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SinkieDOGS say Emeritus Foreign Thrashes (BabaEro11)
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[TD="class: msgDate, width: 30%, align: right"]Apr-24 7:33 am [/TD]
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[TD="class: msgtxt"]MRTC saved $5 Million now spend $900 million to replced it.
In 1980, SMRTC selected the WestingHouse Signalling system for USD 150 million.
They saved USD 5 million because Westinghouse was the cheapest.
The Second Bidder was USD 155 millions - but proposed a BETTER and future-proof system.
Congratulations ! Scums In white and all the Evil Serpents in MRTC aka LTA.
Bad karmas now hit you.
Saved USD 5 Millions, now have to spend $ 900 millions to replace the aging Westinghouse FIXED BLOCK Signalling system.
.............
http://motoring.asiaone.com/Motoring/News/Story/A1Story20120424-341820.html
SMRT to spend $900 million in MRT line upgrade
Tuesday, Apr 24, 2012
AsiaOne
SINGAPORE - SMRT Tuesday announced that it will spend $900 million or more to upgrade the North-South and East-West MRT lines.
The Land Transport Authority and SMRT will both bear the cost of the upgrading. The two lines will be closed in stages to facilitate works.
Speaking at a press conference this afternoon, SMRT Corp said all existing metal claws, which was at the centre of the inquiry into December's breakdowns, will be replaced with ones that are more resistant to vibration.
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To be conducted in stages, the upgrade will also include replacing signalling systems with newer ones, installing a system to track vibration levels and replacing the propulsion systems in older trains. About 60 trains, of the 128 currently in service, are 25 years old.
The Straits Times reported that the most tedious part of the plan involves replacing all the rail sleepers - timber or concrete pieces that hold up the tracks.
This will start this year and will only be completed by 2020.
Edited 4/24/2012 11:27 am by SinkieDOGS say Emeritus Foreign Thrashes (BabaEro11)[/TD]
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omgholycow
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[TD="class: msgDate, width: 30%, align: right"]Apr-24 8:09 am [/TD]
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[TD="class: msgtxt"]More tax money go to private company. Any chiobu from Westinghouse with first 2 buttons off and blouse like ready to burst out doing this deal.
Many people in high places think with their dicks otherwise known as dickheads.
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SinkieDOGS say Emeritus Foreign Thrashes (BabaEro11)
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[TD="class: msgDate, width: 30%, align: right"]Apr-24 8:14 am [/TD]
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omgholycow
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[TD="class: msgtxt"]Sure .. the contract will go to either keppel Engineering or Singapore Technologies Electronics.
Where got given to any SME ?
Edited 4/24/2012 11:36 am by SinkieDOGS say Emeritus Foreign Thrashes (BabaEro11)[/TD]
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[TD="class: msgtxt"]High price topay for wrongly selected Westinghouse FIXED Block Signalling System at USd 150 million.
If they had selected the " Moving Block Signalling system " at USD 155 million, SMRT wont have the problems faced today.
=====================
[h=3]Fixed block[/h]
Most blocks are "fixed", i.e. they include the section of track between two fixed points. On timetable, train order, and
token-based systems, blocks usually start and end at selected stations. On signalling-based systems, blocks start and end at signals.
The lengths of blocks are designed to allow trains to operate as frequently as necessary. A lightly used line might have blocks many
kilometres long, but a busy commuter line might have blocks a few hundred metres long.
A train is not permitted to enter a block until a signal indicates that the train may proceed, a dispatcher or signalman instructs the driver accordingly, or the driver takes possession of the appropriate token.
Comment:
If there is a Train leaving Yeo Choo Kang Station and another train is in Kartip Station - there CANNOT have another train in-between these 2 stations -
- so, you wont see another train along Lentor Avenue.
In most cases, a train cannot enter the block until not only the block itself is clear of trains, but there is also an empty section beyond the end of the block for at least the distance required to stop the train. In signalling-based systems with closely spaced signals, this overlap could be as far as the signal following the one at the end of the section, effectively enforcing a space between trains of two blocks.
When calculating the size of the blocks, and therefore the spacing between the signals, the following have to be taken into account:
- Line speed (the maximum permitted speed over the line-section)
- Train speed (the maximum speed of different types of traffic)
- Gradient (to compensate for longer or shorter braking distances)
- The braking characteristics of trains (different types of train, e.g. freight, High-Speed passenger, have different inertial figures)
- Sighting (how far ahead a driver can see a signal)
- Reaction time (of the driver)
Historically, some lines operated so that certain large or high speed trains were signalled under different rules and only given the right of way if two blocks in front of the train were clear.
[h=3]Moving block[/h]Main article:
Moving block
One disadvantage of having fixed blocks is that the faster trains are allowed to run, the longer the stopping distance, and therefore the longer the blocks need to be, thus decreasing the line's capacity.
Under a moving block system, computers calculate a 'safe zone' around each moving train that no other train is allowed to enter. The system depends on knowledge of the precise location and speed and direction of each train, which is determined by a combination of several sensors: active and passive markers along the track and trainborne tachometers and speedometers (
GPS systems cannot be used because they do not work in tunnels.) With a moving block, lineside signals are unnecessary, and instructions are passed directly to the trains.
This has the advantage of increasing track capacity by allowing trains to run closer together while maintaining the required safety margins.
Moving block is in use on Vancouver's
Skytrain, London's
Docklands Light Railway, New York City's
BMT Canarsie Line, and London's
Jubilee Line. It was supposed to be the enabling technology on the modernisation of Britain's
West Coast Main Line which would allow trains to run at a higher maximum speed (140 mph or 230 km/h), but the technology was deemed not mature enough, considering the variety of traffic, such as freight and local trains as well as expresses, to be accommodated on the line and the plan was dropped.[SUP]
[1][/SUP][SUP]
[2][/SUP] It forms part of the
European Rail Traffic Management System's level-3 specification for future installation in the
European Train Control System, which will (at level 3) feature moving blocks that allow trains to follow each other at exact braking distances.
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