system at the station shall be used as the main means of

controlling evacuation in an emergency. Unless waiver application is

approved by FSSD, modified PA system shall fully comply with SS546, SS CP25 and “Standard for Fire Safety in the Rapid Transit Systems”.

4.16.4.3 In the event that the entrances are altered or new access is added, the

Developer shall ensure that the public address speakers are relocated or added to give similar acoustic characteristics, to the satisfaction of LTA.

4.16.4.4 The Developer shall also ensure that all public address systems within the

development do not interfere with public address systems within the station areas. Proposals for achieving this shall be submitted to LTA for approval.

4.16.4.5 The Developer shall be responsible for the design, supply, installation,

testing and commissioning of the required PA speakers complete with the necessary accessories and finishes such as speaker support, fitting (including a 2-pin connector), enclosure, etc at areas affected by the Developer’s modification and alteration works.

4.16.4.6 The new PA speakers to be provided shall be same as or equivalent to

the existing ones used in the station. The Developer shall co-ordinate with Authority and Operator on the speaker type and colour. The

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proposed type of speaker shall be subject to the acceptance of the Authority.

4.16.4.7 The new PA speakers shall be connected to existing PA zone(s) or to

new zone(s) as appropriate. The Developer shall co-ordinate with Operator for the type of zone(s) the new PA speakers are to be connected to, including the required loudspeaker circuit(s). If required, the Developer shall expand and modify the existing backend equipment (such as providing additional PA amplifiers) to accommodate the new

speakers. Power amplifier(s), if added, shall be fully compatible, and be integrated with the existing PA System. The amplifier and line fault detection features shall also be as per the existing PA System design.

4.16.4.8 At the interface boundary areas, the Developer shall ensure that the PA

announcement from the station is audible.

4.16.4.9 All new PA speakers shall be supplied with a transformer and tapping.

4.16.4.10 Cable conductor size for loudspeakers feed circuits shall be adequate to minimise power loss to loudspeakers farthest from the power source.

4.16.4.11 The Developer shall verify the performance of the existing PA system (such as intelligibility and sound pressure level, etc.), for subsequent performance verification of the new PA system installed by him.

4.16.4.12 The Developer shall ensure that the Speech Transmission Index (STI)

and the Sound Pressure Level (SPL) are the same as or better than the existing levels.

4.16.4.13 All performance calculations, including achievable STI and SPL distribution shall be submitted by the Developer for the acceptance of the Authority.

4.16.4.14 SPL and STI measurements shall be performed in areas affected by the

modification and alteration works to verify the performance of the new PA speakers installed by the Developer.

4.16.4.15 In areas that are affected by the modification and alteration works, PA

speakers shall be added, relocated, removed or replaced as appropriate. 4.16.5 Radio System 4.16.5.1 The Developer shall make all provisions to ensure that coverage for the

two-way radio communication provided by the existing Radio System (including the Singapore Civil Defence Force's and Singapore Police Force’s radio communication network) is maintained at areas affected by the Developer’s modification and alteration works.

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4.16.5.2 The Developer shall be responsible for the re-designing, retrofitting, procuring, supplying, delivering to site, installing, testing and commissioning of the new antennas/LCX cables, amplifiers/repeaters, splitters, couplers, etc. in providing radio coverage for the radio communication systems.

4.16.5.3 The Developer shall ensure that the radio coverage (including radio

coverage for any aboveground High Point Antenna) to be provided by him shall deliver performance similar to that provided by the existing

radio communications system for the station. There shall be no degradation in performance due to the modification and alteration works. Detailed link budget calculations shall be submitted for review and acceptance by the Authority. Verification of the existing radio coverage performance prior to the modification and alteration works shall be carried out by the Developer. The results of such verification shall be used for subsequent performance verification by the Developer.

4.16.5.4 Calculations of theoretical signal loss, such as the link budget calculations, for all LCX/antennas systems and each cable route shall be submitted for the acceptance of the Authority.

4.16.5.5 Radio propagation in areas affected by the modification and alteration

works shall be achieved by using antennas/LCX cables as appropriate. The selection of the antenna systems shall be subject to the acceptance of the Authority. The Developer shall ensure that sufficient clearance is maintained for the antennas/LCX cables.

4.16.5.6 The installation of all antennas/LCX cables, low loss cables and all RF

distribution devices shall be installed at locations, which are easily accessible for maintenance and testing purposes. All RF splitters/couplers shall be clearly labelled and properly mounted.

4.16.5.7 The Developer shall provide full details of the proposed type(s) of

antennas/LCX cables, low loss co-axial cables and associated RF

splitters/couplers for the acceptance of the Authority. All RF cables such as LCX cables, low loss cables and accessories shall be manufactured using materials, which meet the requirements detailed in the “Standard for Fire Safety in Rapid Transit Systems”.

4.16.6 Control System 4.16.6.1 Control system which may be affected by the Developer’s modification

and alteration works include, but not be limited to, the following:

(a) Supervisory Control System (SCS) (b) Travel Information System (TIS)

4.16.7 Supervisory Control System

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4.16.7.1 As in integral part of the MRT operations, all electrical and mechanical

equipment are monitored and control by the station and OCC staff through the supervisory control system. In the event that station layout is changed or there are changes in the electrical and mechanical equipment deployment, the Developer shall ensure that the supervisory control system is updated and configured to reflect the changes taking place and to enable the monitoring and control functions for the new equipment.

4.16.7.2 The Developer shall add new monitoring and control points corresponding to the new equipment added to the station. These include the update of all changes to the GUI at the stations’ workstation, the RTU database, and the OCC database, servers and its workstations.

4.16.7.3 In the event that the station’s RTU could not be expanded further, the

Developer shall provide additional equipment that shall be seamlessly integrated to the present SCS system to support the new monitoring and

control points. 4.16.7.4 The Developer shall remove all monitoring and control points to the

present SCS, including the update of all changes to graphical interfaces and the system database when it’s interfacing equipment or system is decommissioned.

4.16.7.5 The Developer shall provide all the necessary provision for the

interfacing cables, cable infrastructure and interface box.

4.16.7.6 Cables and its infrastructures that are made redundant as a result of the

points’ removal are to be dismantled and removed. The Developer shall make good or re-instate walls, claddings, ceiling, and etc thereafter during the execution of the works or to replace those modular pieces that are not repairable.

4.16.7.7 The cable insulation and continuity tests shall be carried out before the

cables are terminated. Checks of installation quality prior to operational testing by visual inspection shall also be carried out.

4.16.7.8 The Developer shall conduct integrated tests between SCS and the E&M

equipment, including point to point tests. 4.16.8 Travel Information System (TIS)

4.16.8.1 At the entrances to the Station there are passenger information displays to give passengers train arrival times, early warning of major disruptions and station closure visually. In the event that the entrances are altered or new access is added, the Developer shall ensure that the passenger information display are relocated or added to give similar visibility to the

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satisfaction of LTA. The new PID to be installed shall be fully compatible with the current TIS.

4.16.8.2 The Developer shall be responsible to effect necessary changes / update

to the existing system software and to configure the appropriate servers, PIDs and network equipment for integrated functionality. The servers include such as: a. Station server

b. OCC server c. CCS server

4.16.8.3 Professional Engineer (PE) calculations for PID mounting on station structure shall be submitted to the Authority for approval before the installation process begins.

4.16.8.4 The Developer shall be responsible for the design and fabrication of the

brackets and mounting poles with PE endorsement. The mounting pole shall be of 75mm diameter stainless steel type: 304 with finishes that comply with BS1449: Part 2 dull polish no. 4.

4.16.8.5 The bolts, nuts, washers, screws and associated fixing accessories for

equipment fastening and assembling shall be of stainless steel. 4.16.8.6 The Developer shall provide all the necessary provision for the data

cables, cable infrastructure, interface box, and patch cables.

