Kawasaki Heavy Industries C151

Kawasaki Heavy Industries (KHI) C151

A refurbished Kawasaki C151 train
Interior of a Kawasaki C151's center motor car before refurbishment.
Interior of a refurbished Kawasaki C151's center motor car.
Inside the front driving car of a refurbished C151 train.
The interior of a refurbished C151 motor car.
In service 7 November 1987 – present
Manufacturer Kawasaki Heavy Industries (with Nippon Sharyo, Tokyu Car, and Kinki Sharyo)[1]
Built at Kobe, Japan[2]
Constructed 1986 – 1989
Refurbishment Hyundai Rotem (with Mitsui, dU LexBuild and RM Transit Technology)[3]
2006 - 2008
Number built 396 cars (passenger service)
4 cars (Money train)
Number in service 396 cars
Formation 6 cars per trainset
DT–M1–M2–M2–M1–DT
Capacity 1920 passengers
372 seats (initial design)
212/296 seats (after refurbishment)
Operator(s) SMRT Trains (SMRT Corporation)
Depot(s) Bishan, Changi, Tuas and Ulu Pandan
Line(s) served North South Line and East West Line
Specifications
Car body construction Aluminium-alloy double-skinned construction[2]
Car length 23.65 m (77.6 ft) (DT)
22.8 m (75 ft) (M1/M2)
Width 3,200 mm (130 in)
Height 3,690 mm (145 in)
Doors 1,450 mm (57 in), 8 per car
Maximum speed 90 km/h (56 mph) (design)
78 km/h (48 mph) (service)
Weight 217 t (214 long tons; 239 short tons) (DT)
38.3 t (37.7 long tons; 42.2 short tons) (M1)
38.4 t (37.8 long tons; 42.3 short tons) (M2)
Traction system Current: 4-quadrant/GTO chopper control (Mitsubishi Electric)[4]
Replacement: IGBT-VVVF (Toshiba)[5]
Traction motors Current: Two-phase DC shunt-wound motor
145 kW 375 V 430 A 2050 rpm (1 Hour rating) (Mitsubishi Electric)
Replacement: Permanent Magnet Synchronous Motor (Toshiba)
Power output 145 kW
Transmission WN (Westinghouse-Natal) drive;
Gear ratio: 6.57 : 1
Acceleration 1.0 m/s2
Deceleration 1.0 m/s2 (service)
1.3 m/s2 (emergency)
Electric system(s) 750 V DC
Current collection method Third rail
Bogies H-frame Bolsterless (Siemens)[1][2]
Braking system(s) Electro-pneumatic, regenerative and rheostatic
(Westinghouse Brake and Signal)[2][6]
Safety system(s) Current: Westinghouse ATC with subsystems of ATO GOA 2 (STO), ATP and ATS[7]
Future: Thales SelTrac CBTC, ATC with subsystems of ATO GOA 2 (STO), ATP, NetTrac ATS, CBI[8]
Coupling system Scharfenberg[1][2]
Track gauge 1,435 mm (4 ft 8 1⁄2 in) standard gauge

The Kawasaki Heavy Industries C151 is a type of train that is one of the four current types of electric multiple unit on the North South and East West Lines of Singapore's Mass Rapid Transit (MRT) system. These are the oldest trains on the system; they were introduced in 1987 and are still in operation. Sixty-six trainsets consisting of six cars each and a single money trainset consisting of four cars were purchased. These trains are operated by SMRT Trains.

These trains were manufactured from 1986 to 1989 in batches by a Japanese consortium headed by Kawasaki Heavy Industries, following a round of competitive bidding by rolling stock manufacturers from around the world. No visible differences can be found in any of these batches, which were built to agreed specifications. The trains underwent a two-year mid-life interior refurbishment programme by Hyundai Rotem. After major train disruptions on 15 and 17 December 2011, further plans to upgrade its mechanical components to increase its reliability were made. The first trainset to receive this upgrade, which included a replacement traction system, entered service in July 2015.

