Yee Boon CheowDirector, Rail Systems

Land Transport Authority of Singapore

Overview of Transport Landscape

CBTC metros in Singapore

Full Automatic Driverless CBTCs

Half‐Height Platform Screen Doors

3

Context Asean

Introduction

Singapore 

4High‐densityhousing 

Population : 5.9 millionLand Area  : 711 sq. km43 km

23 km

5Year 2007  Year X

6

LRT : 29 km, 43 stations

Taxis : 27,000 Buses: 344 routes, 4300 buses

MRT : 149 km, 105 stations

7

Daily Bus trips : 3.38 million

Daily Taxi trips : 0.94 million

Daily MRT/LRT trips : 2.4 million

• Two Operators: SMRT & SBST• Daily Ridership 2.4 Million

Total Length : 360 km 

To attract commuters to shift from private transport to taking the MRT

•New Lines to Improve Connectivity and Accessibility

•Extension to Areas not Served by MRT Network

•8 in 10 Households within Walking Distance of a MRT Station

North‐East Line

• Urbalis 300 System, by Alstom

• 16 stations, 1 depot• Total length 20 km, fully underground

• Operational in 2003

• Communication Based Train Control (CBTC)

• Computer Based Interlocking (CBI)

• Moving Block

• Driverless System 

Circle Line

• Urbalis 300 System, by Alstom

• 30 stations, 1 depot• Total length 35.7 km, depot and mainline fully underground

• Operational in phases between 2009 to 2012

• Communication Based Train Control (CBTC)

• Computer Based Interlocking (CBI)

• Moving Block

• Driverless System 

Downtown Line

• Sirius System, by Siemens (Invensys Rail)

• 34 stations, 1 depot• Total length 42 km, fully underground

• First stage to be operational in 2013

• Communication Based Train Control (CBTC)

• Computer Based Interlocking (CBI)

• Moving Block

• Driverless System 

North‐South & East‐West Lines

• FS2000 System by Siemens (Invensys Rail)

• 54 stations, 3 depots• EW line 57.2 km, NS line 45km 

• Operational in 1987

• Relay Interlocking• Fixed Block Track Circuit• Driver System

• To be re‐signalled using Seltrac System by Thales

• Communication Based Train Control (CBTC)

• Computer Based Interlocking (CBI)

• Moving Block

Thomson Line

• 22 stations, 1 depot• Total length 30 km 

• Tendering phase

• Communication Based Train Control (CBTC)

• Computer Based Interlocking (CBI)

• Moving Block

• Driverless System 

• In Singapore, CBTC technology enabled implementation of fully automatic, driverless metros:

– Able to operate the system independent of the availability of drivers.

• Able to dispatch and withdraw trains from OCC without drivers.

• Able to deploy the maximum number of trains for peak hours, i.e. shorter headways.

• Greater flexibility in managing fluctuations in demand.

– Staff can be cross‐trained and re‐deployed to provide customer service and check security

• Achieved by complementing CBTC with the following functions:

– Fully automatic driverless depot operations

– Remote depot/mainline train wake up &sleep 

– supporting trainborne communications, e.g. CCTV, Train 

intercom

– System redundancy for high train availability, e.g. 

handover to station control when OCC is not available

Depot/Mainline Stabling Sidings

Depot Control Centre or Operation Control Centre

Wakeup/Sleep Request

Train Health Status/ Train Sleep

Comms equipment installed in every train

• Radio

• Intercom

• Information System

• Public Address

• CCTV

• Monitor designated areas with event triggering of CCTV

1)  Passenger Emergency Call (PEC) 

2)  Detrainment Door Cover Opening

3)  Detrainment Door Opening

4)  Saloon Door Emergency Handle Cover Actuation 

5)  Console Cover Opening 6)  Fire extinguisher Removed7)  Interior Smoke Detection

