Here are the most annoying station names on the Singapore MRT network

Yishun station in Singapore. Image: Getty.

Editor’s note: On Twitter, after publishing yet another rant about London station names, I noted that I would be delighted to publish similar rants about other cities, if only anyone thought to send them to me. Here’s one now.


This station, named after a neighbouring business park, is the only station on the whole network to have a name which starts with an uncapitalised letter (and also the only one with a hyphen in its name).

Every time I see this station on the map, I get annoyed because I think that someone has made a typo. Then I remember that this is the station’s correct name and I sigh.


This one’s located underneath HarbourFront Centre, which is on Harbourfront Place. Unfortunately, the station takes after the shopping centre rather than the street name, leaving yet another station with inappropriate capitalisation in its name.

Farrer Park and Farrer Road

These two stations sound they should be right next to each other: they sound so similar!

The MRT system map. Click to expand.

Unfortunately, they are about 6.6km apart, with Farrer Park being located in the fairly central district of Little India, and Farrer Road lying in the middle of an upmarket suburb. These two stations are not even on the same MRT line.

The similarity of the two names have gotten many people confused, and unfortunately for anyone who has made the mistake of going to the wrong one, it’s a 25 minute journey between the two.


This station’s name implies that it is in the heart of Singapore’s central business district, which is slightly misleading. One of its exits literally opens out into an empty patch of grass, which is not something one usually finds in the heart of a city.

The actual “downtown” area can be found around Raffles Place, a neighbouring station about 8 minutes’ walk away.

Jurong East

There is no Jurong West station, unfortunately. The suburb of Jurong West is served by three MRT stations (Lakeside, Boon Lay and Pioneer) but it feels like a missed opportunity that none of them have been named in such a way to serve as a complement to their neighbouring station in the east.

This is especially evident when you look at the suburb of Tampines, whose three stations (Tampines, Tampines West and Tampines East) form a satisfying trio.

Beauty World

The name of this station is evocative, leading one to imagine vibrantly coloured wildflowers blooming in green meadows just lying in wait right outside.

Once you step out of the exit however, there is not much beauty in sight. This station is located in a distant suburban neighbourhood best known for its 24-hour restaurants, and is named for an amusement park which once stood in the vicinity but is no longer there, having been replaced by 70’s-era concrete block towers.


It is a bit difficult to take a station seriously when it’s named after a nut.

In its defence, it’s actually named for Cashew Road, and is located in a neighbourhood where all the other streets are also named after nuts. They include Hazel Park Terrace, Chestnut Close and Almond Avenue.

Image: Open Street Map.


This one is a little vague, as there are two stadiums located in the vicinity of the station (the National Stadium and Singapore Indoor Stadium), and it is not exactly clear which of these the station is named after. Furthermore, it seems to imply that there is only one stadium in the whole country, which is not the case. Perhaps a better name for this station would be National Stadium, which would solve both of these issues at one go.

Tuas Link

Many stations are named after nearby roads, which is a perfectly acceptable (if a little unoriginal) naming method. However, in this case, there isn’t an actual road called Tuas Link.

There is a Tuas Link 1, along with Tuas Link 2, 3 and 4. But no Tuas Link, which is frankly unacceptable and needs to be rectified immediately.

Image: Open Street Map.


As with Beauty World, one almost expects to exit this station and be greeted by fields of aromatic purple flowers. No such luck. The only thing worth sniffing around for in this area is the Michelin-starred food stall selling delicious minced meat noodles in a soy-and-vinegar based sauce.

If you would like to complain about the names of stations in your city, you know where we are.

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Why doesn’t London build an RER network, like Paris did?

A commuter walking by a map of the RER B line at the Chatelet-Les Halles station in Paris. Image: Getty.

I’ve heard many people make many different complaints about the Parisian transport system. That it does a bad job of linking a rich, white city with its poorer, more diverse suburbs. That, even as subway systems go, it’s a hostile environment for women. That the whole thing smells distractingly of urine.

I’m familiar with all of these complaints – I’ve often smelt the urine. And I’m aware that, in many ways, London’s is the superior transport network.

And yet I can’t help be jealous of Paris – In large part, because of the RER.

Central Paris. The Metro lines are thinner, and in pastel shades; the RER lines are thicker, and in brighter colours. Image: RATP.

Paris, you see, has not one but two underground railway systems. The more famous one is the original Paris Metro, opened in 1900: that’s the one with those fancy green portals with the word “metropolitain” written above them in a vaguely kooky font.