4.16.8.7 Electrical power supply cable shall be laid from a DB room in the station

to the PID units. This cable is terminated with proper cable lug and sleeve at DB end. At the PID end, it is terminated to a twin 13A S/S/O that is housed in the interface box.

4.16.8.8 The Developer shall ensure the loading of existing electrical circuit is not

overloaded with the introduction of additional power points, if necessary

the Developer shall be responsible to upgrade the existing DB to facilitate the new installation.

4.16.8.9 Switch sockets outlets shall conform to BS1363, single pole 13 ampere,

3 rectangular pin switch shuttered outlets, two gang, metal clad type, surface mounted for indoor use.

4.16.8.10 The FTP Category 5 cables shall be laid from the FTP patch panel in the

19" rack at Station Master Room to the PID interface box. The cable are

to be terminated with RJ45 sockets. With one end of the cable with RJ45 socket securely fitted onto the patch panel, the other end of the cable with RJ45 socket is securely fitted onto a socket box and is housed inside the interface box.

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4.16.8.11 If the cable route length is more than 90 metres, multi-mode Fibre Optic cable with ST connector at both ends shall replace FTP cable.

4.16.8.12 The interface box shall be of IP45 rating which is secured with key lock.

The key lock shall be similar to the existing lock to be used as a common key. LAN/Power cables are to be terminated to the LAN socket box /13A twin S/S/O respectively, and are housed in this interface box. The interface box is located close to the PID. Patch cords are used to connect the communication link and power supply to the PID.

4.17 Commercial Communications System 4.17.1 Incorporated in the station are feeder cables, antenna and associated

accessories for the provision of commercial mobile telecommunications/telephone services. The Developer shall ensure that care is taken not to interfere with the availability and operation of this system. Mobile telephone communication must not be affected during construction and on completion of the development. The Developer

shall liaise with the respective mobile telephone operators/service providers on their requirements and equipment/services diversion/relocation as appropriate.

4.18 Low Smoke, Halogen-Free, Fire Retardant/Fire Resistant Cables

4.18.1 All cables installed within the station shall be of low smoke, halogen-

free, fire retardant/fire resistant cables as specified in SFSRTS. The

details are to be submitted to the Authority for approval. 4.19 Electromagnetic Compatibility / Electromagnetic Interference 4.19.1 The Developer shall ensure that electrical systems installed by him within

the development are electromagnetically compatible with all LTA systems within the station and railway and have no detrimental effect on the operation as a result of electromagnetic interference. If required, he shall carry out all necessary studies, tests and measurements to ascertain it to the

satisfaction of LTA. 5 OPERATION RELATED MATTERS 5.1 General 5.1.1 The Developer shall make provision in the development for complying

with the operational requirements of the Operator. This will include the right to use facilities in the future development by Operator and its tenants in the shopping or commercial centres in the station. The Developer or

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owner of the development shall also be responsible for security to be provided by him. Besides this, the Developer shall also observe the restrictions and constraint imposed by the Operator during the construction period so that the railway operation is not disrupted in any way.

5.2 Facilities in Future Development 5.2.1 Use of Service Lift, Service Bay and bin centre within development.

The Developer shall allow the Operator and its tenants in the station to utilise the service/goods lifts and service bays and loading and unloading facilities within the development serving the levels at which the future development connects to the station. These are required for the loading and unloading of goods and equipment by the Operator or its tenants for maintenance purposes and for conducting their business activities. There shall be no charge levied for the use of these facilities.

5.2.2 Similarly, the Operator and its tenants shall be permitted to use the bin centre located within the development for the disposal of refuge without charge if the existing station bin centre is removed. Future operational arrangements shall be worked out with Operator.

5.3 Access Connection 5.3.1 Access connection

Access from the future development to the MRT station shall be kept open during the operational hours of the railway.

Where the existing entrance is to be incorporated into the future development, the entrance must remain open 24 hours if it is considered as entrance to an underpass.

5.3.2 Maintenance

5.3.2.1 The Developer shall be fully responsible for the maintenance of the access

connection which includes all sliding grilles, fire door/shutter, electrical and mechanical equipment therein within his property. The structure, finishes and all services in the access connection within his property shall be maintained to a standard comparable to that carried out within the station. The Developer shall ensure that the linkway does not deteriorate to such a stage that it may have negative effect on the image of the station.

5.3.2.2 Maintenance of the access connection shall include regular cleaning, comprehensive preventive maintenance, corrective maintenance i.e. repair of breakdown and defects and replacement of equipment.

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5.3.2.3 The Authority reserves the right to enter and carry out periodic checks on the maintenance of the access connection to ensure that a reasonable standard in achieved.

5.3.2.4 The Authority reserves the right to request for any cleaning, repair and

replacement by the Developer if so required. 5.3.2.5 The Authority reserves the right to enter and carry out minor works and

repairs on an urgent basis and to claim from the Developer the cost of such

works and repairs. 5.3.3 Closure of Access Connection 5.3.3.1 The Authority reserves the right to require the permanent closure of the

access connection upon default by the Developer or subsequent owners, lessees and management corporation to comply with any operational and maintenance requirement. The Developer shall be responsible for all costs

of closing off the access connection to the satisfaction of the Authority. 5.3.4 The Authority reserves the right to place signs relating to the operation of

the MRT within the access connection as and when necessary. 5.4 Entrance Grilles/Shutters at Access Connections 5.4.1 Motorized Security Grille

5.4.1 The developer shall also provide motorized security grilles or shutters in the station boundary where there is any connection between the station and the development. This motorized grilles shall also be provided at the station entrances. This is to allow the station to be closed after operation hours and for security reasons. The design of the security grilles shall meet LTA specifications. The motorized security grille shall be linked to the station integrated supervisory control system. It shall also be designed such that it can be remotely operated at the passenger service

centre in the station. The shutter shall be located within the MRT station boundary and handed over to the LTA and railway Operator upon completion for their control and maintenance. The Developer shall design, provide and install all necessary equipments and accessories, cable, conduits and their supports, update of existing hardware and software in the station and other associated works required.

5.4.2 Lockset of all doors, grilles and shutters which are to be handed to the

Operator shall be provided with key cylinder compatible to those used in

the station. 5.4.3 Access keys to the grilles/shutters provided at all connections/links to the

station shall be handed over to and kept by the Authority before the opening of the access connection to the public.

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5.4.4 The shutter shall be kept shut during non-operational hours of the access

connection. 5.4.5 The Authority reserves the right to keep the shutter closed as and when

necessary. 5.4.6 The access connection and its connection to the street shall be made

available to all commuters at all times within the operational hours of the

railway. 5.5 Operational Constraints 5.5.1 The Developer shall provide, maintain and clean both during the

construction and on completion of the works, all railway operational facilities within the development site to ensure the smooth and safe operation of the MRT system.

5.6 Restricted Working Hours and Permit to Work 5.6.1 The Developer shall note that any work that affect the railway operation

can only be carried out during the time where the railway is not in operation. This is generally from 0100 hrs to 0500 hrs but may be subject to change from time to time. The Developer shall obtain permit from the Operator to carry out works within the railway premises.

5.7 Details of Future Occupancy Load 5.7.1 The Developer shall provide the projected future occupancy load of the

proposed developments so as to facilitate the Authority to provide for operational facilities in future, should the need arise.

5.8 Disturbance and Noise

5.8.1 The Developer shall ensure that construction activities carried in the vicinity of the station do not cause undue inconvenience and discomfort to train passenger or tenants within the station. All reasonable effort shall be made to ensure that these activities do not affect the business of the tenants within the station. Where activities which will generate noise and vibration are required to be carried near the station, these shall be carried out during those periods of the day which will not adversely affect the business activities within the station.

5.8.2 The Developer shall inform the Authority at least four (4) weeks in advance before commencement of any works within the railway premises.