PECPEC

DrivingConsole

Detrainment Door

Door Door 

C1

M-Car #1

C2

T-Car M-Car #2

C3 C4 C5 C7C6 C8

Radio

TCI

MPU MPU

riom riom

ATP

COM

ATOTDMS

Radio

TCI

MPUMPU

riomriom

COM

ATP

ATOTDMS

COMS System ATC System TIMS System

ACUACU ACUACU

LPU LPU

riom riom riomriom riom

PSD ROOMPSD ROOM PSD ROOM

ISCS VDU

PSC

ISCS VDU

PSC

ISCS VDU

PSC

DMS HMISER SER SER

Beacon

DMS HMI DMS HMI

ATC

FIBRE OPTIC NETWORK

SSS LAN SSS LANMSS LAN

EVSCPEVSCPEVSCP

HW/TW HW/TW HW/TW

DMSLocal ATS DMSLocal ATSDMSLocal ATS

DMSATC

DMSCBIPSDEquipment

PSDEquipment

PSDEquipment

Waveguide ATC

WINBase Station

WINBase Station

WINBase Station

PlatforHWTW

HWTWESP Platform

HWTW

HWTWESPPlatform

HWTW

HWTWESP

OperationControlCentre

• More complex interface issues  ‐ e.g. Signalling – Power Supply interface for detrainment scenarios

• More degraded mode scenarios to be tested

•Automatic Emergency Stop area applied during emergency detrainment• Power from 3rd Rail cuts off automatically to allow safe passage of passengers

• Off‐site test track testing for core systems integration tests to resolve system design and interface issues early.

• Helps to reduce faults and risks during on‐site testing.

• OCC Staff needs to be familiar with various emergency and degraded modes

• Station staff needs to be trained for train recovery.

• Maintenance staff needs to be competent in wireless telecommunications.

• CBTC has been an enabler for the implementation of fully automatic driverless systems in Singapore by complementing it with other essential functions.

• Various issues ranging from design, testing,  operations and maintenance need to be managed.

• Continue with this approach in future lines.

Half‐Height Platform Screen Doors (HHPSD) Project at elevated stations

What is Half Height Platform Screen Door (HHPSD) ?

‐ 1.5m barrier (Slightly more than half the normal size of the platform screen door that we have in the existing underground MRT Stations).

Why we need Half Height Platform Screen Doors?

‐ To prevent Track Intrusion.‐ To reduce service disruptions to MRT system.

Fixed Panel Sliding Doors Fixed Driving Panel

Fixed Driving Panel

FixedDriving Panel

1.8m Doorway 

1.5m

Typical HHPSD DimensionsWidth of Sliding Doors : 1800 mmWidth of Fixed Driving Panel (FDP) : 600 mmWidth of Fixed Panel (FP)  : 2700 mmTotal length of HHPSD per platform : 138500 mmHeight of Sliding Door : 1500 mm

Laminated Tempered Glass

Scope of Works

No. of Stations : 36Doors per Station : 48 (Typical Station)

: 96 (Interchange Station)Total No. of Doors : 1920

HHPSD Project Schedule 

Stage 1 works : Completion in Dec 2009 (3 pilot stations)Stage 2 works : Completion in 2012 (Remaining 33 elevated stations)

System Map of North‐South‐East‐West line (or Compass line)

Stage 1 Pilot Stations

Stage 2A – Completion by Q2 2011 Stage 2B

– Completion by Q4 2011

Stage 2C – Completion by Q3 2012

HHPSD Project Implementation Sequence

PioneerJooKoon

W13W14 and JEMP

Legend

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31Week

Cutting & Removal of Granite Tile

Coring

Reinstatement

HHPSD Installation including Cabling

A&A Works – UPS/ECS/FPS/Comms/SCS

T & C

27 Weeks

STEP 1 ‐Marking of HHPSD Footprint on Platform Edge Granite Tile

STEP 2 ‐ Cutting of Platform Edge Granite Tile

STEP 3 – Removal of Platform Edge Granite Tile

STEP 4 – Preparation for Installation of Insulation Membrane with Screed

STEP 5 ‐ Replace with Temporary Safety Cover

STEP 6 ‐ Coring of Mounting Holes for Baseplate and Cable Entry 

STEP 7 ‐ Installation of Baseplate for Mounting of HHSPD

MANDATORY ‐ Touch Voltage Test to Ensure Commuters’ Safety 

STEP 8 ‐ Installation of Half Height Platform Screen Doors

Completion of Typical Set of HHPSD Doorway

STEP 9 ‐ Site Acceptance Test of HHPSD with Station Equipment

System Maintenance Tool (SMT)

