[Archive] Questions on MRT/LRT
-
Originally posted by Veyron16.4:
It is through a continuous rigid conductor placed between the rails of a track.
To correct, the third rail is the grey, thick rectangular bar opposite the platform. The one highlighted in red:
And to the question "is it connected to the train?", the answer is that the train has something called a "collecter" to 'collect' the electricity, then it returns it via the main rails - the two the wheels run on.
-
Originally posted by Samuel Lee:
I got an "academic" question.
What will happen if let say, a Kawasaki C151(A), C651 or C751B has wrongly delivered to Kim Chuan Depot instead for Circle Line deployment or a C830 has wrongly sent to Bishan Depot for NSL/EWL deployment and a TO went to drive them?
PS: Please dont consider the amount of carriages they have, my concern is only on Automatic trains running in Semi-Auto Rail lines and vice versa.Also, I am wondering why despite notable differences, there is a C751A (NEL) and C751B (NSL/EWL). Why arent they assigned to a different number?
Futhermore, why is the laterral lines despite being fully underground, they still use a 3rd rail (Maybe can describe on pros and cons and perhaps, alternatives)
Last but not least, how is the thrid rail connected to the train itself, or actually only provide electricity to the track only.
Will not happen.
C751A - 70000 series
C751B - 300 seriesPeople who design the line feel that a wider tunnel is better and easier to build than a taller tunnel? Frankly speaking I don't know as there's too many factors to consider for this question. But for me personally, I prefer overhead wires anytime.
Last question has been partially answered by joeyfjj.
-
Pardon me for my noobness, but can someone explain to me what is cameoing?
-
Originally posted by joeyfjj:
To correct, the third rail is the grey, thick rectangular bar opposite the platform. The one highlighted in red:
And to the question "is it connected to the train?", the answer is that the train has something called a "collecter" to 'collect' the electricity, then it returns it via the main rails - the two the wheels run on.
Not collector, its called a shoe.
-
Originally posted by joeyfjj:
Exclusive pic , taken before new SB platform was bulit.
-
Originally posted by Kawasaki C751B:
Pardon me for my noobness, but can someone explain to me what is cameoing?
That means a bus/train running on a service/line which it normally doesn't.
-
How many service C trains are running on the BPLRT each day?
-
Originally posted by Kawasaki C751B:
How many service C trains are running on the BPLRT each day?
Mostly 1 train -
Originally posted by Kawasaki C751B:
How many service C trains are running on the BPLRT each day?
1
-
Originally posted by Kawasaki C751B:
How many service C trains are running on the BPLRT each day?
It's running single almost all the time - in fact it should be all the times...
-
Originally posted by Kawasaki C751B:
How many service C trains are running on the BPLRT each day?
I think we got your question wrong - I think it's around 30 all-day, one at any given time?
Once every 20 minutes, or 3tph (trains per hour), starting at 8am, ending at <I can't recall>.
-
Originally posted by E5:
Will not happen.
I do expect it wont happen, just that I am wondering if let say X numbers of year, can we see our EWL / NSL has fully automatic trains and semi auto trains running the same line concurrently (Or vice versa)
-
In 20 years time , can EWL and NSL be automatic lines?
-
Originally posted by Samuel Lee:
I do expect it wont happen, just that I am wondering if let say X numbers of year, can we see our EWL / NSL has fully automatic trains and semi auto trains running the same line concurrently (Or vice versa)
How about I explain this question in another context? (Please pardon me)
Do you know that back in Japan, there's such a thing call through service? I know that over here locally, we have NSL~EWL morning crossover service but over in Japan, It's a through servive of train between two company or more. An example would of a train travelling through lines belonging to different company would be;
Keikyu Main Line ~ Toei Asakusa Line ~ Keisei Oshiage Line ~ Keisei Main Line
If you notice, 3 companies are involved in this through service and in order for the train to be able to operate in all sections of the 3 lines, the 3 companies have to sync and use their train signalling system into only 1, which is the current C-ATS.
Putting this into local context, if you want NSL & EWL train to be able to run on NEL and CCL, the following need to be done;
- Use of a single signalling system. Currently NEL & CCL are using CBTC and NSL & EWL are using the traditional ATC
- "Globalize" the usage of electricity collection, meaning either go complete 3rd rail or overhead collection method. Currently NEL uses overhead collection method whiole NSL, EWL & CCL are using third rail collection method.Hope this has answers your question. Of course, feel free to post more questions if you have any. If I am wrong in any points, feel free to correct me. Cheers~
Originally posted by Bus and Train LoVuR:In 20 years time , can EWL and NSL be automatic lines?
Need to depend on the progress of the technologies by then. Remember that we still have the problem of "rainy weather" since a large portion of these two lines are non-underground.
-
I have taken the C751Bs and find that they can be grouped into 2 categories:
Category 1: In each carriage, there are 2 rows of seats where there will be 5 seats instead of 7. The rows which have 5 seats are the rows of seats between door B1 and B2 and door A3 and A4.
Category 2: In each carriage, there is 1 row of seats where there will be 5 seats instead of 7. The row which has 5 seats is the row between door A3 and A4.