5.9 Advertising

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5.9.1 Content and display of advertisements or posters in the access connection shall not detract from the primary function of access connections, i.e. to provide a convenient, smooth and efficient access for commuters from the MRT station to the development and vice versa.

5.9.2 The Authority reserves the right to require the removal of any

advertisement/posters of any kind placed in the access connections which the Authority deems undesirable to the primary function of the access connection.

5.10 Temporary Access to Station

5.10.1 If the existing entrance to the station is affected by the construction of the development, the Developer must provide alternative entrance/exit to the station. The proposal must be submitted to the Authority and the railway Operator for acceptance

5.10.2 The design must meet the following: a) Approval for these facilities shall be submitted to the building

authority, SCDF and other relevant departments for their approval. b) The new facilities must comply with the requirements of the

Standard of Fire Safety in Rapid Transit Systems. c) The width of the entrance and exits shall not be less than that of

the existing entrance. d) The numbers of escalators, lifts and stairs shall be the same as

those provided at the entrance. e) Lighting (normal and emergency), ventilation, etc meeting the

technical requirements shall be provided.

f) Signs to direct members of the public and commuters shall be provided in the station and at prominent location around and near the new alternative entrance/exit.

g) If the entrance/exit is located within the construction site, a

protected passage way providing a minimum 2 hour fire separation from the construction shall be provided from the entrance to the exterior.

h) The Developer must obtain TOP and TFP from the relevant authority before the new facilities can be opened for use.

5.11 Access to Existing Facilities after land is sold

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5.11.1 The Developer shall permit the railway Operator and their tenants unhindered access to existing facilities in or on the site at all times after they take possession of the land and during construction. These facilities include cooling towers, bin centre, loading and unloading facilities, mechanical and electrical facilities, etc.

5.11.2 The Developer must also ensure that unhindered access for SCDF to the fire fighting and fire safety provisions for the station are provided at all times.

5.12 Interpretation 5.12.1 In the event of any discrepancy or inconsistency between any clause

contained in this section and any other clause contained in this Land Transport Authority's Technical Requirements, LTA may decide which clause shall prevail and its decision shall be final and binding.

SECTION TWO: TECHNICAL REQUIREMENTS FOR THE URA

DEVELOPMENT SITE AT TANJONG PAGAR MRT

STATION AT CHOON GUAN STREET/ANSON

ROAD/WALLICH STREET AND PECK SEAH STREET

1 GENERAL 1.1 Scope 1.1.1 This part of the document covers the specific requirements and

constraints that shall be considered in the design and construction of the development on the plot of land bounded by Anson Road, Wallich

Street, Peck Seah Street and covered part of Tanjong Pagar MRT Station and shall be read in conjunction with General Requirements (Section One).

The conditions, requirements and information given in this Section are

based on data available at the time of compiling the document and are given without prejudice to any changes that may subsequently occur.

1.1.2 Tanjong Pagar MRT Station is located underneath the land between

Choon Guan Street and Wallich Street. The station is on the East-West Line (EWL) route of the MRT systems. It is linked by bored tunnels to Raffles Place MRT Station and Outram Park MRT Station.

1.1.3 There are at present four entrances servicing the station; one close to

Anson Road, one close to Peck Seah Street, one at International Plaza and the other leading to Temasek Tower. In addition to these entrances, it is linked by a pedestrian subway to entrances at Capital Building and

Cecil Street/Telok Ayer Street. 1.1.4 As the site falls within the railway protection and safety zone of the

East-West Line rapid transit systems and part of the MRT station is located in the sales site, the development and building works must meet the requirements in the Code of Practice for Railway Protection and the relevant codes. The construction of the future development above and/or adjacent to the rapid transit systems must not adversely affect the structural integrity of the structures and compromise the safe operation

of the railway. The safety and convenience of the traveling public shall be protected at all times in the design and construction of the development without any service disruption and affect the quality of service level. The developer shall bear all works and provisions that are needed to be carried out in conjunction with the development and for interfacing with the rapid transit system as well as cost of services rendered by the Operator.

1.1.5 The Developer shall carry out his own investigation and land survey to ascertain the accuracy of the information relating to the station, as the

LTA cannot warrant the accuracy of the information provided. The Developer is advised to consult LTA if he finds any discrepancy or require any clarifications. In this document, the word "Authority" refers to LTA.

1.2 Future Development 1.2.1 Provisions have been made during the design and construction of

Tanjong Pagar MRT to support a future development and for direct underground connection to future development adjoining the station in order to maximise land use above and adjacent to the station. The station walls are designed and constructed with knock out panels as required by the URA during the planning of the station.

1.2.2 A series of knock-out panels have been provided in the station at shopping level (Basement 1) and concourse level (Basement 2) for the future development to connect to the station. A wide commuter corridor has been created within the station structure to separate the station from the development construction site in order to ensure that construction works adjacent to the station do not affect the operation of the station. Nevertheless, permit to work has to be obtained from the Operator/LTA prior to knocking out of these panels. These works must be carried out from the development site, safe and must not disrupt activities in the

station, lower the service standard and operation of the rapid transit system.

1.2.3 This document outlining the required Provisions and Information for

Future Development is prepared based on the anticipated end product of the base structure for future development. The base structures viz. the foundation system for the future development is analysed and designed for the column loads given by URA. The main body of this document is

divided into four parts viz. Architectural, M&E, Structural and Construction issues. Essentially this report was prepared based on the guidelines provided at the beginning of the project on the future development. Relevant drawings developed for the future developer are included in this document.

1.2.4 The developer shall comply with the requirements drawn up by LTA,

and the Code of Practice for Railway Protection, Rapid Transit Systems (Development and Building Works in Railway Corridor and Railway

Protection Zone) Regulations and Guide to Carrying Out Restricted Activities within Railway Protection and Safety Zones to protect the integrity and safety of the rapid transit systems.

1.2.5 The developer shall comply with the rapid transit systems operators

rules and regulations when working in, on or near the railway system. The developer shall comply with all current rules and regulations including application for modification or change request required for any

alteration to the rapid transit systems.

1.2.6 Compliance with these LTA’s requirement does not preclude the

developer from having to obtain full clearance from Development and Building Control Department (DBC), LTA for his proposal. Developer shall submit plans and the required documents for release of planning

and building plan approval to DBC for clearance. 1.2.7 The developer shall prepare and submit plans of the proposed

development to Development and Building Control Department (DBC), LTA for Building Plan approval under the Rapid Transit Systems (Development and Building Works In Railway Corridor and Railway Protection Zone) Regulations.

1.2.8 The developer shall prepare and submit building plans in accordance

with the Building Control Act, Standard for Fire Safety in Rapid Transit Systems and all other relevant authorities such as Civil Defense Shelter Bureau, etc for additions and alterations works to the rapid transit systems arising from the development work.

1.3 Certified Plan of Tanjong Pagar MRT Station 1.3.1 The Lot No. of the station is TS03-80000X. Certified plan (CP23562)

showing the station subterranean boundary is enclosed for reference.

LTA will create statutory rights under Section 6 Rapid Transit Systems Act for entrances of the station and other rapid transit systems facilities in the development site.

2 ARCHITECTURAL 2.1 General

2.1.1 This section is intended to highlight to the developer the primary purpose of the station as a facility for the movement of people and access route must not be compromised. The prime considerations of pedestrian movement in rapid transit system station design are the provision for both clarity and safety, with spaces organised for maximum efficiency and smooth passenger flow. These issues should be fully catered for in the design and configuration of spaces in the interface of their development.

2.1.2 The area directly above the underground MRT station are provided with two entrances, pedestrian walkways, external lighting, planter boxes and

landscaped with turfing and plants. The draught relief ventilation shaft, supply and exhaust ventilation systems, engineered smoke control system, station emergency escape route, firemen and station emergence stair, firemen intercom, access and fire fighting systems such as breeching inlets, refuse centre, lightning protection systems, etc are all located at Station Entrance 2. Similarly Station Entrance 1 is equipped with engineered smoke control system, lightning protection systems, etc.