The Metro, though, mostly serves Paris Intra-muros: the official city, inside the Boulevard Périphérique ring road, site of the city’s last set of walls. As a result, it’s of very little use in most of the city’s suburbs. Its stations are very close together, which places a limit on how fast its trains can cross town. It was also, by the mid 20th century, becoming annoyingly overcrowded.

So starting in the 1960s, the city transport authorities began planning a second underground railway network. The Réseau Express Régional – Regional Express Network – would link suburban lines on either side of Paris, through new heavy rail tunnels beneath the city. Its stations would be much further apart than those of the metro – roughly one every 3km, rather than every 600m – so its trains can run faster.

And fifty years and five lines later, it means that 224 stations in the suburbs of Paris are served by trains which, rather than terminating on the edge of the city, now continue directly through tunnels to its centre.

The RER network today. Image: RATP.

London is, belatedly, doing something similar. The Elizabeth Line, due to open in stages from later this year, will offer express-tube style services linking the suburban lines which run west from Paddington to those which run east from Liverpool Street. And Thameslink has offered cross-town services for 30 years now (albeit not at tube-level frequencies). That, too, is going to add more routes to its network over the next few years, meaning direct trains from the southern suburbs to north London and vice versa.

Yet the vast majority of suburban National Rail services in London still terminate at big mainline stations, most of which are on the edge of the centre. For many journeys, especially from the south of the city, you still need to change to the London Underground.

So, could London ape Paris – and make Thameslink and Crossrail the first element of its own RER network?

In a limited way, of course, it’s doing just that. The next big project after Crossrail is likely to be (original name, this) Crossrail 2. If that gets funding, it’ll be a new south-west to north-east route, connecting some of the suburban lines into Waterloo to those in the Lea Valley.

The proposed route of Crossrail 2. Click to expand.

But it’s not immediately obvious where you could go next – what Crossails 3, 4 or 5 should cover.

That’s because there’s an imbalance in the distribution of the remaining mainline rail services in London. Anyone who’s even remotely familiar with the geography of the city will know that there are far more tube lines to its north. But the corollary of that is that there are far more mainlines to the south.

To usefully absorb some of those, Crossrail 3 would probably need to run south to south in some way. There is actually an obvious way of doing this: build a new tunnel from roughly Battersea to roughly Bermondsey, and take over the Richmond lines in the west and North Kent lines in the east, as a sort of London equivalent of RER C:

Our suggestion for Crossrail 3. Image: Google Maps/CityMetric.

But that still leaves a whole load of lines in south and south east London with nowhere to send them beyond their current terminal stations.

In fact, there are reasons for thinking that the whole RER concept doesn’t really fit the British capital. It was designed, remember, for a city in which the Metro only served the centre (roughly equivalent of London’s zones 1 & 2).

But London Underground wasn’t like that. From very early in its history, it served outer London too: it was not just a way of getting people around the centre, but for getting them there from their suburban homes too.

This is turn is at least in part a function of the economic geography of the two cities. Rich Parisians have generally wanted to live in the centre, pushing poorer people out to the banlieues. In London, though, the suburbs were where the good life was to be found.

To that end, the original operators of some lines weren’t just railway companies, but housing developers, too. The Metropolitan Railway effectively built large chunks of north west London (“Metroland”), partly to guarantee the market for its trains, but partly too because, well, housing is profitable.

In other parts of town, existing main line railways were simply added to the new underground lines. The Central line swallowed routes originally built by the Great Western Railway and London & North Eastern Railway. The District line absorbed part of the London, Tilbury & Southend Railway.

At any rate: the Tube was playing the same role as the RER as early as the 1930s. London could still benefit from some RER-type services, so hopefully the Elizbaeth Line won’t be the last. But it doesn’t need an entire second metro network in the way 1960s Paris did.

There is another idea we could more profitably steal from Paris. Those suburban railways which aren’t connected to the RER are still run by the national rail operator, SNCF. But it uses the Transilien brand name, to mark them out as a part of the Parisian transport network, and – as with the RER – each route has its own letter and its own colour.

The Transilien & RER networks in Paris. Image: Maximilian Dörrbecker/Wikimedia Commons.

This would not have the transformative effect on London that building another half a dozen Crossrails would. But it would make the network much easier to navigate, and would be almost infinitely cheaper. Perhaps we should be starting there.

Jonn Elledge is the editor of CityMetric. He is on Twitter as @jonnelledge and on Facebook as JonnElledgeWrites

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