Simulation Test Box

Equipotential Bonding Test

System Testing

Individual Door Local Control Test

STEP 10 ‐ Integrated Testing & Commissioning with SignallingSystem

STEP 11 ‐ Handover to Operator

Launch of HHPSD

• Training for workers on mock‐up• To complete work quickly and clear out platform 

and tracks within limited hours

• When work is still on‐going at a station,• Notices / Signages to warn Public• PA announcement to remind Public• Contractors and Operators to monitor the 

platforms in the interim

• Use of noise barriers during tile cutting• Use of station electricity supply instead of 

diesel generator • Avoid noisy activities on Sunday, Public 

Holiday

• Engagement with affected residents / stakeholders

• Keep them updated of the works

Thank You

Challenges Encountered & Lessons Learnt

S/No Challenges Encountered Lessons Learnt and Measures to be Taken

1. Limited working hours & limited station/track access during non-revenue hours

• Limited working hrs (about 2.5 to 3 hrs per night)

• Limited station/track access each week (3 to 4 nights).

• Co-exist with the Operator’s maintenance regime and to ensure railway operational readiness.

• No works during FI and other National Events

• Modular system - Assembled and pass through comprehensive tests in the factory before knocked down and deliver to site in 3 modules. Install on site as plug and play units.

• Scheduling more work activities during off-peak revenue hrs.• Simplify platform edge preparation process - Reduce the

length of cutting of the granite by half, rationalise the process to eliminate the removal and reinstatement of the 135 kg coping stone and reduce the 6 steps process to 3 steps.

• Close co-ordination with SMRT and Contractor, co-exist with SMRT maintenance works to maximise track access.

• Operating on a Single Platform at terminal station during off-peak revenue hrs to gain additional testing window.

• Conduct manual route measurement to reduce the track possession requirement. Will continue to explore the possibility of reducing the ATO train run for Secondary route

Challenges Encountered & Lessons Learnt

S/No Challenges Encountered Lessons Learnt and Measures to be taken

2. Physical Limitation, Accuracy of As-built Information, Risks of Retrofitting Existing Stations

• Space limitation in the existing plant rooms. Difficulty in fitting the additional/New equipment into the room

• Existing LSC system is obsolete, no hardware/ software support available. Cannot be modified and expanded to accommodate new requirements.

• Ensure that during the modification process, the integrity of the existing system is maintained and the operations are not compromise the next day.

• As-built information on critical system like UPS notalways available

• Explore the use of smaller sized equipment.• Conduct detail site survey and physical mapping of the new

equipment on the elevation and plan of the plant room to ensure that the equipment can be fitted into the room before fabrication and installation.

• Provide stand alone unit that fits well with SMRT scheduled to upgrade the system.

• Careful and detail planning. Rigorous Hazard analysis and joint review of method statement with operator are carried out.

• Before any cut in for the critical system, a high level working meeting attended by SMRT, the Contractor and their specialist and LTA will be conducted to review the hazards and the method statement.

• Independent audit of the installation works to identify any gaps with corresponding preventive measures.

• Diligent effort to verify the accuracy of As-built information against site conditions prior to implementation.

Challenges Encountered & Lessons Learnt

S/No Challenges Encountered Lessons Learnt and Measures to be Taken

3. Manpower and Environmental

• Duplicating of manpower - SMRT (PIC) and LTA(WIC) Individual PIC for each discipline in the same station

• High Noise Level from Cutting of granite tiles and Coring of platform

• Dedicated PIC to covers all works in the station and LTA WIC to cover a few stations.

• Joint WITS project with Contractor develop portable noise barrier to reduce the transmission of the noise to the resident area.