Cooling towers, sprinkler pumps and tank room, hosereel water tanks, another firemen stair, two other ventilation shafts of the station and MRT tunnels are also located in this area at ground level. Column stumps for future development to build above are located between gridline 9 and 17. Plans AB/108/AL201 and AB/108/LA/404 are

enclosed for reference. 2.1.3 There is a need to upgrade the west MRT Station entrance fronting Peck

Seah Street to cater the anticipated increase in passenger load. The developer shall upgrade the existing MRT entrance / exit point to improve the accessibility to the general travelling public and connectivity with the proposed developments. This would involve refurbishing and reconfiguring the station entrance from street level to the station concourse as part of the refurbishment works. This includes

providing new escalators and staircase. The developer should design and construct the reconfigured entrance subject to the approval of LTA and to meet all relevant statutory requirements. The developer shall supply and install associated services such as lighting, public address systems, CCTV coverage, etc that are required as part of the station. The developer shall provide:-

1) Two new escalators from street/ground level to station retail level

and another two new escalators from retail level to station concourse

level in addition to the existing escalators at this Station Entrance. Alternatively the developer may provide two long escalators directly from street/ground level to station concourse level.

2) A new set of staircase shall also be provided directly from

street/ground level to station concourse level. The width of the staircases shall meet fire exit capacity requirements.

3) Covered links shall be provided from the Station Entrance at grade to the development and adjacent transport nodes.

The developer shall refer to relevant sections for information on the integration of the station entrance, modification to ventilation shafts and other station structures affected by the work.

2.1.4 A handicapped lift with fare gates, handicapped ramp, drop-off point

were recently added to this area. This lift provides direct barrier free access from the ground to station platform level or vice versa. It also stops the concourse level. The developer must incorporate this access in the layout for the convenience of the general public particularly commuters. This barrier free access to the station must not be obstructed during construction unless an alternative access is provided. This alternative access shall allow commuters especially the disable to travel conveniently and seamlessly using lifts, temporary wheel chair lifts/climb or other means from the ground to the station concourse and

platform levels. Approval from LTA must be obtained before any works are allowed to carry out at the lift lobby.

2.1.5 The railway operator, SMRT has recently completed their addition and

alteration works to the commercial space in the station which includes installing another lift at the ground level to Basement 1 level which is the Retail Floor. This lift is used by the general public and serves as a

service/goods lift for the railway operator, its tenants and licencees. These new items (lifts) are updated on SMRT plans. The developer shall reinstate and make good the station structure, waterproofing, E&M services, finishes, etc if this lift is removed by the developer.

2.1.6 Drainage Department (PUB) shall be consulted for flood protection of the

rapid transit system to any proposed modification/ refurbishment made on the existing handicap lift entrance lobby, station entrances, firemen stairs, etc and integrated as part of the development/park affecting the

surface water drainage and platform levels. The level must comply with the Code of Practice on Surface Water Drainage for flood protection of the underground rapid transit system. The threshold level of the station entrances, lobby, firemen stairs, etc must be physically raised above surrounding ground. The areas around the entrances, lobby, firemen stairs, etc shall be graded such that surface run off are channeled and drained away from these areas.

2.1.7 The development will affect the existing loading/unloading

arrangement/facilities of equipment, goods and collection of refuse for the station operation and maintenance, business activities of the station’s tenants, licencees and their clients, etc. This result in relocation of the station loading/unloading bays, refuse bin, etc into the development premises.

2.1.8 The developer shall allow the railway operator, its tenants, licencees and

their respective agents, servants and contractors to utilize at all times the

service access, service/goods lifts, service bays, refuse bin centres or refuse disposal area, and loading/unloading bays within the development for delivery and collection of equipment and goods to facilitate the station operation, conducting of the respective businesses of the station’s tenants, licencees and their respective agents, servants and contractors and for any upgrade, improvements, renovation or maintenance of the station or parts thereof. No charge whatsoever is to be levied for use of these facilities. In addition, the developer shall reserve/allocate two car parking lots in the development for the railway operator maintenance

vehicle at all times. 2.1.9 If the loading/unloading bays of the development are located

immediately away from the access point(s) to the station, the developer shall provide at his costs, a service corridor to connect between the service bays and the access point(s) into the station, which are suitable and adequate for the railway operator, its tenants, licencees and other clients to facilitate the conduct of their businesses and for any upgrade,

improvements, renovation or maintenance of the station or part thereof.

2.1.10 The developer shall note that the tenants, licencees and other clients of

the station will be carrying out the loading/unloading activities daily (including on weekends and Public Holidays) from 0600 hours to 2359 hours. In addition, the railway operator will also need to utilize the

service access and loading/unloading bays 24 hours daily to carry out station maintenance work.

2.1.11 There are currently 180 bicycle stands that are located within the

Tanjong Pagar Park, outside the west entrance / exit structure fronting Peck Seah Street. These can be reduced to 90 double tier bicycle stands and are to be integrated as part of the development/park. The proposed integration, detailed location and configuration of these bicycle stands are subject to approval of LTA and the other relevant Competent

Authorities. The bicycle stands located with the development site/park are to be managed and maintained by the developer upon completion

2.2 Knock-out Panels

2.2.1 “Knock-out” panels have been provided at the shopping and concourse levels of the station for the future development to connect to the station. Internal wall paneling has been designed so that it is easily removal at the knock-out panel opening. Trimming of the opening and making good the area will be necessary. Plans AB/108/AL/ 206, AB/108/AL/207, AB/108/AL/208, AB/108/AL/209 & AB/108/AL/210 of the shopping

and concourse levels are attached for reference. The developer should note that some shops added by railway operator, SMRT for their recent addition and alteration works are directly in front of the “Knock-out” panels. Layouts of the shops are not updated on the plans. The developer is advised as far as possible to avoid the shops in considering proposal for connection to the station. However if this is not possible, the affected shops would have to be removed for connection to the future development at his cost and expense. Advance notice should be given to

SMRT and tenants of the shops as these would affect their tenancy agreement and revenue.

2.2.2 The knock out panel is designed to be removed if required or replaced by

permanent boundary walls. The Developer shall liaise and work with LTA on modification of the station to accommodate the development. The Developer shall remove the knock-out panel, if necessary and interface the development with the station. Where permanent walls are required to be erected at the interface, fire separation meeting Fire Code

shall be provided. This shall be carried out at Developer’s costs. The Developer shall plan and design his development butting against the permanent boundary walls subject to approval from the LTA.

2.2.3 Circulation space at the interface connecting the development and the

station shall be provided with minimum 2 hours automatic fire-rated shutters in compliance with Fire Code and Code of Practice for Railway Protection for activation and monitoring the status of the shutters at the

integrated supervisor control system of the rapid transit system. The Developer shall engage Fire Safety Engineers to carry out fire safety design at the interface to ensure life safety for station and development in the event of fire emergency. This may involve using performance-based fire safety engineering approach. The Fire Safety Engineers shall

submit the fire safety design to Fire Safety & Shelter Department (FSSD) for approval. The Fire Safety Engineer shall seek consultation with FSSD to agree on the design objectives, performance criteria and design fire scenarios. The design fire scenarios shall include fire scenarios in the development and station. The fire safety design in the interface boundary between the station and development shall be further enhanced when the proposed mitigation measures are approved by FSSD.

2.2.4 The developer shall provide barrier free access including lifts in the development for the physically handicapped to the knock-out panel located at Entrance 4. The route from this lift in the development to the station entrance shall be direct and visually obvious to the public both below and above ground. This area and route shall remain opened during train operation hours.

