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Jurong Region Line (JRL) Discussion
LTA updated the website which updated artist impression of JRL.

More artists impressions of JRL, Tengah will become another Gul Circle station.

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-deleted, cuz nolonger valid-
Construction works are already starting on the Jurong Region Line stations and viaduct, along Jurong West Avenue 2.

Stations concerned: Corporation, Jurong West, Bahar Junction.

Meanwhile, Choa Chu Kang Avenue 3 side haven't started construction, yet press release already announced. 

Meanwhile, the site office next to EWL Boon Lay Station is multi story, which is unlike other site offices I have seen before.

This is an indication that Jurong Region Line may use the traditional steel wheel trains, that is used on the MRT lines, instead of the rubber tyred trains, that is used on the LRT lines.

Honestly, the article mentioned lubrication, which I went to Google "wheel lubrication system".


I believe no matter how cost effective it may be, having a wheel lubrication system to reduce the noise of steel wheels is more expensive than just having rubber tyred trains that already generate minimal noise. 

Example of rubber tyred trains are those used on the Sengkang LRT, Punggol LRT and Bukit Panjang LRT. All of them are Automated Guideway Transit.

The Jurong Region Line can also be Automated Guideway Transit.

Why invest on wheel lubrication system, when in the first place, we can have wheels that generate minimal noise? Ie, Rubber tyred wheels?

The wheel lubrication system is unnecessary, if in the first place we use wheels that generate minimal noise, which we have the option. So, why don't want to choose it? 

Why instead choose steel wheels, and as a result have to invest on wheel lubrication system, which involves the costs of procuring the system, and maintaining the system? 

I really hope that the Land Transit Authority would use rubber tyred trains, instead of steel wheel trains, on the Jurong Region Line. 

Using rubber tyred trains would make the Jurong Region Line as quiet as the Sengkang LRT, Punggol LRT and Bukit Panjang LRT. 

Installing noise barrier would make the Jurong Region Line quieter than the Sengkang LRT, Punggol LRT and Bukit Panjang LRT. 

Considering the Jurong Region Line is the next elevated railway system to be built after the Punggol LRT, it should be better than the Punggol LRT, because of the advancement of technology over time, and not worse. 

So, while I support the idea of installing noise barrier on the Jurong Region Line during construction phase, I really hope that the Land Transport Authority would use rubber tyred trains right from the beginning, to save on the wheel lubrication system, which is not necessary if the wheels are quieter in the first place, which at this moment, we have the option of using rubber tyred trains instead of steel wheel trains.

Please manage it well, in order not to be accused of unnecessary spending.
OR they could just use a similar system to the paris metro rubber tired lines, with steel rails for guidance, and rubber tyre's on concrete for propulsion.

Another way is to use the VAL system, now owned by Siemens, used on some systems in France and Taipei.

Cos tbh, the MHI crystal mover really isn't suited for even medium capacity. It's design can't even compared to the fore runners such as VAL or the Alstom system used on Paris metro or Montreal Metro.

While MHI has the new urbanismo, specfically the -22 model, which is used on the Macau LRT. It is basically a SKLRT crystal mover underneath, just a new body. While MHI trains can have multiple cars with gangways, they cannot add addtional cars to the intergral design, can only couple as additional sets.
Actually, using steel wheels has its advantages.

According to this article (, steel wheels are more durable, generates less friction, and uses less electricity.

The only disadvantage is that steel wheels generate more noise than rubber tyres.

I believe the Land Transport Authority has conducted a cost-benefit analysis between steel wheels and rubber tyres, and arrived at the conclusion that steel wheels has lower costs and higher benefits in the long run, even if the wheel lubrication system is factored into the costs.
[-] The following 1 user Likes busanalyser's post:
  • metr0p0litain
(20 October 2019, 02:44 PM)busanalyser Wrote:   Show/Hide

Yea, especially looking at the profile of the line, I doubt there will be any steep incline or gradients that would overwhelm steel wheels, hence that advantage brought by rubber tyres is out.

Looking at the DLR, the line is also tight in some areas such as Canary Wharf area. Hence those trains had specially profiled steel wheels to handle the small turning radius.

Other than noise barriers for noise reduction, the track bed could be designed such that the noise from the steel-on-steel contact is absorbed by the vertical section of the track bed. Hence, assisting the noise barriers, which is only effective on low frequencies, in reducing higher frequency noise.
Another thing to consider is that rubber tyres tend to catch fire. 

Am currently watching 華視新聞. Today got a lot of news on buildings catching fire, and a bus catching fire. The bus catching fire is because the rubber tyres overheat, thus catch fire.

Whereas rubber tyres tend to catch fire, I have never seen steel wheels catch fire before. Only got sparks occasionally. But that's about it.

So yeah.

Steel wheels is a much better option than Rubber tyres.

As for the noise reduction, the concern is on HDB flats that are less than 2 metres from the Jurong Region Line, which is the one next to Pioneer Primary School, and the one next to the North South Line tracks towards Choa Chu Kang MRT Station.

Which, over in Taiwan, the circular line, where the trains run on steel wheels and also very close to residential areas, have received complaints about it generating unbearable noises.

Even at sections where there are noise barriers. 

So, this one, only got one practical option besides using noise barrier:

Instead of only noise barrier at the sides, the noise barrier should also cover the top.

Running trains at reduced speed is impractical, and only wasting resources. Trains running at those sections should run at the same speed as the other sections.

And hopefully, with the wheel lubrication system and the noise barrier, the two measures are enough to reduce the noise pollution of the Jurong Region Line to the lowest.

After all, a noise pollution study was conducted on the Jurong Region Line a few years ago.

I am assured that with these measures in place, noise pollution would not be a problem if Jurong Region Line trains use steel wheels. 

Instead, steel wheels has higher benefits and lower costs than rubber tyres, and we can enjoy the related costs savings in the long run.
Contract for Bahar Junction and Jurong West stations awarded.
For those who want a preview of the Jurong Region Line, may want to look at videos of the Circular Line in Taipei, Taiwan, which has the same features as the Jurong Region Line, such as noise reduction measures, tight curves and narrow trains, and it is going to open soon.

Size comparison
Width: 2.75m (JRL) 2.65m (Circular Line)
Length: 18.6m (JRL) 17m (Circular Line)

Our Jurong Region Line trains is 0.1m wider and 1.6m longer than their Circular Line trains.

But other than that, the two railway systems (Jurong Region Line and Circular Line) both use steel-wheel trains, have very tight curves, and run close to residential areas (thus have noise barrier).

The Circular Line in Taipei, Taiwan is a good preview of the Jurong Region Line in Singapore. Smile

As the Circular Line opens soon, and videos of Circular Line starts uploading onto YouTube, those who want a preview of the Jurong Region Line can look at videos of the Circular Line on YouTube.

For those who want a preview of the Jurong Region Line construction, can take a look at this video:

To put it simply, the Jurong Region Line looks and feels like the Circular Line, and only the routing is different.

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