History

Tendering process

With construction of the Mass Rapid Transit system underway in 1983, Contract 151 called for the procurement of rolling stock—150 cars in Phase One and an option for 246 cars in Phase Two.[9] In what Financial Times described as "a time when manufacturers were begging for orders" for the global rolling stock market,[10] competition for the contract was intense. At least eight companies from around the world submitted bids for what they had nicknamed the "Big One".[9] Bidders included Metro-Cammell with Singapore Automotive Engineering, Kawasaki Heavy Industries with three Japanese manufacturers, MAN AG with AEG, Siemens and Brown, Boveri & Cie, Francorail with Alsthom-Alantique, SOFRETU and Singapore Shipbuilding and Engineering, ASEA with Sembawang Shipyard, and a Bombardier Transportation-led consortium with Hawker Siddeley Canada and Brown Boveri Canada.[11][12]

Competition for the contract was so fierce that it involved last-minute discounts, offers of free parts and allegations of sabotage.[1][9] Metro-Cammell, Kawasaki and ASEA were shortlisted for the final round.[11][13] Metro-Cammell based its design on the Hong Kong MTR M-Train EMU and proposed to use the GEC propulsion system had they won the contract.[1] Metro-Cammell also delivered a concept mock-up and was originally the favourite to win the contract.[9] However, analysts became concerned that a measuring error involving the London Underground 1983 Stock during the evaluation period could jeopardise their bid.[14][15]

In 1984, the Japanese consortium of Kawasaki Heavy Industries with Nippon Sharyo, Tokyu Car Corp and Kinki Sharyo was awarded Contract 151 at a cost of S$581.5 million for the construction of 396 passenger cars.[1][16] Kawasaki won the contract; its bid—aided by favourable financing from Mitsui and positive economic conditions in Japan—was 12% lower than those of other bidders.[10][17] The award was the largest single contract awarded in the initial construction of the system.[10] Kawasaki also promised to supply $20.9m worth of complimentary spare parts after delivery.[18] The loss of Contract 151 was a massive financial blow to Metro-Cammell, who were forced to reduce their workforce by half later that year.[19]

Initial construction

A mock-up was manufactured in Japan after Kawasaki won the contract.[20] It was shipped to Singapore and put on public display during the 1984 National Exhibition held in November 1984 at World Trade Centre.[20] The mock-up featured three choices of seating arrangements and colour schemes; members of the public were invited to give feedback on these options.[20] The finalised interior design of the C151 trains consisted of a fully longitudinal seating arrangement.[21] The bucket seats were made of plastic; glass partitions separated the seating areas from the passenger doors.[21] Strap lines for standing passengers were installed in the middle of every car.[21] The colour scheme of each adjacent car's interior is distinct to make car identification in cases of fault reporting easier for passengers.[21] Originally the colour scheme of the driving trailer cars was orange, that of the second and fifth motor cars was blue, and that of the two centre motor cars was green.[2] There are nine seats between two doors; this was reduced to seven after the first round of refurbishment.[21]

While the rolling stock and Mitsubishi Electric propulsion equipment was constructed in Japan, many parts were sourced from Europe. The trains were fitted with Stone Platt air-conditioning, Duwag bogies, Sig gangways, Scharfenberg couplers and Westinghouse brakes.[1][2][22] Mitsubishi Electric's propulsion equipment was estimated to consume 50% less electricity than Hong Kong's existing MTR M-Train EMU.[2] Its Automatic Train Control (ATC) signalling system was supplied by Westinghouse, capable of running at pre-programmed speeds and activated by the train driver.[7] While theoretically possible to design for a fully driverless operation using this signalling technology, MRT Corporation (MRTC, now SMRT Corporation) decided against this option.[7] The trainsets were assembled in Kobe, Japan, and then shipped to Singapore by Neptune Orient Lines.[18] The first trainset was delivered to MRTC on 8 July 1986 at Bishan Depot, officiated by Yeo Ning Hong.[2][23]

First refurbishment

A label in C151 EMU showing logos of Kawasaki constructed this train in 1987 and HYUNDAI Rotem refurbished it in 2008.

On 3 September 2004, Hyundai Rotem, Mitsui, RM Transit Technology and dU LexBuild received an order to refurbish all 396 carriages, costing S$142.7 million in total.[3] The works included the refurbishment of interior fixtures, the addition of wheelchair spaces, the upgrading of onboard communications equipment, enhancement of the public announcement system, and general improvement of the cars' appearance.[24] SMRT Corporation said the reasons for refurbishment were wear and damage of important components over the past two decades and water leaks from the air-conditioning system on some trains.[24] The company chose this option instead of buying new rolling stock, which would have cost S$792 million.[24] The first refurbished train began revenue service on 5 November 2006, and all remaining trainsets had been refurbished by the end of 2008.[24]

The exteriors of refurbished trains resemble those of the C751B rolling stock. The interior fittings were replaced with white walls and new seats and installed further back to allow more standing space. The colour of seats in the driving trailer were changed from orange to red.[24] Seats of the refurbished cars were lengthened from 43 cm (17 in) to 48 cm (19 in). Four of seven seats per row were designated as priority seats by fitting them with darker-coloured fabric.[25]