2.3 Future Development above MRT Station

2.3.1 During the planning and design of Tanjong Pagar MRT Station, URA requires the station to support a future 6-storey building development above it. There are columns provided between gridline 9 and 17 of the station to accommodate a building above it. See architectural plan AB/108/AL/201. These have been incorporated during the design and construction of the MRT station based on the requirements given by URA so that the future development can bear down on these load points without needing to disturb the station interiors. Location and details of

these loadings are given latter under Civil & Structure Section. 2.3.2 The station entrances, firemen and emergency escape stairs serve as the

escape routes out the station. There are time constraints to escape from platform level out to a point of safety through entrances and stairs which are defined in the requirements of the Standard for Fire Safety in Rapid Transit Systems (SFSRTS). These entrances and stairs including the escalators shall not be removed or relocated in planning the layout of the development.

2.3.3 During future construction, the entrances, firemen and emergency escape

stairs must be kept clear at all times as they serve as the escape routes out the station, and any temporary structures over the entrances must be 2-hours fire rated. Furthermore, there are time constraints to escape from platform level out to a point of safety through the station entrances, firemen and emergency escape stairs which are defined in the requirements of the Standard for Fire Safety in Rapid Transit Systems

(SFSRTS). Any future extensions of the roof covering from the

entrances, firemen and emergency escape stairs may affect the escape times. This must be checked by Qualified Person so that it meets SFSRTS requirements. The design and layout of the future development shall also not compromise the escape route of the station.

2.3.4 A minimum separation distance shall be kept between the building line and any openings of the development and the discharge for the exhaust and intake duct shafts and entrances of the station to prevent entry of smoke which will be generated when the station is in operation during a fire into the development and vis verse. An engineering analysis shall be carried out by a suitably qualified Professional Engineer (PE) for the development to determine the safe distance required.

2.3.5 A handicapped ramp is provided for easy access to the station from the drop-off point which is a lay-by off Choon Guan Street. This and the drop-off point must not be removed unless an alternative is provided.

2.3.6 The station entrances of the station have security grilles and are

monitored with CCTV. As the traffic flow through the entrances expected to be high, high speed escalators and staircases are provided for convenience of commuters.

2.3.7 The external and internal finishes of the entrances are of a quality

compatible to the high public profile of the station. The floor of the station is paved with granite tiles, ceiling and wall are designed to LTA Design Criteria & Specifications. Where these are affected the Developer must replace them with materials of equivalent quality meeting LTA specification.

2.3.8 As the entrances to the station are fully enclosed by the roof, walls and security grilles, fire protection services and environmental control services are provided. If the entrance enclosure is removed, the incorporation of the entrance into the future development shall take into consideration this constraint and not compromise station security, safety, ventilation and environmental control system and fire protection systems. A fire separation of at least 2 hours shall be provided between the entrance area and the development.

2.3.9 In integrating the entrance into the development, lighting, public address system, CCTV coverage, security grills, fire protection and safety systems, ventilation, etc over the entrance and areas around it must be provided. All proposed finishes and the facilities shall be designed and installed to LTA specifications and other statutory requirements.

2.3.10 In removing the entrance, temporary services shall be provided in place

of the permanent ones. Adequate protection around the entrances shall

also be made. Temporary provision must also meet LTA criteria and

specifications. 2.3.11 Where the entrance ground structure is removed, each member shall be

disconnected and all the parts, panels, etc shall be labeled and properly packed in crates to be delivered to Railway Operator or disposed off by

the Developer as directed. 2.3.12 All finishes, facilities and services installed by the Developer within the

entrance enclosure shall be tested, commissioned and handed over to the Authority. The defects liability period shall be in accordance with the General Requirements (Section 1).

2.4 Station Concourse and Shopping Level

2.4.1 The shopping level of the station contains mainly the commercial retail outlets and toilets in the public areas. The railway operator, SMRT has recently carried our addition and alteration works to the shopping and Concourse levels. Electrical and mechanical systems plant rooms are also located within the non-public areas. The Developer shall provide a minimum 6m wide direct connection between the basement(s) of the future development to Shopping Level or Concourse Level of the station via the knock-out panels. See plans AB/108/AL/206, AB/108/AL/207, AB/108/AL/208, AB/108/AL/209 & AB/108/AL/210 for location of

knock-out panels. These plans are prepared before the recent addition and alteration works by the railway operator and as such are not updated. The developer should note that some new shops are located directly behind the knock-out panels on the Shopping Level. A new advertisement panel is mounted at the knock-out panels on the Concourse Level. Location of these shops and advertisement panels are shown the plans received from the railway operator, SMRT. The developer shall liaise and work with SMRT for removal/relocation of the

affected shops and advertisement panel. (Please see also section 2.2.1) 2.4.2 The Developer shall liaise and work with LTA on modification of the

station to accommodate the development. The Developer shall remove these knock-out panels, if necessary and interface the development with the station. Where permanent walls are required to be erected at the interface, fire separation meeting Fire Code shall be provided.

2.4.3 Circulation space at the interface connecting the development and the

station shall be provided with minimum 2 hours automatic fire-rated shutters in compliance with Fire Code and Code of Practice for Railway Protection for activation and monitoring the status of the shutters at the integrated supervisor control system of the rapid transit system. The Developer shall engage Fire Safety Engineers to carry out fire safety design at the interface to ensure life safety for station and development in the event of fire emergency. This may involve using performance-based fire safety engineering approach. The Fire Safety Engineers shall submit

the fire safety design to Fire Safety & Shelter Department (FSSD) for

approval. The Fire Safety Engineer shall seek consultation with FSSD to agree on the design objectives, performance criteria and design fire scenarios. The design fire scenarios shall include fire scenarios in the development and station. The fire safety design in the interface boundary between the station and development shall be further enhanced when the

proposed mitigation measures are approved by FSSD. 2.5 Vent Shafts and Vent Exhaust 2.5.1 The TV, VE and VS shafts are enclosed next to Entrance 2 enclosure

and also located next to the Bin Centre on the ground level. The side walls are vertical and provided with planters. See plan AB/108/LA/404. Discharge and intake of air are provided along the walls for horizontal and vertical discharge and intake of air. The intake and exhaust shafts

are located within this R.C. enclosure. Louvres and stainless steel grille provided are arranged to ensure no re-circulation of air. Another set of TV and VE shafts are located close to Entrance 1. Engineering smoke control systems are also located at Entrance 1 and 2.

2.5.2 Station breeching inlets and firemen intercom are located around the

ventilation shafts and station entrances. Access to the breeching inlets shall not be obstructed in anyway during the construction and also in planning the layout of the future development. Adequate access to the

breeching inlets shall be provided for fire-fighting purposes at all times. Breeching inlet, firemen intercom, etc may be relocated to facilitate construction and accommodate the layout and design of the development subject to meeting the requirements of Standard of Fire Safety in Rapid Transit Systems, FSSD, LTA and railway Operator requirements.

2.5.3 A minimum separation distance shall be kept between the building line

and any openings of the development and the discharge for the exhaust

and intake shafts to prevent entry of smoke which will be generated when the station or tunnel smoke extract system is in operation during a fire into the development and vis verse. An engineering analysis shall be carried out by a suitably qualified Professional Engineer (PE) for the development to determine the safe distance required.

2.5.4 The vent shaft structure and the section of the station around this area

are not designed to support any additional loading.

2.5.5 The Developer shall fully comply with the following conditions if he wishes to relocate the Vent Shafts.

(a) The lighting and maintenance access in and around the ventilation

shafts, plenums and plant rooms has been designed to allow the Operator, its maintenance staff, and its contractor the ability to work and operate the installed equipment at all times. Emergency power, emergency lights and exit lighting shall be provided.