Category 1 trains: sets 311-322, 341-352
Category 2 trains: sets 325-340
Why is this so? Also, can someone confirm if 323-324 belongs to category 1 or 2?
-
What is the door system used by the C651s?
-
Well might as well take out ALL the seats in C751bs and convert into cargo trains, since there are so many negotiations of inequality of seats
-
Originally posted by smrt3099:
Well might as well take out ALL the seats in C751bs and convert into carg trains, since there are so many negotiations of inequality of seats
Except for 333-334, your favourite C751B.
-
Originally posted by E5:
How about I explain this question in another context? (Please pardon me)
Do you know that back in Japan, there's such a thing call through service? I know that over here locally, we have NSL~EWL morning crossover service but over in Japan, It's a through servive of train between two company or more. An example would of a train travelling through lines belonging to different company would be;
Keikyu Main Line ~ Toei Asakusa Line ~ Keisei Oshiage Line ~ Keisei Main Line
If you notice, 3 companies are involved in this through service and in order for the train to be able to operate in all sections of the 3 lines, the 3 companies have to sync and use their train signalling system into only 1, which is the current C-ATS.
Putting this into local context, if you want NSL & EWL train to be able to run on NEL and CCL, the following need to be done;
- Use of a single signalling system. Currently NEL & CCL are using CBTC and NSL & EWL are using the traditional ATC
- "Globalize" the usage of electricity collection, meaning either go complete 3rd rail or overhead collection method. Currently NEL uses overhead collection method whiole NSL, EWL & CCL are using third rail collection method.Hope this has answers your question. Of course, feel free to post more questions if you have any. If I am wrong in any points, feel free to correct me. Cheers~
Need to depend on the progress of the technologies by then. Remember that we still have the problem of "rainy weather" since a large portion of these two lines are non-underground.
I see, so basically the signalling & electricity collection must be the same, hence although the train in EWL / NSL can fit into NEL / CCL / DTL (After completeion) and vice versa but it cant move because
1: If they fit into NEL, the signalling & electricity collection is different and not compatible
2: If they fit into CCL/DTL then because the automatic lines (CBTC) is not compatible with traditional ATC, so even the trains did received the power it can move dangerously (Manual operation) or none (Automatic part)
Thus, to go either completely by either system, I am curious if
A: Is it possible that the lines have 2 signalling systems and 2 electricity collection (Such that eg: NEL has both CTBC and ATC for power collection as well as using both overhead cables and 3rd rail -- then the EWL / NSL trains can go into Sengkang in theory)
PS: I dont ask just for the sake of ask, this has curioused me by the fact that they are all standard gauges and seemed to me like it can fit and go.
-
Anyone know why doors open, all announcement stopped?
Especially the "Johor Barhu announcement" -
Originally posted by BiminiRosy:
Anyone know why doors open, all announcement stopped?
Especially the "Johor Barhu announcement"The TO stopped the announcement... If he/she doesn't the announcement will continue playing.
-
Originally posted by Samuel Lee:
A: Is it possible that the lines have 2 signalling systems and 2 electricity collection (Such that eg: NEL has both CTBC and ATC for power collection as well as using both overhead cables and 3rd rail -- then the EWL / NSL trains can go into Sengkang in theory)
Yes. =D'Having two different gauges is possible like this:
As for having both ATC and CBTC, it should be possible, but I'm not sure...
Two different power collection method using the same tracks is not usually possible, as the current is not the same - if the OHLE is 25 kHz AC, but the third rail is 750 volts DC, it may lead to some nasty results...
-
Originally posted by Samuel Lee:
A: Is it possible that the lines have ... 2 electricity collection (Such that eg: NEL has both CTBC and ATC for power collection as well as using both overhead cables and 3rd rail -- then the EWL / NSL trains can go into Sengkang in theory)
PS: I dont ask just for the sake of ask, this has curioused me by the fact that they are all standard gauges and seemed to me like it can fit and go.
For the trains, so far there are none to my knowledge yet. However, it is possible to electrify a track with both catenary wires and third rail to cater to different EMUs. I think it's easier for me to illustrate in example for you:
Imagine if NEL has both catenary wires and third rail. Ignoring the signalling system, I put a C151 on the line there, with a C715A behind. The C151 uses it's shoe to pick up electricity from the third rail and run. The C751A uses the pantograph to pick up electricity from the catenary wires and run also.
This example is also used in London, but I forgot which line(s).
-
Originally posted by joeyfjj:
Yes. =D'Having two different gauges is possible like this:
As for having both ATC and CBTC, it should be possible, but I'm not sure...
Two different power collection method using the same tracks is not usually possible, as the current is not the same - if the OHLE is 25 kHz AC, but the third rail is 750 volts DC, it may lead to some nasty results...
A video that also has 2 different guages.
http://www.youtube.com/watch?v=B4ON3Zu1UOM
From 0:00 to 0:53 , on the extreme left.
-
Originally posted by Kawasaki C751B:
What is the door system used by the C651s?
trains running main line (EWLNSL) use pnuematics... it use air presure.. while C751A and C380 use gear..