Trains Archives - Page 3 of 4

SMRT Rail Performance Data

December 9, 2016/0 Comments/in Passenger Service, Trains/by SMRT Editors

SMRT’s engineering team tracks closely the performance of all rail lines because the data collated allows the team to know which areas of the rail network need more attention.

Such data is shared with the public too. SMRT has been reporting quarterly statistics on the performance of the North-South and East-West Lines (NSEWL) on SMRT’s corporate website. Doing so allows commuters to keep track of key performance indicators for our rail system, such as delays of more than five minutes, disruptions of more than 30 minutes and the train withdrawal rate.

Data on MRT station assets

We have recently included data on the reliability of MRT station assets used by commuters, such as escalators, lifts and fare gates. We will continue to publish key service performance indicators on a regular basis so that you can follow our journey in improving reliability on our network.

The re-sleepering, re-signalling, third-rail replacement and power network improvement project will contribute to better reliability on the NSEWL – Singapore’s longest, oldest and most heavily-used rail lines.

The mean kilometre between failure (MBKF) rate will improve, thanks to stepped up our maintenance efforts. Furthermore, our multi-year, multi-project renewal efforts for the NSEWL are on track.

While we acknowledge that the improvement in NSEWL service reliability may not seem to be significant in the first 10 months of 2016, we are quietly confident it will demonstrate clear improvements in the coming years. The better MKBF numbers will translate to better journeys for commuters with trains that run more reliably, and shorter waiting times as more trains are deployed on the NSEWL.

How MKBF will be improved

We have been tracking the sources of our service delays over the past three years and classifying them into categories such as third-rail, signalling, traction power and various types of train-related faults. For each category, we have a series of initiatives in place to address these faults in the immediate, medium and long term.

Improvements in MKBF rate will be achieved as we complete each of these initiatives. For example, we had a number of third-rail-related incidents in the first 10 months of the year that resulted in planned service delays. These are delays of not more than 10 minutes caused by engineering work that the engineers needed to carry out during traffic hours whenever sensors installed on selected passengers trains pick up defects that have the potential of causing more than 30 minutes delays. As part of our short term improvement initiatives, the use of these sensors allow us to identify an emerging issue and nip it in the bud before it caused a longer delay and inconvenienced commuters even more. With the completion of third-rail replacement by March 2017, as part of our long term improvement initiatives, we expect that such incidents will be significantly reduced.

As of November 2016, 33% of delays lasting more than five minutes were signal-related. We expect these to reduce significantly after we successfully migrate our ageing signalling system to the new Communication-Based Train Control (CBTC) system. The CBTC system has a higher level of redundancies. The new signalling system will be activated on the NSL in 2017 and we are working hard to complete the EWL by end-2018.

We have intensified our efforts to renew the equipment that provides traction power to the network. There are also similar fleet-wide renewal of components to address propulsion, door and brake systems that constitute 90% of train-related delays.

All-out effort to improve NSEWL

These efforts take several years to complete because of the length of the NSEWL, and the size of the fleet. As we serve commuters nearly 20 hours a day, and 365 days a year, we have limited time to carry out renewal and maintenance works. For example, there are 188,000 30-year-old timber sleepers on NSEWL to be replaced. With 141 six-car trains and 24 doors on each train, there are 3,384 train doors for us to work on. Nonetheless, with a laser-sharp focus and a never-give-up determination to catch up with our counterparts in Hong Kong and Taipei, we believe that there is only one direction for NSEWL rail service reliability to go in the coming years: Up.

Commuters may wish to refer to Your Journey Matters – most recently updated in August 2016 and also available on our website– for a comprehensive primer on SMRT’s efforts to renew and improve the NSEWL.

Eye on the future: Options for replacing or renewing the BPLRT system

October 3, 2016/0 Comments/in Trains/by SMRT Editors

The 8-hour disruption on the Bukit Panjang Light Rail Transit (BPLRT) on Wednesday 28 Sep 2016 shows that the ageing system continues to test the mettle of our engineering staff and the patience of users of Singapore’s first light rail system.