(b) The Developer shall ensure that there is an effective lightning protection system in accordance with local regulations for their aboveground structures at all times (including the period of construction) if the ventilation shafts are extended. Any earth-mat or earth rods proposed to be driven in the vicinity of the Station have to

be submitted to LTA for clearance first. (c) Breeching inlets for the Station’s sprinkler tanks and dry rising

mains, access to the Station’s fire control panel and fireman's intercom shall not be obstructed at any time during and after the construction of the Development. Adequate and ready access for the SCDF’s vehicles, personnel and equipment shall be provided and maintained at all times. Relocation of these existing services and equipment may be required if there is any alteration, relocation,

addition, modification, diversion, extension and/or replacement of the existing ventilation shafts. All cost shall be borne by the Developer.

(d) Other services for the Station may also be affected, depending on the

route of the proposed new ventilation shafts. Domestic water pipe and sprinkler tank water supply pipe connecting to water bulk meter may need to relocate if the ventilation shaft and/or bulk meter is relocated, extended, diverted and/or modified. Drainage discharging

routed through the ventilation shaft may need to be relocated if the ventilation shaft and/or manhole is relocated, extended, diverted and/or modified. Station ventilation fans may also need to upgrade to overcome the additional pressure drop through the relocated/modified ventilation shafts, such that the performance of the ventilation systems i.e. air flow are not compromised.

(e) All the station's escape staircases, commuter's access doors and

stairways shall be clear at all times and not obstructed by the development in any way. Access shall be from the station premise. If accesses to the installation have to be through the development premises, this access should be granted to the Operator and LTA’s personnel at all time during and after the construction of the development.

(f) The Developer shall liaise with and coordinate the LTA and the

Operator in designing, construction, installing, testing,

commissioning and acceptance of the new facilities. The Developer shall engage experience engineers to develop the design.

2.6 Cooling Towers, Sprinkler Tank/Pump Room 2.6.1 The existing cooling towers for the station enclosure and sprinkler tanks

are located within chain link fence enclosure at ground level the behind Entrance 2 at ground level gridlines A-F/5-7. The enclosure is

surrounded by planters to soften the impact on the environment. The

water sprinkler tank and associated water pumps are located within the tank/pump room. Control panel for the pump and control valves are also located within this area. These cooling towers, sprinkler tanks and pumps could be relocated. In relocating the sprinkler tanks, the developer must ensure that the control panels for the pumps and control

valves are located such that they are easily accessible to maintenance staff of the railway operator in the event of an emergency. The new location of the cooling towers, sprinkler tanks and other related equipment shall be submitted to the Authority for review and acceptance.

2.6.2 Location of the proposed pipes and cable connections to the new cooling

tower location shall also be submitted to the Authority for review and acceptance. Relocation of the cooling towers and sprinkler tanks shall

comply with the relevant sections of this document and be carried out such that the station operation and safety are not affected.

2.6.3 The Developer shall bear all cost for removing the existing plinths,

cooling tower structures, foundation, etc of the cooling towers and sprinkler tanks at ground level, removal of debris and reinstatement of the land to requirements of relevant authorities after relocation of cooling towers, sprinkler tanks, etc to the Developer’s designated location.

2.7 Bin Centre 2.7.1 The bin centre for the MRT station is located next to the entrance 2 at

ground level. See drawing no. AB/108/LAS/404. This bin centre may be relocated to a new site at ground level that is convenient for the use of Operator and its tenants. The new location of the bin centre shall be submitted to the Authority for acceptance. The Developer and/or

subsequent lessee and management Authority of the development shall undertake to permit the Operator and its tenants to use the bin centre which may be located in the development for the disposal of refuse if the existing bin centre is removed.

2.7.2 Adequate provisions acceptable to the Operator, shall be made for a

temporary refuse bin centre for the removal of refuse from the station if the existing bin centre is removed during the construction of the development. The arrangement for disposal of the station refuse shall be

made with the Operator such that they the Operator, its tenants, licencees and other clients will not be inconvenienced.

2.8 Firemen/Emergency Stairs 2.8.1 The firemen/emergency stairs of the MRT station is for the evacuation

of passengers from the platform during an emergency and for firemen access.

2.8.2 Clear unobstructed and safe access to the exterior shall be provided if the entrance/exit to this emergency/firemen stair is incorporated into the development. The passageways leading to the exterior shall be separated from the development by a 2 hours fire-rated barrier. The entrance into the firemen stairs shall be clearly indicated so that it can be easily

identified by the SCDF. 2.8.3 Where the emergency firemen stairs are extended horizontally to the

exterior/interior facade of the development, normal and emergency lighting shall be provided with power supply taken from the station. These works shall be carried out by the Developer at his own costs. The new space forming part of the stairs shall be handed over to the Authority and the latter shall have easement rights over the extended passage.

2.8.4 The finishes within the extended passageway shall be similar to that of

the fire/emergency staircase. Wall, ceiling and floor shall be designed to station Rail Transit System requirements and LTA Design Criteria and Specifications. These new finishes shall be provided by the Developer and under the Defects Liability as described in the General Requirements.

2.8.5 The fire breeching inlets shall be shifted to the external facade

accessible by fire appliances. Firemen’s intercom system and radio antennae shall be re-commissioned after the relocation. These vital fire fighting facilities shall not be interrupted during the course of construction of the development. Likewise, the main fire alarm panel and its interface board (ITB) shall also be relocated and re-commissioned as outlined. The detail proposal shall be submitted to the Authority and FSSD for approval.

2.9 Lifts Provision

Any lifts provision providing access between grade and the development to station concourse or shopping level shall remain accessible to the public at all times throughout the development construction period.

The development may incorporate a lift and barrier-free access from the development drop-off point and connect to Shopping Level (Basement 1 retail) and Concourse Level (Basement 2) of the MRT station where

there are connections to the station. Lift access could be integrated as part of Developer’s lift provision in the development. The location of the lift and the access route shall be accessible, direct and visually obvious to the public. The lift shall be operational and accessible to the public during station operation. The design shall be reviewed by LTA. All necessary measures required shall be at the Developer’s cost.

2.10 Flood Protection

2.10.1 As protection against flooding, the station entrances, vent shaft openings, utilities and services entries are placed at a level of 1.0m higher than the highest recorded flood level in the area subject to Drainage Department approval. The threshold level of any entrances and openings into any development with connection to the

underground station shall not be lower than the threshold level of the station for the flood protection of the rapid transit systems. The Developer shall obtain approval from Drainage Department on the flood protection to the Rapid Transit System.

2.10.2 The Developer shall ensure that the proposed connections to the

station from the Development do not constitute a route for flood water into the station in the temporary situation during construction of the Development and its permanent state.

2.10.3 The Developer shall submit a proposal for flood protection and

prevention of the station and rapid transit system during construction of the Development to LTA for review and acceptance. The construction works shall be planned and programmed such that there is no possibility of floodwater inundating the station and the rapid transit system at any stages of the work. The Developer shall ensure that the rapid transit system will not be subject to flooding when the knock-out panels at concourse level of the station are removed. A method statement and

construction sequence for removal of the knock-out panels shall be submitted to DBC for approval.

2.11 Station Equipment Removal Routes 2.11.1 Delivery and positioning of equipment and future removal if found

necessary have been planned, which show that the largest piece, the Generator Set, is deliverable and removable via driveways besides the station. The driveways shall not be obstructed.

2.12 Graphic & Signage 2.12.1 Adequate signage along the route to the rapid transit system station

shall be provided and maintained at all times. Any affected existing signage to be relocated must satisfy LTA requirements.

2.12.2 Where the station entrance is to be modified, subject to the approval

of LTA, easy recognition of the station entrance by the traveling public must be addressed. Signage such as station name, passenger

information display (PID), directional signs, exit signs are to be provided.

2.12.3 Directional signs leading to the rapid transit system station are to be

displayed at prominent locations within the development and at the commencement of the link to the station. The locations of these signs are to be proposed by the developer for LTA’s acceptance.

2.12.4 Additional information and signs advising the public on the location of the link to the rapid transit systems are to be displayed within the development where appropriate and at locations to be proposed by the developer.

