SINGAPORE: Commuters should expect more planned closures of MRT lines as Singapore's rail network ages and requires extended maintenance time for major upgrades, Acting Minister for Transport Jeffrey Siow said on Wednesday (Nov 19).
Speaking at the International Metro Operators’ Summit at Marina Bay Sands, Mr Siow said Singapore has so far limited maintenance hours to prioritise train operations for commuters.
“But as our network ages, we have to shift this balance a little bit, to create more time for major upgrades that require a continuous block of maintenance time,” he said.
Currently, most maintenance work is carried out within a 3.5-hour window each night – from the end of train services to their resumption in the morning. After accounting for the time needed to deploy and extract heavy equipment, maintenance teams have only about two hours of actual working time.
“This is scarcely enough time to get the system ready for the next morning, let alone do any major upgrades,” Mr Siow said.
The current approach of slightly extending maintenance hours – by ending services earlier and starting later – is no longer enough, he added.
“We have to begin planning for longer scheduled closures. This will enable repair works to be completed much faster, and just as importantly, it will also be safer for transport workers.”
Mr Siow’s remarks follow recommendations from the recently formed rail reliability task force, which called for longer scheduled closures on parts of the network to improve reliability.
One example is the upcoming closure of segments along the East-West Line from Nov 29 to Dec 8, to connect the line to the new East Coast Integrated Depot. Alternative bus and train options will be available, though journey times will be longer.
“I ask for commuters’ understanding, so we can do the necessary maintenance and repair works, and reap the reliability dividend,” Mr Siow said.
Beyond scheduling constraints, Mr Siow highlighted other hurdles in maintaining and upgrading the rail system.
One is the slow pace of technological advancement in public transport. While metro systems are typically state-of-the-art when first opened, they soon become outdated.
“Technology moves very quickly, but legacy systems cannot be upgraded easily,” he said.
Although sensors that track real-time performance have become cheaper, retrofitting older systems to collect such data remains difficult and costly. Many maintenance tasks also remain manual, such as tunnel inspections.
Mr Siow noted that operators are developing new technological tools: SBS Transit is working on a robotic dog to inspect trains for faults, while SMRT has automated its Bishan depot using rail-guided vehicles and advanced equipment.
“But I think much more can be done in this area,” he said.
Another challenge is the shortage of new talent. Rail maintenance jobs are physically demanding, making it difficult to draw in younger workers, he said.
At the same time, newer metro systems require highly specialised technical skills in electrical, mechanical and systems engineering, where competition for talent is intense.
Institutions such as the Singapore Rail Academy and National Transport Academy, along with initiatives like the SGRail Industry Scholarship, aim to nurture the next generation of rail professionals.
Mr Siow added that part of a S$1 billion (US$767 million) fund set aside for rail maintenance will support manpower development.
“All these efforts will take some time to bear fruit, but I believe we will have better manpower outcomes in the coming years,” he said.
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Speaking at the International Metro Operators’ Summit at Marina Bay Sands, Mr Siow said Singapore has so far limited maintenance hours to prioritise train operations for commuters.
“But as our network ages, we have to shift this balance a little bit, to create more time for major upgrades that require a continuous block of maintenance time,” he said.
Currently, most maintenance work is carried out within a 3.5-hour window each night – from the end of train services to their resumption in the morning. After accounting for the time needed to deploy and extract heavy equipment, maintenance teams have only about two hours of actual working time.
“This is scarcely enough time to get the system ready for the next morning, let alone do any major upgrades,” Mr Siow said.
The current approach of slightly extending maintenance hours – by ending services earlier and starting later – is no longer enough, he added.
“We have to begin planning for longer scheduled closures. This will enable repair works to be completed much faster, and just as importantly, it will also be safer for transport workers.”
Mr Siow’s remarks follow recommendations from the recently formed rail reliability task force, which called for longer scheduled closures on parts of the network to improve reliability.
One example is the upcoming closure of segments along the East-West Line from Nov 29 to Dec 8, to connect the line to the new East Coast Integrated Depot. Alternative bus and train options will be available, though journey times will be longer.
“I ask for commuters’ understanding, so we can do the necessary maintenance and repair works, and reap the reliability dividend,” Mr Siow said.
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TECHNOLOGY, MANPOWER CHALLENGES
Beyond scheduling constraints, Mr Siow highlighted other hurdles in maintaining and upgrading the rail system.
One is the slow pace of technological advancement in public transport. While metro systems are typically state-of-the-art when first opened, they soon become outdated.
“Technology moves very quickly, but legacy systems cannot be upgraded easily,” he said.
Although sensors that track real-time performance have become cheaper, retrofitting older systems to collect such data remains difficult and costly. Many maintenance tasks also remain manual, such as tunnel inspections.
Mr Siow noted that operators are developing new technological tools: SBS Transit is working on a robotic dog to inspect trains for faults, while SMRT has automated its Bishan depot using rail-guided vehicles and advanced equipment.
“But I think much more can be done in this area,” he said.
Another challenge is the shortage of new talent. Rail maintenance jobs are physically demanding, making it difficult to draw in younger workers, he said.
At the same time, newer metro systems require highly specialised technical skills in electrical, mechanical and systems engineering, where competition for talent is intense.
Institutions such as the Singapore Rail Academy and National Transport Academy, along with initiatives like the SGRail Industry Scholarship, aim to nurture the next generation of rail professionals.
Mr Siow added that part of a S$1 billion (US$767 million) fund set aside for rail maintenance will support manpower development.
“All these efforts will take some time to bear fruit, but I believe we will have better manpower outcomes in the coming years,” he said.
Continue reading...