The Mitsubishi Electric propulsion system was retained, having performed better than expected.[24] The wheelchair space was made available on the end of two mid-train cars, nearest to the lifts in above-ground stations. LED displays that blink to warn passengers of closing doors were introduced in the upper middle section of the door.[24] Additional loudspeakers and advertisement panels were also introduced. Hand grips were moved to the support bars of the seats on the ceiling and grabpoles were located near the doors and at both ends of each carriage. The air-conditioning system was modified to match the system used in the C751B cars, with air-conditioning vents and in-flow fans installed.[24]

In November 2008, SMRT Corporation and Land Transport Authority (LTA) announced that the last ten refurbished trainsets would have one-third of their seats replaced with metal rails to create extra standing space.[26][27] The move was justified on grounds of allowing more standing space onboard during peak-hour services.[26][27] The reduction of seats per row from nine to seven after refurbishment was already unpopular among commuters;[28] the decision to further reduce seating capacity drew sharp criticism against the operator and LTA. As of December 2015, all 66 C151s from one-third of their seats have been replaced by metal bars to create extra standing space.[29][30][31][32]

Second refurbishment

Following major train disruptions on 15 and 17 December 2011, the Committee of Inquiry (COI) found that despite the first refurbishment of the C151 rolling stock, "there does not appear to be any upgrade in terms of engineering components".[33] The COI was particularly critical of the inadequate and ageing emergency battery installed on the C151 and recommended the installation of a Train Integrated Management System (TIMS) found on the C751B and C151A trains.[33]

In response, SMRT announced it was replacing important engineering components on all C151 trains by 2019.[34] This included changing the existing Mitsubishi Electric propulsion system for the newer Insulated-gate bipolar transistor (IGBT) and Permanent Magnet Synchronous Motor (PMSM) propulsion system by Toshiba, technology currently used in the Tokyo Metro's 1000 series and 16000 series trains as well as Hankyu 1000 series trains.[5] On 30 July 2015, trainsets 055/056 and 131/132 began using this new propulsion system. In tandem with the replacement of the signalling system on the East-West Line and North-South Line with the newer Thales SelTrac signalling system, new equipment had to be installed in the passenger compartment of the trailer cars.[8]

Operational details

Kawasaki built a four-car unit to serve as a money train.[35][36] This was de-commissioned from service in 2007 and both set 301 and 302 is used by the Singapore Armed Forces (SAF) for training purposes.

Passenger announcement and information systems

These trains originally had no visual passenger information systems; station announcements had to be made by the train operator.[37] An automatic audio announcement system using voice synthesizers was installed on each train by September 1994.[37] The first iteration of the door closing buzzer announcements, which replaced the initial door chimes, was fully introduced by April 1997.[38]

SMRT first attempted to install a passenger information system SMRTime on trains using LCD displays in 1999; these have since been removed.[39] In November 2006 the doors of three cars (carriage number 3006, 1006 and 2006) were installed with a dynamic, in-train system displaying station information for testing; these are is similar to ones used by Hong Kong's MTR.[40] An initial prototype of STARIS based upon the existing Automatic Transit Info System was developed in-house; this was removed before the end of the year without entering service.[40]

Two years later, four units of vacuum fluorescent displays (VFD) were mounted on the ceiling. Eight units of dynamic route maps were mounted above every door in each car in trainset 053/054 for a two-month trial.[40] This new SMRT Active Route Map Information System (STARiS) was then progressively introduced to all C151 trainsets, and subsequently to C651 and C751B trains for a cost of S$12 million—S$20,000 per car.[40][41] It became standard equipment on all new rolling stocks subsequently introduced on the East-West Line and North-South Line.

Livery and numbering

Captain SMRT demonstrating the use of a refurbished C151's emergency detrainment ramp.

The cars had an aluminium-alloy double-skinned construction, and were delivered unpainted to save time.[21] A red adhesive strip ran through the length of the cars in the middle to match the operator's visual branding.[2][21] The unpainted cars had a shiny appearance upon delivery, but as dirt and grime accumulated it became a recurring problem for the operator and attracted several public complaints.[42] In response, MRT Corporation built a wash machine at Bishan Depot in an attempt to clean up the cars' exterior proper.[43] After refurbishment, the problem was solved by covering the cars' exterior entirely with adhesive, giving a livery that is similar to the newer C751B and C151A rolling stocks. Future refurbishments may change the current livery to the newer livery found on those at C801A and C151B train cars.[25]

The car numbers of the trains range from x001 to x132, where x depends on the carriage type. Kawasaki Heavy Industries built sets 001–020, 051–062, and 093–102, Kinki Sharyo co-built sets 021–030, 063–072, and 103–112, Nippon Sharyo co-built sets 031–040, 073–082, and 113–122, and Tokyu Car Corp co-built sets 041–050, 083–092, and 123–132. Individual cars are assigned a four-digit serial number by the rail operator SMRT. A complete six-car trainset consists of an identical twin set of one driving trailer and two motor cars permanently coupled together.[44] For example, set 099/100 consists of carriages 3099, 1099, 2099, 2100, 1100 and 3100.