2.12.5 All rapid transit systems related signs are to be tastefully designed, easily recognisable and legible to the general public. The design of these signs and their proposed locations are to be submitted to LTA for review and acceptance.

3 CIVIL & STRUCTURAL 3.1 General 3.1. 1 This chapter provides information the future developer must incorporate

to design and construct the future development on and adjacent to the

proposed Tanjong Pagar MRT Station structure. Tanjong Pagar MRT Station constructed as part of the East-West Line

rapid transit systems designed to cater for the future development loadings as described in this report and the accompanying drawings.

3.2 Ground Condition 3.2.1 The Developer is to engage geotechnical engineer to verify and confirm

the soil profile and parameters for the designs of the new development that may affect the station box during construction.

3.3 Design Considerations for Future Development above MRT station

3.3.1 The station structure between gridline 9 to gridline 17 is designed and constructed to support future load of a building. Column stumps provided in this area for the future building protrude 1200mm above the existing station RC roof level. The developer of future development could easily locate them which also extend above the ground level. The stumps are cast with low strength concrete. The starter bars in the

column stumps are provided for lapping of reinforcement connection of the future building columns by the future developer. Plan AB/108/CS/290 is enclosed for reference.

3.3.2 The future building is considered as independent monolithic structure

capable of transferring loads internally from top downwards by means of slabs, beams and columns. The supporting columns for future building are assumed to be pinned jointed (no moments at the joint, only vertical forces are transferred to the supporting column below) at the point where

they connect to the columns stumps. Each column stump is designed to carry an ultimate imposed load (concentrated force) of 11500kN catered for the future building. The developer shall design, detail and construct in such a manner that the resultant force at each column stump is free of

moment, shear, tension, and any forces beside concentric vertical load. The developer shall ensure this requirement is fully complied with and the vertical load of the future building will not exceed total imposed load of 11500kN/column.

3.4 Knock-Out Panels for Future Connections

3.4.1 Knock-out panels are provided along walls of Shopping and Concourse Levels of the MRT station. See plans AB/108/AL/ 206, AB/108/AL/207, AB/108/AL/208, AB/108/AL/209 & AB/108/AL/210 for location of knock-out panels. These plans are not updated to show the recent addition and alteration works by the railway operator.

3.4.2 The station structure is designed in such a manner that the removal of the knock-out panels does not affect the structural integrity of the station.

3.4.3 The future development connection at the knock-out panels must not

transfer moment, shear, axial, or any other force to the station structure. The Developer is to carry out surveys on the actual position of the knock out openings in the station wall prior to removing the knock-out panels. A full method statement of the works to be carried out is to be submitted to LTA / Operator for review and approval.

3.4.4 The Developer shall take into consideration the sequence of knock out

panels removal when planning his construction sequence and where necessary provide temporary supports to the panels and structure. The beams and supports are part of station structure and extreme care must be taken not to damage them during demolition of knock out panels.

3.4.5 All knock-out panels provided in the station abutting the development shall

be removed or retained by the Developer as these are designed to make provision for the new development. New solid fire rated wall shall be constructed to seal the openings at the boundary between the station and the development where no access connections are proposed to be provided.

3.5 Waterproofing of Station Roof Slab 3.5.1 Waterproofing membrane protected by a layer of cement screed is laid

on the station roof slab to prevent water ingress into the station. See

plans AB/108/CS/280 and AB/108/CS/290. In order to prevent the possible damage to station structure and waterproofing system, the future developer must study the structure details and waterproofing drawings, verified against the actual details of the as-built and prepare the necessary precautionary and contingency measures. The Developer shall note that precaution must be taken to ensure that no water leak into the station especially through the station movement / construction joints during construction of the development above and next to the station. If

it is necessary to remove the waterproofing system for construction of future integration adjacent to the roof etc, the waterproofing system shall be reinstated and made good. Details for the remedial works shall be

submitted to the Authority for review and acceptance. The Developer shall note that this would render void the warranty of the existing waterproofing system. He must replace with a warranty meeting LTA’s conditions.

3.6 Limitations on Excavation for future basement and Water Table Draw-Down by Future Developer

3.6.1 The MRT station was designed against the possibility of flotation due to

differential water pressure. It is essential to ensure at all times during the construction of the future development that the station box is not subjected to any net uplift pressure due to the presence of high ground water table and excessive lateral movement. The future developer must

also limit the extent of water table draw-down on the excavation side so as to not adversely impact short term differential settlement of the station structure.

3.6.2 The design of the building, choice of construction material, etc., shall take this into consideration to ensure that the measures would not be required when the development is completed. Design checks on the long term stability of the station against uplift or possible lateral shift shall be carried out and submitted to the Authority for review and acceptance.

These checks shall be carried out on the station structure. 3.6.3 The Developer shall ensure that resistance to uplift of the station shall

not be disturbed or removed before sufficient superstructure load is imposed on the station box. Calculations in support of these are to be submitted to the Authority for approval before commencement of the work if these are to be removed.

3.7 LTA grid system 3.7.1 Setting out or survey plan (northing & Easting) and etc. are followed

according to LTA grid system. Where the LTA grid system is different form cadastral survey grid system, the developer must independently carry out a survey and verify their locations.

4 CONSTRUCTION OF FUTURE DEVELOPMENT

4.1 Limits on excavation on Future development

4.1.1 If any excavation deeper than 1.5m is planned, the developer should

conduct further structural analysis to confirm that their design and

construction methods are appropriate. However the Limits on the lateral

movements of the temporary earth retaining structural system due to

future development excavations shall depend on the assumptions of the

analysis of the MRT station and linkway structures.

4.1.2 Generally struts butting against the both faces of retaining walls should

support the earth retaining structural system. The magnitude of Strut Loads depends upon the allowed lateral movements of the earth retaining structures for the future development. It is necessary to study and determine the method of earth retaining/supporting system at the onset of earth works and temporary works for the maximum depths of excavation that are allowed. The retaining wall system should be sufficiently rigid to take lateral pressure, so that the excavation works could be done with minimal movement to the rapid transit structure. Also the retaining wall system should be sufficiently toe-in to the ground

to prevent reduction of ground water level, toe failure and base heave. 4.1.3 It is the onus of the future developer to do a detailed study and analysis

to keep the stability and integrity of the existing structures intact, by considering all the limitations and restrictions on various items of the temporary supporting structural system.

4.1.4 It is suggested that the future developer should consider using pre-

compression for the struts supporting the earth retaining structures to nearly balance the anticipated ground forces. Considering this method may reduce wall deflection and therefore reduce the problems of settlement of existing structures.

4.2 Monitoring Plan 4.2.1 Since there are basements for future development it necessitates the

development of monitoring plan for the existing MRT structures. Hence the monitoring plan with certain minimum number of instruments required to monitor and diagnose any unexpected behaviour of the

surrounding existing structures, earth retaining structure and the surrounding ground.

4.2.2 In the monitoring plan, following items shall be carefully studied so that

the cause-and-effect is clearly recognised

1) Monitoring items

2) Locations

3) The number of monitored points

4) Frequency of monitoring and the timing of measurements

4.2.3 A suitable number of the monitoring points shall be selected. When

selecting instruments, it is necessary to consider the scope of monitoring, the precision, and the response time. Preliminary studies must be done prior to actual monitoring with regard to timing of measuring initial values, a method for checking monitored values, and pre-existing impacts. It is recommended that multiple monitoring

methods should be adopted so that the reliability of the measured data is easily evaluated.

4.2.4 Vibration and noise levels vary during construction depending on the

type of construction machines used and method of construction applied.

Therefore, the future developer shall follow the requirements of relevant codes and the rules and regulations of NEA department.