In March this year, we indicated that it is time to relook the BPLRT as the system is nearing the end of its design life. A joint team with the Land Transport Authority (LTA) is currently reviewing the future of the BPLRT system with a view to completely transform the light rail system. It will be more than just a makeover.

Options for renewal

Aware of the design limitations of a light rail system which uses trains designed to function as airport shuttles on flat, short distance commutes between airport terminals, SMRT would like to share the options available for renewing the system. There are three options for the future of the BPLRT. The system has been operational since 1999 and is fast approaching its 20-year lifespan in 2019.

Option 1: A people-mover like autonomous guided vehicles that travel on the existing viaducts but do not draw on external power.

Option 2: A new conventional LRT system but with significant design enhancements in key infrastructure like power supply, signalling system, rolling stock as well as track and station assets.

Option 3: Renewing the existing Bombardier system, keeping the AC power design but with a more advanced communications-based train control (CBTC) signalling system. The CBTC system will allow trains to be more accurately controlled by the operations control centre, allowing more trains to be operated on the network, while moving at faster speeds and closer headways if necessary. This means more people can take the trains and enjoy faster journeys.

The rejuvenated BPLRT will be based on proven technology which is cost-effective to operate over its design life.

The LTA-SMRT study team is also keeping track of the development and public transport services of Bukit Panjang town. This includes monitoring how the BPLRT system can be better integrated with heavy rail systems at the North-South Line and the Downtown Line.

Another idea involves doing away with the 10.5km long, 14-station LRT network. The idea is for people in the Bukit Panjang area to be served by enhanced bus services. This is not far-fetched as a fully loaded high capacity bus like a double-decker bus can take 130 passengers, which is more than the 105-person capacity of a single Bombardier CX100 train car used on the BPLRT. These train cars are paired during peak hours, doubling capacity to 210 passengers. However, replacing the light rail with an all-bus option may lead to more congestion on the roads.

The disruption last week has driven home the urgency of planning for the future. It is the latest incident that has put the BPLRT system in the media’s glare. The Straits Times said the Bukit Panjang Line “isn’t a paragon of reliability and its design makes it prone to glitches”.

Stop-gap measures to improve reliability

As we look to the future, SMRT engineers have also proposed short-term measures to boost the reliability of the legacy system.

Key areas identified for renewal include the signalling system, the trains and track infrastructure. The last item includes the rail brackets that have given rise to problems on the line. These renewals will address recurring reliability issues involving track faults, traction power faults and signalling issues.

Owing to reliability issues, the driverless LRT system is not living up to its name as Rovers have to be deployed at the stations, which were designed for unmanned operations.

Meanwhile, near-term repair and maintenance measures of the system are being stepped up. This includes increased day-to-day system manning, and speedier recovery plans in event of disruption.

Near-term measures

Among the measures the BPLRT team has done:
– Replacement of rail brackets with fortified design at critical portions of the track
– Load testing of trains to be conducted to confirm tractive capability to reduce power faults
– Adjusted motor controller settings for better power reliability
– Installed camera systems on the underframe of four train cars to monitor the interface between trains and rails

Deploying staff across the network expedited assistance to passengers on Wednesday 28 Sep 2016 when passengers had to detrain to track at BP1 Choa Chu Kang station in the morning and at BP6 Bukit Panjang station around 5pm that day. A total of 26 additional staff have been added to the BPLRT team to enhance response time and assistance to commuters.

The range of near-term measures should be complemented by an in-depth review of the BPLRT to future-proof the transport system. This will enable the future system to serve Bukit Panjang residents years from now by providing transport options for safe, reliable, comfortable journeys that are cost-effective to operate and maintain.

Powering SMRT Trains on the NSEWL

September 15, 2016/0 Comments/in Trains, Your Journey Matters/by SMRT Editors

In October 2015, SMRT released the inaugural edition of Your Journey Matters, outlining SMRT’s rail transformation efforts. Almost a year later, we have published Your Journey Matters – Edition 2, which continues the story of SMRT’s ongoing efforts to improve and renew the North-South and East-West Lines (NSEWL) – Singapore’s oldest, longest and most heavily used MRT lines.