Train formation

A complete six-car trainset consists of an identical twin set of one driving trailer (DT) and two motor cars (M1 and M2) permanently coupled together.[44] The configuration of a C151 trainset in revenue service is DT–M1–M2–M2–M1–DT.

Cars of C151
car type Driver Cab Motor Collector Shoe car length
mm ft in
DT✓✗✓ 23,650 77 ft 7.1 in
M1✗✓✓ 22,800 74 ft 9.6 in
M2✗✓✓ 22,800 74 ft 9.6 in

Major incidents

Since its introduction, C151 rolling stock has been involved in three high-profile incidents:

References

  1. 1 2 3 4 5 6 7 Sherwell, Chris (12 April 1984). "Kawasaki wins major Singapore metro contract". Financial Times (Factiva).
  2. 1 2 3 4 5 6 7 8 9 10 Dhaliwal, Ray (8 July 1986). "A milestone for the fast track". Straits Times (NewspaperSG (NLB)).
  3. 1 2 シンガポールにおける地下鉄電車改修案件の受注について (Press release) (in Japanese). Mitsui. 3 September 2004. Retrieved 8 November 2008.
  4. ↑ "Mitsubishi Electric of Japan has won a contract worth over S$100m to provide the propulsion system for Singapore's Mass Rapid Transit (MRT) trains.". Textline Multiple Source Collection. 9 June 1984.
  5. 1 2 Hoe, Pei Shan (5 July 2013). "Older MRT trains to get new motors from Japan". Straits Times. Retrieved 13 May 2015.
  6. ↑ Sherwell, Chris (15 June 1984). "World Trade News: UK group wins Singapore order for braking system". The Financial Times. p. 5.
  7. 1 2 3 Dhaliwal, Rav (28 April 1987). "Getting to know the how it will work". Straits Times. p. 19.
  8. 1 2 Fang, Joy (2 February 2012). "Coming: $600m upgrade for MRT system/New train measures a ‘catch-up’". My Paper. Retrieved 13 May 2015.
  9. 1 2 3 4 Sherwell, Chris (25 January 1984). "The fight for Singapore's underground : Chris Sherwell in Singapore describes the battle for a major contract". Financial Times (Factiva).
  10. 1 2 3 Sherwell, Chris (16 April 1984). "Hard work by Japanese on bid rewarded with subway contract". Financial Times (Factiva).
  11. 1 2 Duffy, Hazel (12 May 1983). "World Trade News: Singapore short-lists UK company for metro". Financial Times (Factiva).
  12. ↑ Sherwell, Chris (14 November 1983). "Financial Times Survey: Singapore — Speeding into the 1990s — The mass rapid transit project". Financial Times (Factiva).
  13. ↑ "British, Japanese and Swedish manufacturers are apparently being considered as suppliers of the automatic trains for Singapore's Mass Rapid Transit Corporation". Financial Times (Factiva). 16 February 1984.
  14. ↑ Duffy, Hazel (12 January 1984). "Train fault may hinder Singapore metro bid". Financial Times.
  15. ↑ "New coaches built by Metro-Cammell for London Transport have been returned because they are 18mm too wide.". Textline Multiple Source Collection (Factiva). 12 January 1984.
  16. ↑ シンガポール向け地下鉄電車を納入 (in Japanese). Kawasaki Heavy Industries (Archived). Retrieved 2008-11-08.
  17. ↑ Sherwell, Chris (12 April 1984). "How Japan finally clinched the deal: The Singapore Underground Contract". Financial Times (Factiva).
  18. 1 2 Dhaliwal, Rav (12 April 1984). "Made-in-Japan MRT trains". Straits Times (NewspaperSG (NLB)).
  19. ↑ Barling, Lorne (22 August 1984). "More Metro-Cammell jobs go as orders drop". Financial Times (Factiva).
  20. 1 2 3 Lee, Constance (11 October 1984). "Mock-up of MRT train to be shown at National Exhibition". Straits Times (NewspaperSG (NLB)).
  21. 1 2 3 4 5 6 7 MRTC and IES 1987, pp. 411-424.
  22. ↑ "Essentially Singaporean - # 2 The MRT". Straits Times (Factiva). 9 August 1992.
