☆This is a re-post of the article done before the site revamp. Take note that certain wordings/phrases might be altered.☆

From Land Transport Authority:

Description

JEMP is a key infrastructural upgrading project by the Land Transport Authority. It adds a new platform and track for the Jurong East MRT Station, which provides connections between the North-South (NS) and East-West (EW) lines.

The completion of JEMP will allow more trains to be deployed to ease the crowding situation at the Jurong East Interchange Station during the weekday morning peak hours from 7am to 9am. On 27 May 2011, the new platform at the Jurong East MRT Station will receive its first passengers.

Come December 2011, when all 22 new trains are available, we will also open the platform during the evening peak hours.

Press Release

New Platform At Jurong East Station To Open On 27 May

Five new trains added to boost capacity of North-South and East-West Lines

1 A new platform will be opened at the Jurong East MRT station on Friday 27 May 2011. The platform is part of the Jurong East Modification Project (JEMP). It will enable the deployment of additional trains on the North-South and East-West Lines (NSEWL) to ease crowding and increase capacity.

2 The new platform will allow five new trains to be deployed on the NSEWL from May 2011. By December 2011, another 17 new trains (on top of the five new trains) will be added, bringing the total number of new trains to 22. This will bring the total number of trains in service on the NSEWL to 128. With this, the carrying capacity on the two lines will expand by 15%. Commuters can look forward to shorter waiting times of 2 to 3 minutes at the busiest stretches, compared to the current 2.5 to 4 minutes.

3 For a start, from 27 May 2011, the new JEMP platform will be used during the morning peak hours, from 7am to 9am on weekdays (except public holidays), as this is the time period during which Jurong East Station is the most crowded. When more trains are delivered by December 2011, we will also open the platform during the evening peak hours.

4 Commuters will also be able to enjoy other improvements being made at the Jurong East MRT station. These include an additional entrance and a new passenger drop-off point for commuters working at the International Business Park as well as a pedestrian overhead bridge linking a new privathead bridge linking a new private bus pick-up point to the station. About 150 new bicycle racks have also been installed at the new entrance to the station for the convenience of commuters who cycle and ride as part of their daily commute. Please refer to Annex for the location of the new entrance.

5 Mr Chew Hock Yong, LTA Chief Executive said, “The Jurong East Modification Project introduces a new platform and a new commuter entrance at the Jurong East MRT station. It also involves the injection of 5 new trains from May and a total of 22 new trains by December. It is a major project to improve the capacity of the North-South, East-West Lines. The additional platform will allow more trains to be run at shorter intervals so that commuters can benefit from shorter waiting time and a more comfortable journey. This project is a key part of LTA’s plan to significantly enhance Singapore’s MRT network.”

Promotional Video of the JEMP by LTA

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Brochure from SMRT.

On 30th May 2011, several groups of the public were invited to Jurong East Interchange to understand how the JEMP will improve the transport hub. The Site Admin toured around with the ‘Friends of SMRT’ group, and after the discussion session, he was honored to speak to SMRT Trains Corporation, Director Projects and Technology, Er. Shek Lin Kai and Director Train Operations, Lui Weng Chee. Excerpt from the conversation.

Q: How will the passengers along North South Line, at their boarding stations, know which platform will a Jurong East bound train stop at?
A: Passengers can look at the RATIS (Rail Travel Information System) at the boarding station’s platform to see which platform the train will stop at. Platform A or D will be displayed.

Q: For a passenger travelling on the East-West Line westbound, how can he know which platform to head to take the next departing North-South Line train?
A: The passenger can look for the six RATIS display mounted on platform E (facing the EWL platform F) to see the next train timing. He can choose to stay at platform E. Alternatively, he can head to platform A. Missing a train at either platform will mean only a 4 minutes wait (2 minutes frequency on NSL).

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An example of ‘simultaneous’ departure on the Keio Line Shinjuku Station, Tokyo, where two departing tracks will join up before the next station. Trains can be closely packed together to enhance service capacity.
Q: During the testing of trains on 2nd April 2011, I noticed that some trains were (unintentionally) made to depart together from Platform A and D. Can this actually implemented in operations?
A: No.
Q: Is this out of concern for energy issues, as the train would need to motor up again after coasting/stopping halfway to let another train proceed first?
A (Lui): This is more for safety, as we do not want a train with passengers to be stopped halfway to end up in a complicated situation.

Q: Now that the North-South Line has received its capacity boost at Jurong East Interchange, will the East-West Line face overloading conditions?
A: Presently the NSL, Jurong East bound is operating at 3.2 minutes. This will be reduced to 3.0 (when JEMP first operates), and the EWL will still be at 2.2 to 2.0 minutes per train. This would mean that the EWL trains are unlikely to take double loads from the NSL. However this may occur every 20 minutes (due to scheduling).

As the Directors of the subject are present, the Site Admin went on to ask further questions about the newly acquired Contract 151A (SMRT: KSF) trains.

Q: The braking value for the new stocks is increased from 1.0 to 1.2 m/s (Full Service Brake), how is this actually implemented?
There was a slight hush from the Directors, apparently they had not expected anyone to ask such in-depth questions. The Site Admin cleared the air after indicating that the information was from Kawasaki themselves.
A: This is done by increasing the air brake (pressure). In fact all other trains utilize such regenerative+air brake blending to achieve 1.0 m/s braking, and the new trains are no exception.

Q: For the new stocks, what is the speed that regenerative braking is cut-off?
A: About 5 km/h.
Q: That makes the Siemens still the lowest (most effective range)?
A: Yes the Siemens cut-off at about 3 km/h.

Q: How about full electric braking? I understand that Japan has this technology implemented on new stocks (actually since the early 2000s, I could not bring the technological gap too much!), how about these (KSF) stocks which uses Japanese technology?
A: Air braking is actually easier to control.
A (Shek): Our drivers actually prefer older trains (C151 Electric Chopper SMRT: KHI) as they have more air brake control.
Q: So its true to say that the drivers do not like the Siemens?
A (Lui): Ah yes, you can say so.

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A Keisei 3400, reusing old electric components from the 70s (old AE), this train has a generous air braking starting from 45 km/h.

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A Keikyu New 1000 (Aluminium, Siemens SIBAS 32), using electric regenerative braking till a low speed, the stopping accuracy is increased, not only driver’s confidence is enhanced, trains can be operated at closer intervals to enhance overall system capacity.

Q: New technology, such as the Permanent Magnet Synchronous Motor, can also be implemented side-by-side with current stocks, what is the possibility of them integrated with new stocks?
A: We prefer to standardize and conform the technology in one system. One team manages a system, so we can implement new technology at new systems like the Circle Line.

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The first major implementation of PMSM rolling stock in Japan is Tokyo Metro Chiyoda Line, where they work side-by-side with the oldest Electric Chopper stocks, which are over 40 years into operation.