The multi-year, multi-project efforts described in Your Journey Matters underline SMRT’s commitment to serve you better. In this new edition, we also bring you updates on the ongoing station upgrades to escalators and platform screen doors, as well as a look into how the air-conditioning is maintained on our trains.

A tremendous amount of work is being put into renewing and upgrading the North-South and East-West Lines (NSEWL), Singapore’s oldest, longest and most heavily utilised MRT lines. The work takes place every day even as the rail network continues to serve passengers for around 20 hours a day and as the system copes with increased ridership.

The transformation of the NSEWL is a complex set of engineering projects. It represents the first major upgrade for the lines since they started operations in 1987. Indeed, the renewal of the NSEWL is said to be the biggest modernisation project on a “live” MRT system anywhere in the world.

This modernisation effort will lead to an updated and renewed railway system that will allow SMRT to run more trains, carry more passengers and serve our passengers better with faster connections across the MRT network. The multi-year, multi-project effort takes place seven days a week, all-year round. Much of the work takes place away from the public eye in train depots, deep underground in train tunnels or during the early hours of the morning when trains have stopped running. Progress is made every day to modernise the NSEWL to serve you better.

With just three hours every night for engineering staff to access the track when trains are not running, it is vital for SMRT to prioritise and allocate the engineering hours and resources properly across different projects. Since 5 June 2016, the implementation of later train service start times on Sundays for 13 stations along the East West Line have given the engineering team much needed additional time to work each night. These extra hours are maximised for urgent maintenance and repair tasks as well as upgrade and renewal projects.

Powering the North-South and East-West Lines

With more trains due to be added to the NSL and EWL, existing power cables have to be replaced with larger capacity cables to accommodate the increase in power demand. SMRT is working with LTA to address the rail network’s future power needs.

A number of measures are being implemented to minimise inconvenience to MRT passengers due to power-related faults. These measures tie in with recommendations made by the Independent Advisory Panel, approved by LTA, on rectification measures to improve the rail power supply system.

These measures include renewing power components that are nearing the end-of-life stage on the 30-year old network with completely new components, increasing the power capacity of the network and thirdly, improving the design of the power network.

In order to improve the design of the power network, Voltage Limiting Devices will replace the existing 64P Earth Fault Relay. Works will be done on the 750V DC Switchgear & DC Cables, Direct Current Group (Rectifiers and Inverter) and High Voltage Group (AC Switchgear & HV cables) in order to renew, upgrade and increase the power capacity.

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This is part of a series on SMRT’s rail improvement efforts. Read more:
SMRT- Track Improvements
SMRT- Airconditioning Improvements
SMRT- Platform Screen Door Maintenance
SMRT- Escalator Maintenance

SMRT Third Rail Maintenance to Prevent Disruptions

September 5, 2016/0 Comments/in Trains/by SMRT Editors

The third rail supplies electrical power to the trains operating on the rail line. It is elevated and runs parallel to the rest of the track. A part of the train known as the Current Collection Device (CCD) is in constant contact with the third rail through a component called the CCD shoe. If you imagine the third rail to be similar to the wall socket at home, the CCD is the plug. However, in the context of a train, the “plug” is sliding along a very long “socket”. As such, the alignment of the elevated third rail has to be very precise in order to power the trains at all times.

The Linear Variable Displacement Transducer (LVDT) helps monitor the alignment of the third rail. The LVDT measures the movement of the CCD shoe and through this data, the system can chart the precise height of every inch of the third rail.

Engineers compare the latest graphs with earlier ones to identify locations where the height of the third rail was recorded as too low, or where the height has changed too much from the last measurement. With this info, the Permanent Way maintenance team can quickly zoom in, inspect and rectify any potential Third Rail faults relating to misalignment.

With the LVDT technology, the frequency of third rail inspection is increased and real time detection is possible, even during service hours. The degradation trend of the third rail can also be tracked.

The LVDT is the first of a few other condition monitoring devices we will be sharing on this blog. Check back again soon to find out more about the technologies we use to make maintenance of the track as efficient as possible.

Paving the Way for Better Journeys (Jun 2016)

June 8, 2016/1 Comment/in Trains/by SMRT Editors

“Paving the Way for Better Journeys” is part of continuing efforts by SMRT to inform, update and educate commuters of the several rail renewal projects.