  23. ↑ Tan, Sumiko (1996). Kim Seng: a reflection of Singapore's success. Kim Seng Publication Committee. p. 76. ISBN 981-00-8576-1.
  24. 1 2 3 4 5 6 7 8 Rajan, T. (5 November 2006). "MRT trains get $145m overhaul". Straits Times.
  25. 1 2 Rajan, T. (5 November 2006). "Upgraded trains can take in 100 more commuters". Straits Times.
  26. 1 2 Popatlal, Asha (30 October 2008). "Train operating standards tightened; Boon Lay Extension to open in Feb". Channel NewsAsia. Retrieved 22 February 2009.
  27. 1 2 Almenoar, Maria (12 November 2008). "Fewer seats on train". Straits Times.
  28. ↑ Yew Teck, Chua (9 November 2011). "Refitted SMRT trains should have more seats". Straits Times (Forum).
  29. ↑ Yap, Camillus (22 November 2008). "No thanks: Why commuter hasn't taken a train in two years". Straits Times Forum.
  30. ↑ Edward Say, Chia Choon Leng, Tan Chin Aik et alii (26 November 2008). "Seatless cabins won't ease crowded MRT". The Straits Times Forum.
  31. ↑ Ee, Eoin (28 November 2008). "More trains, not fewer seats". The New Paper.
  32. ↑ Shao Yi, Tan (28 January 2009). "Designs not user-friendly". Straits Times Forum.
  33. 1 2 3 Report of the Committee of Inquiry into the Disruption of MRT Train Services on 15 and 17 December 2011, Ministry of Transport, pp. 313-319.
  34. 1 2 Sim, Royston (15 May 2013). "Older SMRT trains to get makeover for better ride". Straits Times. Retrieved 13 May 2015.
  35. ↑ Koh, Leslie (22 March 2000). "Smooth Operators at the MRT". Straits Times (NLB).
  36. ↑ "Fare Payment Evolution: Interview". Moving Stories. SMRT. Retrieved 7 August 2015.
  37. 1 2 "'Next stop, Bishan station' - now by voice synthesizers". Straits Times (Factiva). 16 September 1994.
  38. ↑ "MRT train doors are safe, but will have new buzzer". Straits Times (Factiva). 22 February 1997.
  39. ↑ Tan, Christoper (27 February 1999). "SMRT to test visual passenger info system". Business Times (Factiva).
  40. 1 2 3 4 Ee, Samuel (12 November 2008). "Better travel info for MRT passengers soon". Business Times (Singapore) (Factiva).
  41. ↑ "SMRT unveils $12m train information system". Business Times (Singapore) (Factiva). 8 November 2008.
  42. ↑ "Trains dirtier? SMRT says it is taking action". Straits Times. 16 October 1991.
  43. ↑ Ang, Lay Tee (1 November 1993). "Cleaning facility built to clean exterior of MRT trains". Straits Times Forum (Factiva).
  44. 1 2 Report of the Committee of Inquiry into the Disruption of MRT Train Services on 15 and 17 December 2011, Ministry of Transport, pp. 32.
  45. ↑ Matthew Pereira; Branden Pereira (6 August 1993). "MRT Trains collide at Clementi: 132 hurt". The Straits Times. pp. 1 & 25.
  46. ↑ Elias, Rahita (20 October 1993). "Murphy's Law and a 50-litre oil spillage". Business Times (Singapore) (Factiva).
  47. 1 2 Report of the Committee of Inquiry into the Disruption of MRT Train Services on 15 and 17 December 2011, Ministry of Transport, pp. 61-62.
  48. ↑ "Man who smashed window 'a hero', says commuter". AsiaOne. 17 December 2011. Retrieved 13 May 2015.
  49. ↑ "Swiss graffiti man faces Singapore caning". BBC News. 25 June 2010. Retrieved 13 May 2015.
  50. 1 2 "Singapore to cane Swiss man for graffiti terrorism". Daily Telegraph. 25 June 2010. Retrieved 13 May 2015.
  51. ↑ Yong, Nicholas (13 June 2010). "Loco about locomotives". Straits Times.
  52. 1 2 Tan, Andrea (18 August 2010). "Swiss Man's Jail Term for Vandalizing Singapore Train Extended". Bloomberg. Retrieved 13 May 2015.
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