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North South East West Lines (NSEWL) Discussion
Replace the images with route map
Smile C651 THE LEGEND  Smile

(26 October 2018, 03:59 PM)A380Lover Wrote:   Show/Hide

Okay, I saw it.

The article can be accessed online at this address:

Thanks for the clarification. Smile
With regards to the proposed "replacement of roof" at Jurong East MRT Station, recently there are a few renders at another forum showing the entire station being incorporated into a building.

In my opinion, for that to happen, Jurong East MRT Station must close for a few years, around 2 to 5 years, for the station to be rebuilt into a station within a building.

If this were to happen, definitely the NSL has to skip Jurong East, and cut short at Bukit Batok, and then turn back at Bukit Batok to run back to Marina South Pier, making the NSL run between Marina South Pier and Bukit Batok only,

Whereas EWL would skip Jurong East when running between Pasir Ris and Tuas Link,

During the period when Jurong East MRT Station is closed for rebuilding.

Those living in Bukit Batok, Bukit Gombak, Choa Chu Kang and Yew Tee, are you okay with this arrangement?

Meanwhile, Jurong East Bus Interchange would be without a MRT station for a while. But with the bus connections already established, let's just leave it as it is, and ignore the potential low usage of the bus interchange during this period, because of the MRT station closure.

No wonder the replacement Jurong East Temporary Bus Interchange can be located a distance away from the MRT station, which is less accessible to the MRT station than the current temporary bus interchange and the original bus interchange.

The closure of Jurong East MRT Station is imminent, and we should look forward to it.

Probably in 2021, when the Thomson East Coast Line opens to Gardens by the bay, and NSL commuters living along the TEL would be encouraged to switch to the TEL, to make room for the NSL to accommodate the passenger loading from Bukit Batok, Bukit Batok, Choa Chu Kang, Yew Tee, using the entire section of the NSL during that period.

2021 to 2027; 6 years. Should be enough to replace the station with a station within a building.

And might as well use this opportunity to rename Jurong East station to "Jurong", to make it align to "Tampines" and "Woodlands", which are all regional centres.


But honestly, is Singapore really that land scarce that an existing elevated MRT station must be incorporated into a building?

Also, considering the roof is synonymous to everyone as the identity of Jurong East MRT Station, why not just let the JRL Jurong East MRT station incorporate the same iconic roof as the NSEWL station, and possibly join the two roofs together even if there is a gap between the two stations (NSEWL station and JRL station)?

The JRL station can be integrated with a bus interchange below. No problem. Likewise, the proposed LTA-MOT HQ can be build above the bus interchange, beside the JRL station, at the same site. Also no problem.

(Otherwise, forget it. Can always build the LTA-MOT HQ at another location that is lower in value, which is probably their intention, yet still beside a MRT station, such as Kallang MRT, Dover MRT, and Kembangan MRT.)

No need for the station to be incorporated into a building, change roof, or what not, which would cause inconvenience during the closure to the people traveling to and fro the area, and of course, affect the business at the commercial developments connected to Jurong East MRT Station.

Changing the roof, or rebuilding the station as part of a building, is a waste of money, and I'm definitely not supportive of it.
Canberra station will open on 2 Nov 2019.
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Regarding the train 609/610, which affected by flooding back on 07/10/2017, is now back on EWL as DNB(Test Train).

609/610 back for revenue service on NSL as of 23/08/19.
Regarding the Tuas South Extension of the East West Line, the viaduct definitely have to go over the water body.

The length where the Tuas South Extension has to go over the water body is approximately one kilometre.

This length is about the same as the causeway that runs between Singapore and Malaysia. Therefore, the cost of building the Tuas South Extension is definitely the same as building the RTS Link over the causeway and having one station at the other end.

Would be more costly if there are more than one station at Tuas South.

Nonetheless, if they can build a "Tuas South transport hub", with one MRT station at the central of Tuas South, where every development is within 1 kilometre radius from that MRT station, one MRT station is good enough.

Therefore, the Tuas South Extension is probably around 4 kilometre with one station at Tuas South. This is the same as the RTS Link proposal, which is planned to be 4.2 kilometre with one station at Malaysia. 

The RTS Link proposal, in its original MRT form, was estimated to cost $1.38 billion Singapore dollars in today's value (derived using the US inflation calculator found online). The Tuas South Extension is likely to cost the same.