4.2.5 The instrumentation and monitoring regime required for future

excavation and construction works is primarily depended upon the future adopted construction methodology. Such activities and associated station/tunnel and ground movements along with water table fluctuation must be strictly monitored and compliance ensured with requirement of relevant code.

4.2.6 Instrument clusters, comprising of settlement markers, inclinometer,

water stand pipes, piezometers, prisms, tilt plates, vibration sensors, etc should be installed at close spacing. Frequency of monitoring should be higher during critical activities. In addition, movement and vibration in MRT structures should be monitored with tunnel monitoring system.

4.3 Knock-Out Panels for Future Connections

4.3.1 The removal of knock-out panel affects the existing water proof membrane. Therefore, it is recommended that the future developer's contractor should provide approved water proof membrane according to relevant specification.

4.3.2 The Developer shall also take all necessary precaution to prevent

flooding and to ensure that no water is allowed to seep or flow into the station from the construction site at all times during the construction

work. The flood protection of the station must not be compromised during construction. In this regard, the developer should only remove the knock-out panel after all the structures of the development are above the required flood protection level.

4.3.3 At the interface, the station structure and the future development

structure shall be designed to be able to move vertically independently of each other but at the same time be able to transmit horizontal loads. Suitable bearings or other approved materials shall be provided at the

interface to ensure that both vertical movement and horizontal load transfer are achievable. No vertical load transfer is allowed at the joint between the station and the future development. Details of this and all relevant calculations such as estimate of the relative vertical deflection and/or displacement expected and the loading transmitted are to be submitted to the Authority for acceptance.

4.3.4 Along the perimeter of the interface between the station and the future

development, an effective waterproofing system taking into account all

hydrostatic pressure and relative movement between the structures shall be provided to prevent ingress of water into the station. Details of the waterproofing system shall be submitted to the Authority for acceptance. These shall in general include but not be limited to the following:

a) water bar around the perimeter of the interface.

b) expandable water seal around the perimeter of the interface.

c) waterproofing membrane around the external surface of the joint capable of accommodating any movement expected.

d) surface sealant where required at the joints.

e) surface drainage channel adjacent to the interface in the development to collect any seepage. The floor of the development adjacent to the interface shall be screeded to fall away from the station. The scupper drain along the side of station diaphragm wall at the interface must be protected, properly treated with finishes, etc to the requirements of LTA / Operator.

4.3.5 The Developer shall be responsible for the maintenance and replacement

of the waterproofing system at the joint between the development and

the station structure. 4.3.6 The Developer shall not carry out construction activities from the station

side at the operation and public corridor areas for safety reasons.

The Developer shall take into consideration the following constraints imposed by an operating rapid transit system in developing his design and planning the construction of the Development.

a) Safeguarding the integrity of station structures to ensure safety of the operating railway;

b) Providing adequate and safe space for the movement of commuters at the affected station entrance subway;

4.3.7 The Developer shall ensure that all openings and doors in the protective

walls are sealed to prevent unauthorised access to the station operational area during the construction of the development abutting the station. These shall comply with 2-hours fire separation.

4.3.8 Should the Developer proposes or plans to carry out any wet work in the

vicinity of these walls, these walls have to be rendered waterproof and appropriately sealed to prevent water from seeping into the station.

4.3.9 The Developer shall ensure that no activities are carried out next to the station which would jeopardise the station operation or create nuisance to the station tenants and passenger such as noise and vibration.

4.4 Drainage, Sewer and Water Supply of MRT Station

4.4.1 The layout of the surface level drainage system, external lighting and

cable routes, sanitary system and water supply pipeline from the

underground station are located or routed to ground level. The Developer shall ensure that these facilities serving the station are not disrupted during the course of his construction works above or adjacent to the station. Plan AB/108/ME/102 is enclosed for reference.

Drains are provided next to the paved walkway and at the sides of the station to collect any rainwater runoff. These are channeled to discharge into the Public Storm Drains. Water collected at the station entrances canopy, cooling tower enclosures are also discharged into the surface

drains. 4.4.2 The incoming water supply to the station is tapped off from the PUB

mains under Wallich Street nearest to the station. The water meter chamber and PUB valve chamber are located next to the Cooling Towers.

4.4.3 Waste or foul water from the station are discharged through the sanitary

pipes from the station to the public sewer

5 ELECTRICAL AND MECHANICAL 5.1 General

5.1.1 The provision of electrical and mechanical equipment for the station and

the layout of rooms have been undertaken without information of the proposed surrounding development. There are requirements associated

with these provisions that the Developer should be aware of in progressing any development scheme and these are outlined below.

5.2 Design Considerations

5.2.1 General Design considerations are valid at the time of preparation of this document. These specifications are subject to changes as equipment could be upgraded and due to advances in technology and other factors.

5.2.2 Environmental Control System

5.2.2.1 Air-conditioning System

The station public areas are air-conditioned. Where the proposed development is connected to the station public areas, the area at the access

connection shall be provided with air-conditioning or other approved alternative to prevent leakage of cooled station air. The existing cooling towers and cooling tower make-up water tank for the station are located within chain link fence enclosure at ground level

behind Entrance 2. If the existing cooling towers and cooling tower make-up water tank need to relocate to facilitate the construction of the proposed development. The Developer shall ensure that the operations of the centralized chilled water system of the station are not affected at any time during the construction.

5.2.2.2 Station Smoke Extract System Smoke extract fans are installed at the ground level directly above the

station atrium to extract smoke from the station in the event of a fire in the station. If the fan is to be relocated or extract path is incorporated in the future development and discharge at a different location, the fans and its associated cabling controls, etc. shall be upgraded.

5.2.2.3 Station Smoke Vent System Smoke detectors and smoke vent system are provided in Station

Entrance 1 and 2. Alternative means of extracting the smoke shall be

provided if the smoke vent system is obstructed during the construction of the development or if it is affected by the development.

If the entrance is removed or extended vertically upwards or horizontally, the smoke detectors in the entrance shall be reinstated, if applicable, and a smoke control system shall be provided by the Developer to extract smoke and hot air from the station. The power supply for the smoke control or smoke extract system shall be taken

from the station supply. 5.2.3 Sprinkler System

The sprinkler control valves, pumps control panel and water tanks are located in enclosure at ground level. If relocation is necessary, the developer shall submit his proposal to LTA for approval.

5.2.4 Station Earthing Mat System

The drawing AB/108/EL/101 has been included in this report to facilitate the future developer to identify the routing of Earthing Mat of the MRT station.

5.2.5 Utilities Serving the Station

The PUB water main and water meter, incoming Telecom cables, ejector pipes, sewer manholes and inspection chambers are located at ground level

near the station. See plan AB/108ME/102. These shall not be disrupted during the construction of the development.

5.3 Reference Drawings

The below drawings are strictly confidential and they must not be reproduced, published or communicated to other person in any form without permission from LTA.

The information given is solely for planning purpose. It should not be used for the detailed working drawing. As mentioned earlier, the drawings are not updated to show the recent addition and alteration works carried out by the railway operator, SMRT. The information shall be verified on site. The developer is advised to carry out site survey for the actual site condition.

The Authority disclaims any liability for any damage or loss that may be caused to any person or property directly or indirectly as a result of providing the below drawing.

Certified plan CP23562 AB/108/AL/201 AB/108/AL/206 AB/108/AL/207

AB/108/AL/208 AB/108/AL/209 AB/108/AL/210 AB/108/LA/404 AB/108/CS/280 AB/108/CS/290 AB/108/ME 102 AB/108/EL/101

SMRT DRAWINGS A.00.01.01 A.00.B2.01 A.20.01 A.PBT.MRT-TPG.PL.SP.B2.B1.002

Annex 2

Documents

SALE OF SITE FOR WHITE SITE DEVELOPMENT LAND … · MINISTRY OF HOME AFFAIRS (MHA) ... Conditions of Tender for the Land Parcel contained in the Developer's Packet ... and Drainage