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Circle Line (CCL) Discussion
(27 August 2017, 06:10 PM)Javanlovebuses+Trains@123 Wrote:   Show/Hide

As said earlier by nakanoben, I don't get what you mean by your sudden usage of 'adhesives'.

What kind of super strong glue would protect damages such as bent bodywork and broken windows?
Mark4211
Hi there! I am a railway technology enthusiast, currently studying at a polytechnic in Singapore.

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Glue as protection? That's the first time I heard such a thig. 

I only heard of canvas for protection. Who uses adhesives or glue to protect a train during transport/delivery? Still doesn't make sense.
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(27 August 2017, 06:10 PM)Javanlovebuses+Trains@123 Wrote:   Show/Hide

I can barely figure out what your point is to be honest, but I'll try I guess.

I assume the damage was sustained during shipment (well you can never know how rough the seas were all the way from France to Singapore) and the train was never put on RS until the damages were repaired and the photos were likely taken some time after the train was delivered to KCD.

On a side note trains don't run on adhesives lmao they run on bolts and nuts and screws.
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Voting for CCL6 station name has started.

https://www.lta.gov.sg/feedback/OnlineSu...S201700003
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Here’s the finalised name for CCL6. Note that Prince Edward changed to ‘Prince Edward Road’.

https://www.facebook.com/WeKeepYourWorld...411799434/
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Let me comment on the circle line "full circle" operation once and for all.

There are a few spiraling rail lines which our circle line will resemble when it becomes a "full circle" in 2024, namely the circle line in London, United Kingdom, and the Meikō and Meijō lines in Nagoya, Japan.

The way the London, United Kingdom circle line runs is like running from Dhoby Ghaut to Promenade, and then from Promenade run in the anti-clockwise direction to Paya Lebar, Bishan, Bouna Vista and back to Promenade again, and terminate at Promenade.

Before going in the clockwise direction from Promenade to Harbourfront to Buona Vista, to Bishan, to Paya Lebar, and coming back to Promenade and up to Dhoby Ghaut.

The way the Meikō and Meijō lines work is that Meijō line runs round and round the circle without calling at stations from Promenade to Dhoby Ghaut, whereas Meikō line runs clockwise from Paya Lebar and anti-clockwise from Buona Vista to Promenade and up to Dhoby Ghaut.

This is only an analogy.

Both scenarios require 4 platforms at CCL Promenade station. Unfortunately, CCL Promenade station only have 2 platforms.

Anyway, our circle line will have its own way of operation, that will suit our people's way of traveling.

We need the circle line to run continuous clockwise and anti-clockwise.

We need the circle line to run from Paya Lebar or Serangoon to Dhoby Ghaut.

Based on travel pattern, I feel that circle line does not need to run from Bishan to Dhoby Ghaut, or from Serangoon to Dhoby Ghaut, because they have the North South Line and North East Line respectively to provide the connection.

Also, distance wise, it's shorter. Likewise for those travelling from Buona Vista; they would usually take EWL and transfer to NSL at City Hall to travel to Dhoby Ghaut.

Paya Lebar has a middle track. Unfortunately, only one track. 

The future Prince Edward Road station on CCL6 will have 4 tracks. Note that there is no way trains can run from Bayfront to Bras Basah towards Dhoby Ghaut. Only from Promenade to Bras Basah towards Dhoby Ghaut then is possible.

The only feasible way is for the circle line to run continuous around the loop, without calling at stations from Promenade to Dhoby Ghaut.

Whereas another service of the circle line, or another "line" (if the LTA prefers), would run bi-directional between Prince Edward Road and Dhoby Ghaut via Buona Vista and Bishan, without calling at Marina Bay and Bayfront.

The advantage is that commuters who are used to taking the current circle line from anywhere between Harbourfront and Dhoby Ghaut to the stations from Promenade to Dhoby Ghaut can continue to do so. 

Rather than have a shuttle service that only runs from Paya Lebar to Dhoby Ghaut, or any other station, which does not cover the entire original circle line.

So, actually it's pretty obvious.

Continuous loop, clockwise and anti-clockwise, around the circle line, without calling at stations from Promenade to Dhoby Ghaut.

Regular train line that runs from Prince Edward Road to Dhoby Ghaut, without calling at Marina Bay and Bayfront.

Whether or not that regular train line will be a train service of the circle line, or become "another line", thus operating in the same fashion as the lines in London, United Kingdom and New York, United States, where different lines use the same tracks, remains to be seen.

But most probably they may actually call that regular train line "another line", to create a distinction from the circle line, for easier navigation.

This will also open up the possibility for other "rail lines" in future, considering the circle line tracks are connected to downtown line tracks at Promenade, downtown line tracks will probably connect to thomson line tracks at Sungei Bedok, thomson line tracks are connected to east west line tracks at Tanah Merah (if the thomson line absorbs the changi airport branch line), and as we all know, the east west line tracks and north south line tracks are connected at multiple points.