$1.38 billion dollars for approximately 4km, just to build a MRT station at Tuas South. May not be economical.

The Tuas West Extension itself is 7.5km with 4 stations and costs $4.02 billion dollars in today's value.

In comparison,
Tuas West Extension is $0.536 billion dollars per kilometre.
Tuas South Extension is $0.345 billion dollars per kilometre.

Actually, although $1.38 billion dollars by itself looks like an astronomical value, as compared to Tuas West Extension, the Tuas South Extension is like another Tuas West Extension by itself, just that there is only one station, and the average costs per kilometre is lower.

In terms of economical impact, from the satellite imagery and Google Street View of the water body, it looks like tall ships dock at the water body. So, definitely, these economic activities have to relocate. 

Which may not be possible, due to space constraints. This is probably the only venue. 

Alternatively, is to build a LRT line from EW32 Tuas West Road station, where the LRT line can run entirely on land to Tuas South and probably be within walking distance to all the business establishments in Tuas South. 

The name can be called Tuas South LRT Line, and operate in a linear fashion (in other words, no loop, just a straight line, with two terminal stations) from EW32 Tuas West Road Station to Tuas South and the Tuas Mega Port.

Having a LRT line that originates from EW32 Tuas West Road Station that runs in the middle of Tuas South and then run towards the southern end of Tuas Port, is approximately 15 kilometres.

The Bukit Panjang LRT line is 7.6 kilometres and cost $469 million in today's value, whereas the Sengkang LRT line is 10.7 kilometres and cost $424 million in today's value, and the Punggol LRT line is 10.3 kilometres and cost $468 million in today's value. 

In summary,
BP LRT: $61.7 million per kilometre
SK LRT: $39.6 million per kilometre
PG LRT: $45.4 million per kilometre

Average = $48.9 million per kilometre

If the Tuas South LRT Line is built, which would be approximately 15 kilometres from EW32 Tuas West Road Station to the southern end of Tuas Mega Port via the middle of Tuas South, the cost is at least $594 million, at most $925.5 million, average $733.5 million.

Considering Tuas South is a reclaimed area, the costs of developing the Tuas South LRT Line system is likely to take the upper value, which is $925.5 million, or $0.9255 billion. Reason is because the infrastructure may need additional foundation due to the naturally weak soil conditions in a reclaimed area.

Nonetheless, $0.9255 billion to build the Tuas South LRT Line is still lower than the $1.38 billion that is required to build the Tuas South Extension. Besides, both options require transfer. Obviously the Tuas South LRT Line is more worth it, as it costs at least 32.9% less, and more business establishments would be within walking distance from one of the many Tuas South LRT Line stations as compared to that one single Tuas South Extension station.

Furthermore, having the Tuas South LRT Line instead of the Tuas South Extension would avoid disrupting the economic activities at the water body, where tall ships dock at that area. The costs of relocating or removing the economic activities to make way for the Tuas South Extension is probably another astronomical value that is definitely much larger than building the Tuas South Extension.

Therefore, I hope the government would consider replacing the Tuas South Extension with the Tuas South LRT Line, and build a LRT line that originates at EW32 Tuas West Road Station into Tuas South and the Tuas Mega Port.

For a visualisation of a possible Tuas South LRT Line, the 乌日文心北屯线 at Taichung, Taiwan, is 16.71km with 18 stations. It is rapid transit system with only two cars per train, each train has capacity for 536 people, equivalent to 5 LRT cars or 1.7 MRT cars. Research for that system started in November 2008, whereas construction started in May 2013. The system is projected to open in October 2020. In total, the system takes 12 years to develop.

This system, I envision it to have twist and turns to navigate through the streets of Tuas South and Tuas Port, so as to maximise the coverage in those areas. As such, I expect it to use narrow trains like the Jurong Region Line rolling stock, and, depending on the ridership study of Tuas South and Tuas Port, this Tuas South LRT Line may well be a medium-capacity MRT line, like the Jurong Region Line.

Based on the current developments, the next LTA master plan is around 2025. If the Tuas South LRT Line is announced in around 2025, we can expect the system to be ready in around 2037.

Tuas Port is projected to be fully completed in 2040. So, having the Tuas South LRT Line from around 2037 is timely.

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