Such work on SMRT’s North-South and East-West Lines (NSEWL) involve multi-year, multi-programme efforts that include changing old wooden sleepers with concrete ones, replacing signalling systems and renewing the Third Rail, as well as introducing new trains to enhance the service and reliability of the NSEWL to bring Better Journeys to all our commuters.

The key benefits from each of these efforts to commuters include Smoother Rides, Shorter Waiting Times, a More Reliable Network and More Trains (which mean higher frequency).

SMRT Trains’ Managing Director, Mr Lee Ling Wee said, “In total, there are about 200km of track on NSEWL to be renewed and upgraded. Over the past two years, we have been able to carry out these renewal and upgrade work ahead of schedule, even as we continue to keep the network operational every day. We know that the work has caused inconvenience to both commuters and residents who live near MRT track. As such, I would like to express my deepest appreciation to you for your kind understanding, patience and support.”

SMRT-NTU Smart Urban Rail Corporate Laboratory Launch

May 20, 2016/2 Comments/in Trains/by SMRT Editors

From a commuter’s perspective, words like condition monitoring and prediction-analytical techniques may not matter much to their commuting experience.

What weighs heavily in their minds are questions like how crowded will the next train be, how long do I have to wait for my next train, and will I be able to reach my destination safely and on time?

At SMRT, we continue to have an unwavering commitment towards our commuters and have undivided focus towards solving present issues. We are fully aware that our rail system is an integral part of our lives, intricately weaved into our everyday lives.

Our current maintenance approach is targeted to solve present track or train related issues during engineering hours nightly. However, as our rail systems run 365 days without rest, we can no longer rely on traditional maintenance methodologies.

Today, the SMRT-NTU Smart Urban Rail Corporate Laboratory (Corp-Lab) was officially launched by Coordinating Minister for Infrastructure and Minister for Transport, Mr. Khaw Boon Wan.

Corp-Lab is a collaborative platform where SMRT partner academia and fellow industry partners for knowledge exchange. NTU’s scientific and renowned research capabilities; together with SMRT’s operational expertise will help deliver real-life customized solutions that will serve the needs and problems faced by our rail systems.

Till date, we have had success with the introduction of condition monitoring systems through preemptive failure warnings of critical components and systems. For example, the Third Rail Sag Alert system managed to capture 14 warning triggers in 2015.

Going forward, Corp-Lab will focus on two research tracks. The first aims to develop advanced condition monitoring system that will further enhance the resiliency and safety of our network. The second is targeted to enhance overall integrity and reliability of our rail assets.

Through Corp-Lab and NRF’s Corporate Lab @ University scheme, we aim to deliver customized solutions, strengthen our rail network by detecting potential faults earlier and increasing the pool of industry-ready experts.

When we are able to do so, this will translate into smoother and uninterrupted journeys for our commuters in our rail network.

Trains Vs Lightning

May 12, 2016/0 Comments/in Trains/by SMRT Editors

We spoke to our engineers to understand how our trains are protected from lightning strikes. Each train is protected by a “Faraday Cage”. This is an enclosure formed by conductive material that blocks electric fields and electric currents such as lightning strikes. The cage conducts current around the outside of the enclosed space with none passing through the interior.

In this case, the metallic exterior of our trains is the Faraday Cage that protects everyone inside from electric currents. Even if you’re holding onto the grab pole, you will still be safe as grab poles are attached securely to the train’s interior and are not connected to the external frame. If lightning strikes, the electric current will travel through the outside shell of the train, not through the cabin, and pass through the wheels to the track. The train is grounded to the track.

This process of shielding is used in cars and planes as well.

Lightning Strike on 11 May

You may have read on the news that lightning struck a location between Yio Chu Kang and Khatib Stations along the North-South Line on 11 May 2016. This caused a train fault, affecting commuters travelling towards Yio Chu Kang Station. Commuters on board the affected train were safely disembarked at Yio Chu Kang Station. As a precaution, our engineers also tested the trackside equipment to ensure that it was safe for trains to move over the affected area.

Initial findings show no indication that our train was directly struck by lightning. We suspect that lightning could have hit a nearby area close to the train and indirectly affected the performance of electronics on the train which resulted in a train fault.

