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Future MRT map
(17 March 2011, 12:33 AM)gs97 Wrote:   Show/Hide

gs97, can u pls upload a much bigger version of the coastal region line? I can't see the name of the stns.

My longest post in SGTrains was achieved 18 February 2011 at 03:00 PM.

Best in Simei, Jurong and some say Bukit Batok and now Mount Faber!Cool
(18 March 2011, 03:33 PM)tiukengleng1994 Wrote:   Show/Hide

How about this?
Or this?
Or this? to go!
Yours sincerely,
(18 March 2011, 11:33 PM)gs97 Wrote:   Show/Hide

nice maps Smile

maybe i could see a alternate Thomson Line or East Region Line though

train reps: C651 - 233/234, C830 - 34, C751A - 047/048

Bus reps: SMB145B, SMB1406S, SMB3536L

Vee-Power on 145

(05 March 2011, 01:04 PM)tiukengleng1994 Wrote:   Show/Hide
That map might not come into reality or if it does, it would take a long time to have it, 1 line alone takes at least 5 - 10 years.
(19 March 2011, 05:14 PM)d143b2 Wrote:   Show/Hide

it's actually a combination of the eastern region, thomson and the "western region" lines, and used powerpoint to make the picture.
Yours sincerely,
(05 March 2011, 01:04 PM)tiukengleng1994 Wrote:   Show/Hide

This way too messy and confusing...I dun think LTA will organise the future system maps like that. Eventhough it has about 20 over lines...
(07 March 2011, 04:41 PM)Samuel Lee Wrote:   Show/Hide

Samuel, I was recently thinking dat if wat u said is true then why not make the Holland Line terminate at DBG instead of going thru the trouble to make it take over the (current) CCL tracks from DBG to Promenade?

And another thing: if plans for Holland Line eventually materialises such dat bidding can be done for construction work on the line as well as for rolling stock, why not make the latter linear-motored (like Toei Oedo Line), such dat construction costs can be pushed down as linear-motored trains are cheaper to make?
(18 March 2011, 11:33 PM)gs97 Wrote:   Show/Hide

If the Coastal Region Line is built it could relieve the traffic on the EWL and combined with the North Shore Line (as shown) can make ppl living in areas like Woodlands and Punggol have easier access to Changi Airport.
My longest post in SGTrains was achieved 18 February 2011 at 03:00 PM.

Best in Simei, Jurong and some say Bukit Batok and now Mount Faber!Cool
Look Closely At Tuas it Is EW32 But Beside It Tebrau Station It Indicates as TE1 Tuas Extension
I indicated it green because East West Line Is Green.
Enjoy your holidays! ~ TIB1026C
(09 April 2011, 05:33 PM)tiukengleng1994 Wrote:   Show/Hide

Let me share my few points worth:

DBG CCL / Holland Line
1 of your solution to avoid messy / cock-up track diagram in Promenade is to make Dhoby Ghaut, instead of Promenade as the terminus of Holland Line.

Yes, it is totally feasible by adding a X-shaped crossover right after the existing tunnels of CCL.

But these are the complication that one can further think on:

1: 2 lines, 2 shared platform. It means that trains in Holland Line or Circle Line can terminate at any platform that is available.

Seriously, this means a real make use of RATIS. Since the Boon Lay - Changi Airport train was removed, the RATIS is a white elephant (Especially Expo & Changi Airport) to me until LTE (Still limited usage). Why? Because the RATIS don't really tell you the next train arrival until it is less than 6 mins. It is like wait for sometime and to be see the next train arrives at 6 mins (7 mins for CCL) later. WTF? And yes, we should say "F* the Stomper!" for stomping a "ridiculous waiting time" and suggested that SMRT might as well not to display the time for next train.

While that "can be fun" (To train fans), it pose some serious problem.

When you have 2 platforms shared for 2 lines, it means on average 1 line 1 platform. It won't be an issue when the present time arrival gap is like 7 mins, but it really pose a jam to both CCL and future Holland Line during peak hours / or when each train comes within 4 mins.


A) Add a sidings right after present Dhoby Ghaut tunnels. But, I suspect the space available might not suit this. Assuming that a sidings after present tunnels is feasible, it means that trains from Holland Line will drop passengers in one platform, hide into the sidings, then come out to pick up passengers after the Circle Line trains have cleared.

B) Fix one platform one line. RATIS will no longer be fun anymore, but this is the most simplest solution, and cost-free as well. However, Dhoby Ghaut will permeantly stucked with Jurong East situation, and JEMP there is impossible.

On top of that, bear in mind that how CCL function then, especially the sector in CCLe when the loop is closed and without transferring the existing Promenade - Dhoby Ghaut into another line?

I mean, think, maybe lah, the trains from Esplanade can go to existing CCL platform in Promenade, and trains from Bayfront can go to the "phantom" platform. But hor, if the train is not a full circle loop, then train must terminate somewhere, apparently, that is called Dhoby Ghaut. So the problem is if one fix the route such that Dhoby Ghaut - Esplanade - Promenade (Bayfront) - Paya Lebar (Marina Bay) - Buona Vista (Harbourfront) - Harbourfront (Buona Vista) - Marina Bay (Paya Lebar) - Bayfront (Promenade) - Esplanade - Dhoby Ghaut, where the bracket indicates the opposing direction, which is equivalent to current CCL DBG bound trains, it will cause inconvience to commuters who travel between Bayfront and other western counterparts to Promenade and its eastern counterparts. On top of that, one have factor the number of trains available for that (Especially those who suggest doing an alternate of "through train" by doing full loop and trains who go to Dhoby Ghaut branch or "Townlink style" by first loop from Dhoby Ghaut, will not return to Esplanade after passed Bayfront (Promenade for current DBG bound platform) and only return to Esplanade after completed the second loop).

