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Singapore: Route Suggestions
#1
Service 3M:

Tampines - Pasir Ris St 71 (Loop)

- Relieves demand on Service 3
- Supports Service 3's irregular frequency (especially weekends)

https://goo.gl/maps/JEuQcdJEXQF2
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#2
I'm a regular traveller on the main service 3, the portion between Elias Rd and Pasir Ris Dr 12 has been greatly relieved by the new service 68. Also, the new DTL3 helps to complement the Tampines East section of service 3 so honestly, 3M wouldn't work well.
- Flip
/人◕ ‿‿ ◕人\
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#3
Service 144 ~ Toa Payoh Int - Clementi Int

Serves lost sectors of Service 14.
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#4
A Jurong Region Line train can accommodate around 553 people (estimated from the Taiwan 環狀線 rolling stock, which is also narrow trains and automated. The Taiwan 環狀線 rolling stock is 4 cars per train, each train has the capacity for 650 people. The Jurong Region Line rolling stock is 3 cars per train. Considering they are about the same size, whereby the 環狀線 car is 17 metres by 2.65 metres whereas the Jurong Region Line car is 18.6 metres by 2.75 metres, in area terms 45.05 metres square and 51.15 metres square respectively, a 4 cars per train Jurong Region Line rolling stock would be able to accommodate 738 people. Since the Jurong Region Line would operate with 3 cars per train in the beginning, a Jurong Region Line train with 3 cars would be able to accommodate 553 people).

A single decker bus can accommodate around 86 people. A double decker bus can accommodate around 133 people. On average, a public bus can accommodate around 109 people.

In Singapore, the frequency of train service and the frequency of public bus service are about the same. Thus, the frequency need not be taken into consideration when comparing between train service and public bus service.

The Jurong Region Line capacity is around 5 times the public bus capacity. (553 ÷ 109 = 5.073394495) When the Jurong Region Line opens, every section of the Jurong Region Line can replace 5 public bus services worth of capacity to optimise resources. 

For the Boon Lay Station to Nanyang Technological University Station section, assuming there is direct train service for both directions of travel, I would like to recommend the following recommendations to reduce the public bus capacity when the Jurong Region Line opens.

1. Bus service 199 can be removed, since all of its route would be covered by the Jurong Region Line and bus service 172 by then.

2. Bus service 243, which is a feeder service with W and G varients, currently operates at an average of 5 minutes during peak periods and 5 minutes during off-peak periods, can have its frequency adjusted to the minimum 7.5 minutes during peak periods and 11 minutes during off-peak periods, identical to the feeder bus service 371 in Sengkang which runs parallel to the Sengkang LRT Line. This would reduce the number of trips of bus service 243 from around 192 trips per day to around 96.8 trips per day, reducing the capacity of bus service 243 by around 49.583% (3 decimal places).

3. Bus service 179, which is a trunk bus service, currently operates at a high frequency of around 6 minutes during peak periods and around 4.5 minutes during off-peak periods. The frequency can be adjusted to around 9 minutes during peak periods and around 7.5 minutes during off-peak periods, identical to bus service 96 which serves the National University of Singapore and has the Circle Line train service complementing it. This would reduce the number of trips of bus service 179 from around 196 trips per day to around 120 trips per day, reducing the capacity of bus service 179 by 38.776% (3 decimal places).

Adjusting the frequencies of bus services 243 and 179 would reduce the capacity by a total of 88.359%. Further reduction of capacity through replacing double decker buses with single decker buses may help to increase the total reduction of capacity to 100%, making it equivalent to removing 1 bus service.

The above-mentioned recommendations should contribute 2/5 of the loading of the Nanyang Technological University to Boon Lay section of the Jurong Region Line.

Another 2/5 would probably come from the Clean Tech Park when it is fully developed, provided the Jurong Region Line is easy enough to navigate, to encourage the Clean Tech Park people to use the Jurong Region Line for their daily commute.

Whereas for the other 1/5, it is for spare capacity, to ensure that there is always adequate capacity on the Jurong Region Line.

The Nanyang Technological University to Boon Lay section of the Jurong Region Line would be a very well-utilised train route, provided the LTA wakes up their idea and replace the ambiguous singular loop arrangement of the Jurong Region Line (Choa Chu Kang to Jurong Pier to Nanyang Technological University to Choa Chu Kang) with the normal train routes of Nanyang Technological University to Jurong Pier, and Jurong West to Choa Chu Kang.

However, if the LTA decides to stay on with that ambiguous singular loop arrangement, which is confusing for commuters, the above-mentioned effects would not be possible, and public buses would duplicate the Jurong Region Line, as very limited number of people would switch to the Jurong Region Line due to the ambiguity of the Jurong Region Line.

What I have written here is my recommendations on bus service changes for the Nanyang Technological University to Boon Lay section of the Jurong Region Line. For the other sections of the Jurong Region Line, I shall leave it to other people to recommend bus service changes.
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