Lightning related incidents are a relatively rare occurrence. We have had an average of one or two such incidents in recent years. We would like to reassure all our commuters that our trains are designed to safely protect them in adverse weather conditions, such as lightning strikes.

SMRT Condition Monitoring Technologies

May 11, 2016/0 Comments/in Trains/by SMRT Editors

The North-South and East-West Lines (NSEWL) are two of Singapore’s oldest heavy rail lines. These lines carry almost 2.5 million passengers from as early as 6am to around midnight each day.

The Challenge

Maintenance teams have only a few hours each night to rectify any infrastructure faults that may cause interruption to train service the following day. Relying solely on the human eye to discover faults across the 200km length of track on the NSEWL would be like searching for a needle in a haystack.

How do we overcome these challenges?

It was thus important for SMRT to develop a suite of condition monitoring systems to properly observe and gauge the status of the track and other components in the network, enabling maintenance teams to better plan maintenance schedules and priorities.

Multi-function Vehicle (MFV)

SMRT has been building its capabilities with condition monitoring technologies as early as 1995, with the introduction of the Multi-Function Vehicle (MFV). The MFV can scan long stretches of track, if not the entire line, to collect data that relates to track geometry, rail flaws and other measurements.

In this series of blog posts, we will introduce the rest of the condition monitoring technologies and how they help our maintenance teams.

To start off, here are ten quick facts about Condition Monitoring

# 1: Linear Variable Displacement Transducer (LVDT) was introduced in 2013

# 2: LVDT is also referred to as Third Rail Sag Detection System. It monitors the overall alignment of the power providing third rail.

#3: RailVision was introduced in 2009 and uses a combination of image capture and detection systems to identify faults on a track.

#4: RailVision is able to cover the entire NSEWL in a matter of hours. It would have taken days for patrol teams to cover the same distance.

#5: Multi-Function Vehicles (MFV) were first introduced in 1995 and has since been evolved under the Engineering Trains Branch team.

#6: MFV use other systems, such as one that utilises ultrasound technology, to detect rail condition.

#7: The Laser Trolley is one of the newer conditioning monitoring devices. It was introduced last year, in 2015

#8: In order to measure both rails at the same time, the Laser Trolley had to be customized according to SMRT’s specifications.

#9: The small rocks that the tracks rest on are known as the ballast and they have to be monitored as well.

#10: The conventional way for checking the ballast is to dig out and send samples to labs for testing.

Follow our series on Condition Monitoring as we go deeper into each condition monitoring device.

SMRT Mobility Features

May 4, 2016/0 Comments/in Buses and Taxis, Trains/by SMRT Editors

Millions of commuters travel on our transportation network daily. Lot’s of us know the stations and interchanges so well that we breeze through them on auto-pilot, with eyes glued to our phones. Admit it, you and I are guilty of that once in a while. We’ve walked the same route for years and it has become second nature to us.

However, for passengers with disabilities, the daily commute can be a constant challenge.

For someone on a wheelchair, something as small as the 75mm gap between the train platform and the train can be an obstacle to overcome.

There are many accessibility features on both trains and bus networks to help narrow the metaphorical gap that passengers with disabilities experience daily.

MRT Train Stations

Barrier-free entrances and exits

In SMRT’s early days, passengers on wheelchairs would have trouble entering our stations as there were only staircases and escalators to reach the concourse levels. Today, all stations will have at least one entrance that passengers on wheelchairs can use.

Tactile paving

The bars and bumps on the ground are known as tactile paving. They are there for the visually impaired, forming a path leading from platform to important places in the station, such as the fare gates. Have you also noticed that the tactile paving always leads to the wider fare gate?

Wider fare gates

Wider fare gates were introduced to allow wheelchairs to pass, as well as bulky items. These gates are bidirectional, making it more convenient for the passenger as they do not need to approach a Station Staff to help them turn the gate to a certain direction.

