It's a milestone: Train-km between delays has breached the one million mark. But there's no room for complacency.
By Christopher Tan, Senior Transport Correspondent, The Straits Times, 28 Nov 2019
Singapore's MRT has come a long way since 2011, when two massive breakdowns highlighted shortfalls in maintenance and infrastructural upgrades.
Figures earlier this month showed the rail network well on track now in terms of reliability. A benchmark measurement of rail reliability - called mean kilometre between failure, or MKBF - crossed the one million train-km mark for the first nine months of this year.
In contrast, in 2011, delays and disruptions happened every 58,000 train-km - dismal for a system that was on the whole barely 20 years old.
The 18-fold improvement shown in the latest figures is remarkable, putting Singapore's system on a par with Taipei's, which is regarded as one of the world's best. It came on the back of a multibillion-dollar exercise to replace key assets on the two oldest systems here - the North-South and East-West lines (NSEWL).
Both lines have had their rail sleepers, power-supplying third rail and signalling systems replaced. Older trains have been replaced, and trains have been added.
The fleet renewal continues, as does work to rejuvenate other parts of the NSEWL - upgrading the power supply system to cope with additional trains, replacing the track circuit system (a system related to signalling), and replacing the running rail or tracks.
These projects will take up to 2024 to complete, and are necessary for a more robust system that can withstand technical glitches better in the long term.
They are also crucial in lifting service standards - even as the system is largely out of the woods, splinters remain. Actual journey times are still longer than published times. And service frequency has not increased to what the new signalling system allows.
SPOTLIGHT ON SERVICE
Trains and platforms are still packed, especially during peak periods. To address these issues - which have more of an impact on service than reliability - the remaining upgrading works need to be completed.
For instance, higher service frequency requires additional trains, which in turn require higher power capacity. Also, higher train speeds require a robust running rail.
There are a number of other improvements that will make MRT journeys more pleasant, such as a full suite of working escalators, trains aligning more precisely with platform doors, and doors opening more speedily once a train halts.
These may seem minor, but they have a huge influence on how long a train dwells at a station (which determines speed and efficiency of the entire system), and how fast crowds are cleared from platforms (which has an impact on comfort, not to mention security).
In the same vein, early closure and late opening of stations cannot carry on indefinitely. They are detrimental to overall service.
It is understandable that renewing the three core assets of the NSEWL has soaked up a lot of bandwidth on the part of the regulator and operator. But now that MKBF is suitably high - and hopefully stays high - work on the other parts of the system should accelerate.
Meanwhile, rejuvenation work has already started on newer lines, such as the North East Line. As experience shows, it is far better to embark on such a programme before things start falling apart.
CREDIT FOR THE TURNAROUND
For the NSEWL, which accounts for the bulk of train rides here, the eight-year journey from dismal to dependable has been difficult for all stakeholders, including the millions who rely on the MRT every day.
Credit goes to Transport Minister Khaw Boon Wan, who set high and clear targets for senior management at SMRT and SBS Transit, and fostered a more unified approach between regulator and operators in undertaking tasks.
Mr Khaw has also helped raise morale on the ground by his regular depot and station visits. He is known to foot the bill for small celebratory meals for rail workers when a reliability milestone is achieved.
But the road to reliability was also paved by many others. The foundation for the new rail financing framework was laid during the tenure of former transport minister Raymond Lim, and put into motion during the term of Mr Khaw's predecessor, Mr Lui Tuck Yew.
By Christopher Tan, Senior Transport Correspondent, The Straits Times, 28 Nov 2019
Singapore's MRT has come a long way since 2011, when two massive breakdowns highlighted shortfalls in maintenance and infrastructural upgrades.
Figures earlier this month showed the rail network well on track now in terms of reliability. A benchmark measurement of rail reliability - called mean kilometre between failure, or MKBF - crossed the one million train-km mark for the first nine months of this year.
In contrast, in 2011, delays and disruptions happened every 58,000 train-km - dismal for a system that was on the whole barely 20 years old.
The 18-fold improvement shown in the latest figures is remarkable, putting Singapore's system on a par with Taipei's, which is regarded as one of the world's best. It came on the back of a multibillion-dollar exercise to replace key assets on the two oldest systems here - the North-South and East-West lines (NSEWL).
Both lines have had their rail sleepers, power-supplying third rail and signalling systems replaced. Older trains have been replaced, and trains have been added.
The fleet renewal continues, as does work to rejuvenate other parts of the NSEWL - upgrading the power supply system to cope with additional trains, replacing the track circuit system (a system related to signalling), and replacing the running rail or tracks.
These projects will take up to 2024 to complete, and are necessary for a more robust system that can withstand technical glitches better in the long term.
They are also crucial in lifting service standards - even as the system is largely out of the woods, splinters remain. Actual journey times are still longer than published times. And service frequency has not increased to what the new signalling system allows.
SPOTLIGHT ON SERVICE
Trains and platforms are still packed, especially during peak periods. To address these issues - which have more of an impact on service than reliability - the remaining upgrading works need to be completed.
For instance, higher service frequency requires additional trains, which in turn require higher power capacity. Also, higher train speeds require a robust running rail.
There are a number of other improvements that will make MRT journeys more pleasant, such as a full suite of working escalators, trains aligning more precisely with platform doors, and doors opening more speedily once a train halts.
These may seem minor, but they have a huge influence on how long a train dwells at a station (which determines speed and efficiency of the entire system), and how fast crowds are cleared from platforms (which has an impact on comfort, not to mention security).
In the same vein, early closure and late opening of stations cannot carry on indefinitely. They are detrimental to overall service.
It is understandable that renewing the three core assets of the NSEWL has soaked up a lot of bandwidth on the part of the regulator and operator. But now that MKBF is suitably high - and hopefully stays high - work on the other parts of the system should accelerate.
Meanwhile, rejuvenation work has already started on newer lines, such as the North East Line. As experience shows, it is far better to embark on such a programme before things start falling apart.
CREDIT FOR THE TURNAROUND
For the NSEWL, which accounts for the bulk of train rides here, the eight-year journey from dismal to dependable has been difficult for all stakeholders, including the millions who rely on the MRT every day.
Credit goes to Transport Minister Khaw Boon Wan, who set high and clear targets for senior management at SMRT and SBS Transit, and fostered a more unified approach between regulator and operators in undertaking tasks.
Mr Khaw has also helped raise morale on the ground by his regular depot and station visits. He is known to foot the bill for small celebratory meals for rail workers when a reliability milestone is achieved.
But the road to reliability was also paved by many others. The foundation for the new rail financing framework was laid during the tenure of former transport minister Raymond Lim, and put into motion during the term of Mr Khaw's predecessor, Mr Lui Tuck Yew.