If that is not one who likes it, then I suggest the better solution is just to continue the line from Promenade to Stadium, where the sidings really come in handy now.

2: LTA's weird preference
I forsee that current LTA team likes to separate each lines to its unique tracks.

Apparently, I can sum up the reasons for this:
  • Signalling System.

    Apparently they do not want to mix with old and new trains with different signalling system. Neither do they like to compromise the new line by using the old signalling system, which is justifiable. (Before people complain how come this line so sux one, now is 20XY, still use 2000s or even 1990s technology? WTFH??!! Angry)

  • MRT Secrets.

    I do wonder why the LTA and Kawasaki say simi once again they are proven to be reliable and whatever crap so that they got the C151A tender. (They are not offering the lowest cost, though). If they are so reliable, then why LTA want to give NEL & CCL at the same time to Alstom? Why not C151A give Alstom or Hyundai (Who refurbish the old C151)? Why they even give DTL trains to Bombardier, who had a bad experience in BPLRT (Partially their fault as proven by earlier technical glitches + bad design on power supply, partially LTA fault for making BPLRT as roller coaster instead of People's Mover system! Angry)? (PS: Those people who call for tender, regardless LTA, SMRT, SBST, or even NEA for hawker or private commerical entities who called for one such etc. will cover their backside by saying they reserve the right not to accept the lowest / highest bidder and having the right not to accept ANY tender. So Bombardier's C951 is offering the lowest cost train is not a complete reason to me, as they have previous C151A experience.)

    OT: And who was that idiot who claimed now BPLRT is stable, except the power supply is (a bit) unreliable = BPLRT is stable? Isn't power supply of a train is the blood vessel of a train? Without blood flowing through our body, we would die. Without power supply to flow the electricity to the train, the train will die as well.

    Hence, there is a reason to speculate that in every line, there must be some hidden secrets, somewhere. It is not really in terms of where the sidings are, but rather like "KPE tunnels' exits" etc. Afterall, these companies are from other countries and we must safeguard things into our benefits. This is done by giving half information, aka one portion of the system is handed to Japan, the other goes to France and the other goes to Canada etc. This reason was partially mooted by some old folks as well, despite I can't confirm how true this consideration could be.

  • Tender of lines.

    It is getting more and more evident that DTL will be awarded to SBST, instead of SMRT. Since when do one see EWL and NSL's tender are separated? No right? NEL and CCL by right, I believe that there is a link to each other in Harbourfront tunnel (Right before Harbourfront on the left, in terms of HBF bound). This is partially but vague support by artist impression in VivoCity. Assuming that there is connection, then it proves that back then when they build HBF, they had a provision station box, like one in Chinatown / Punggol. Apparently, it could have serve as an extension from NEL, which further justifies the 6 car formation on the shortest and least usage line. The Marina Line might have join with the Arts Central Line etc. to become something else and part of the present CCL 2 and 3 might be shifted a bit westwards and serve as the "Kallang Line" (Extension from Ang Mo Kio's middle track).

    But eventually, it became this kind of formation whereby CCL is 3rd rail and 3 cars, based on 1996 whitepaper that upgrades the "orbituary LRT system" to MRT (It was once studied the feasibility of orbitual LRT line from Hougang - Ang Mo Kio and Buona Vista, mentioned in some textbooks when I was Primary 4. I am now 20).

    Therefore, it is getting evident that they want to separate DTL from CCL, and hence, most likely DTL will be win by SBST.

    Back to Holland Line - CCL, it means that unless they want to couple Holland Line with CCL by SMRT (30 years tender), which they could have couple CCL with DTL but they choose NOT to (DTL 15 years tender), why and what can I expect from LTA?

3: Linear Motor Train
Good suggestion. But maybe must ask TIB1224Y as rolling stock specialist to understand why they never choose this option before.

Thats all for my DBG - Holland / CCL issue.

Coastal Region Line
It is kind of perimeter line to me.

It MIGHT be workable, especially ERL ends in the CBD area which leaves a room for extension to somewhere open to speculation. Furthermore, North Shore Line is under planning, which means open for speculation as well.

Based on

[Image: coastalregionline.jpg]

I find that the Western part is done in imagination.
  • You sure Toh Guan is in middle of Jurong East & Chinese Garden?
  • CR32 & CR33 have same name - University. This is one of the lousiest name they can come up with. We got NTU, NUS, SMU etc. Which U are you talking about? WeiSen-U? Sleepy
  • As far as I know, Bukit Batok West is FAR away from Hillview. And why terminate in such an unstrategic location? Bukit Batok West should have gone straight up to serve "Choa Chu Kang West" (Nearer to Lim Chu Kang / Tengah areas) and eventually ends in Choa Chu Kang, or maybe even further up, only to wonder the usage is justified for a line or not.
(13 June 2011, 08:11 PM)Samuel Lee Wrote:   Show/Hide

How long did you take to post this...
Hi there! I am a railway technology enthusiast, currently studying at a polytechnic in Singapore.

North South Line for openBVE [NB: MSP - BSH]
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