Wheelchair indicators and wheelchair-accessible train carriages

At the platform, passengers in wheelchairs should look out for the wheelchair indicators on the platform screen door or platform floor. These indicators reflect where the wheelchair spaces are on a wheelchair-accessible train carriage. There are two such spaces per train. Some trains also have the grab bar closest to the train doors removed, allowing passengers with wheelchairs or strollers to enter the train easily.

Visual indicators

There are also visual indicators for the hearing impaired. The prominent flashing red lights above the platform screen doors indicate when the train doors are closing.

Bus Interchanges

Special boarding and alighting berths

Special boarding berths at some interchanges were modified for passengers in wheelchairs. Wheelchair bound passengers who wish to board a certain service number can state so via a console at these berths. The next bus will swing by the berth to pick them up.

Wheelchair-accessible buses

Passengers in wheelchairs indicate their intention to board a wheelchair accessible bus by pressing the blue button next to the exit doors, triggering a special alert to the Bus Captain. The Bus Captain will then deploy the ramp and help the passenger on board the bus.

Braille guidance on handrails

At the new Woodlands Temporary Bus Interchange, there are “signs” in Braille on the handrails to help the visually impaired locate waiting areas.

SMRT Disruptions 2015- And What We Are Doing

April 20, 2016/0 Comments/in Trains/by SMRT Editors

Singapore’s MRT network consists of five different lines and has a total of 118 stations in operation. SMRT operates the North-South Line (NSL), East-West Line (EWL) and Circle Line (CCL). The other lines that complete the network are the North-East Line (NEL) and the latest addition, the Downtown Line (DTL).

Disruptions of more than 30 minutes per km in 2015*
Line	Length of line (km)	Disruptions of > 30 min in 2015	Disruptions per km
NSEWL	94	7	0.0745
NSL	45	4	0.0888
EWL	49	3	0.0612
CCL	35.4	2	0.0565
NEL	20	4	0.2000
*The Downtown Line statistics have been omitted as it has only been in service since 2013 and 2015 (Phases 1 & 2)

In 2015, SMRT had a total of nine service disruptions that lasted more than 30 minutes across its MRT network distance of 129.4km, an average of 0.0696 disruptions per km.

Instead of the absolute number of disruptions of more than 30 minutes, the “Disruptions of more than 30 minutes per km” metric could be a more useful measure of reliability, as certainly the length of the line (plus its age, number of stations, number of trains, number of passengers etc) should factor into calculations of reliability.

Our observations of the disruption statistics of the MRT network notwithstanding, we continue with our efforts to improve overall rail reliability and we are committed to reducing the total number of disruptions.

What SMRT is doing about longer disruptions and power-related issues?

Of the seven NSL and EWL disruptions that lasted more than 30 minutes in 2015, more than half (53%) were traced to power-related issues. The rest were caused by train faults and signal faults. Our efforts to address these faults include the progressive upgrade of older trains and upgrading the signalling system.

In view of the higher passenger carrying capacity that will soon be made possible by the upgrading of the signalling system and the introduction of more new trains in the next two years, the upgrade and renewal of the Power Sub Stations on the NSL and EWL network has been made even more urgent. We have started upgrading and renewing our power network since early 2015. These sub station upgrades will help address the cause of power delays lasting more than 30 minutes when the work is completed by the end of 2018.

The Third Rail System which supplies power to the trains is currently being upgraded to an improved design, which will increase its robustness and maintainability. We began these upgrading works in 2015. We are working on replacing the entire Third Rail system on the approximately 200-km track length (in both directions) of the NSL and EWL by March 2017. As of 12 April 2016, about 27% on the EWL and 6% on the NSL have been upgraded.

As part of joint efforts to address power-related faults, SMRT and LTA have also consulted experts to improve the resilience of the electricity lines that provide power to MRT trains and stations. (Please click to view the “Independent Advisory Panel completes review of rail power supply system” press release from LTA). SMRT will work closely with LTA to implement these design improvements as part of the renewal programme for the NSL and EWL power system.

Against this backdrop of upgrades, renewal and enhancements to the third rail system and power sub stations, it’s important that we also focus on condition monitoring and predictive maintenance technologies. When fully implemented, our engineers at the Maintenance Operation Centre will be able to leverage on this capability to monitor, predict and pre-empt faults, and attend to them quickly when they do happen.