Only the north east line tracks and jurong region line tracks cannot connect with other MRT lines tracks, because the north east line tracks use different electrification than the other MRT lines' tracks, whereas the jurong region line tracks would not be connected to any other MRT line tracks. And anyway the Jurong Region Line will have different specifications than the other MRT lines, which makes it incompatible with other MRT lines.

In fact, running a train from Bukit Panjang to Sungei Bedok via the downtown line, and crossover to the thomson line to travel towards Woodlands North or all the way to Bukit Chagar in Malaysia is possible.

Although honestly, practically, it's not wise to run such a train service.

But outside operating hours, the track connection between CCL and DTL, EWL and TEL, and probably DTL and TEL, and of course EWL and NSL, can allow transfer of trains between depots. And probably a mixture of train models between CCL, DTL and TEL if the LTA allows.

Anyway, the point is about the circle line operations after the circle line becomes a full circle.

For clarity, LTA may want to have "two MRT lines" that runs on the circle line, instead of having two MRT services on the circle line.

Recently, the sgtrains Facebook page asked the people what they think the 9th MRT line would be.

If the next MRT line is the one that runs on the circle line, "together" with the circle line, then that's actually our "7th MRT line", whereas the Jurong Region Line would be our "8th MRT line" and the Cross Island Line would be our "9th MRT line".

And yeah, the LTG (Land Transport Guru) is correct to say that the additional platforms at Prince Edward Road station is for a future MRT line.

Probably another "MRT line" that runs on the circle line, to make it easier for commuters to travel along the circle line when it becomes a full circle, as not everyone would pay attention to the stations codes on the screen or the station announcement informing them on what train service is at the platform.

But the setback would be LTA (Land Transport Authority) would have to repaint some circle line trains to the LTA livery with a separate colour code to differentiate it from the circle line trains. But anyway, this is not really a setback, considering eventually all the trains will be repainted to LTA livery, since now all the MRT operating assets are under LTA already.

With that, I am done with my analysis about the operations of circle line after it becomes a full circle.

Thank you for your kind attention.
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(28 January 2019, 09:25 PM)busanalyser Wrote:   Show/Hide

1. Trains can cross from Circle Line to Downtown Line, but signalling system does not allow trains to cross between lines. A DTL train has to be in restricted manual mode when it's on the CCL, and vice versa.
2. I doubt trains can cross from the DTL to Thomson-East Coast Line at Sungei Bedok. Even if trains could cross over, signalling system doesn't allow it to, and the difference in train car length means that DTL trains cannot serve TEL stations, and vice versa.

3. My take:
[Image: 36kiMy8.png]
- Flip
/人◕ ‿‿ ◕人\
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The track layout at Prince Edward Road station, as complicated as it seems, brings about the prospect of a new MRT line running east from Prince Edward Road station, towards Straits View and beyond.

Looking at the map, it's obvious that space constraints is the reason why the circle line trains will have to run on top of one another when coming from or going to the West of Prince Edward Road station. Thus, it is unlikely that the new MRT line, if planned, would run West of Prince Edward Road station, unless there are overrun tracks to Anson Road area, which is the only area possible for the tracks to run towards, for the new MRT line that may call at Prince Edward Road station.

A new MRT line, if call at Prince Edward Road station, will run east of the station, along Straits View and almost certainly have a station with Shenton Way station on the Thomson East Coast Line. Thereafter, it would have to turn north to avoid the Marina Bay water body, towards Collyer Quay and Nicoll Highway.

If this new MRT line is indeed the case, it may be the long-hypothesized Seletar Line. But for that, I shall not elaborate further.

Save for all the fantasy, the overrun tracks are probably for the Circle Line only, to allow for any service variation of the Circle Line to originate from and terminate at Prince Edward Road Station. Or simply, a stabling facility to feed trains into the system or out of the system, if necessary. Again, the reason for such an usual arrangement, if that is the case, is space constraints.

But if it's for a new MRT line, that MRT line is probably to complement the North East Line, which currently do not have another MRT line to complement, unlike the East West Line and North South Line, which have the Downtown Line and Thomson East Coast Line to complement respectively.
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Was looking through the recent draft master plan 2019, and picked up a few notable signs.
Other than the track and station layout for the JRL and CRL, that will be discussed in their respective threads,


Image: https://drive.google.com/file/d/1Fp2rpmI...sp=sharing
I realised between Cantonment Station (old Tanjong Pagar KTM station site) and Prince Edward Road Station, the tunnels seems to be stacked, as indicated by the single dotted line appearing to the left of Prince Edward Road station.

Image: https://drive.google.com/file/d/1FSz2vNo...sp=sharing
Furthermore, right of Prince Edward Road Station, other than the expected stacked tracks leaving towards Marina Bay Station, there are 2 additional 'Island' tracks leaving north-easterly, towards straits view and Marina Bay Financial Centre.

This seems to support a 'new' line from Prince Edward Road station leaving North-easterly towards the Singapore River or could be overrun area to hold trains that are out of service. Especially since Prince Edward Road Station is stacked, the 2 overrun tracks could be meant for each level. However, they seem to only access from and towards Cantonment and Keppel Station.

Since this Master Plan is still in draft, can't confirm anything, just speculations only.
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