There are some incredible sights coming out of the Bentleigh/Mckinnon/Ormond level crossing removal works, and I’ll post some pictures (and hopefully video) tomorrow.
But in the mean time, early works on the “CD9” Caulfield to Dandenong 9 “Skyrail” crossings is also happening.
I don’t have a big update for you, but I recently bashed out this summary of the debate around this project on Reddit, and I thought I’d repost it here:
There’s the residents who live very close, many of whom don’t want an elevated line next to their houses (though some do not object as they see the advantages from the land opened up). Some of their concerns are perhaps exaggerated, but some are genuine and legitimate.
There’s the Liberals who sense this is a weakness of the Dandrews ALP government, and are exploiting it for all its worth.
For most other people, I suspect they just want the crossings gone ASAP, and with the least disruption possible. (For perspective, the Frankston line shutdown that has just begun is said to be the biggest since the City Loop was under construction, and involves 100+ buses at peak times. The Dandenong line is twice as busy and involves three times as many stations.)
Removing crossings doesn’t just benefit motorists. It also benefits pedestrians, bus users, cyclists and emergency services, and it enables more (and eventually, longer) trains on the most crowded line on the system, as well as improving safety/train reliability.
At least, that’s how I see it. What do you think?
The discussion on Reddit raised some interesting points, and is worth a look if you’re not offended by an occasional smattering of coarse language.
They’re never going to convince those most vehemently opposed to it, but it is important that the government keeps talking to everyone involved, and accommodates any reasonable request for information, or that can help minimise impacts from construction and from the final design.
PS. There have been some good discussions on Twitter about the project, but a small number of people have resorted to throwing insults and accusations around. I’m going to stop engaging with those people, and though I hate to do it, will block people who become abusive.
Glenhuntly station, which looks much the same today except for additional shelter and PIDs (Passenger Information Displays). Following the works in 2016 to remove level crossings further south, many would be hoping the crossing here (and Neerim Road very close by) are done soon, but it looks like that will only happen after Labor funds all fifty in its 2014-2022 plan.
This illogical parking sign from Elsternwick was the subject of a blog post. Why restrict it to four hours parking during a four hour period on Saturday morning? I can’t find the photo right now, but even sillier was the nearby restriction of five hours between 8am-12noon. I think the last time I looked, these had been fixed.
Pulling apart a VHS tape (and putting it back together). I’m sure there was a terribly good reason for this, though it escapes me for now. I still have a lot of VHS tapes; I’m gradually chucking them out, but somewhere on one of them is a mildly embarrassing recording of my sister on TV, so I’m checking each tape before I dispose of it to try and find it.
Route 404 bus stop. I probably snapped this for the PTUA 404 page.
Collins/William Street corner. Looks about the same, but much busier given all the development at the west end of the CBD. The trams are all in different colours, of course, and LED displays replaced the old canvas destination rolls.
Bourke/William Street corner looking north. On the left is now the gigantic CGU building and Goldsborough Lane arcade.
Swanston Street looking north towards Bourke Street. I think I took this because I became fascinated with all the companies using lime green in their colour schemes. Note the Crazy John’s mobile phone shop on the corner — founder John Ilhan had passed away a few years before; Vodafone now owns the brand.
Manchester Lane. Not so different from today.
The contrast from the 1990s to the 2000s was more striking — in 1993 we chose the spot for a grimy creepy laneway for a student film:
The last trains ran on Friday night, and over the weekend workers were busy taking out the rail line: overhead wire, track, signalling, ballast.
And the boom gates of course. On Sunday morning there was a media/photo opportunity to proclaim the crossings gone, though of course trains won’t be running again until the end of July.
The boom gates were loaded up on a truck and taken away.
Allan: “I think we need some more help with this.” Andrews: “I’m sure Daniel will give us a hand.”
Nearby, various machinery was taking out the railway line on the crossing itself, leaving the road bridge (built earlier in the year).
As of this morning, the crossings are all open to road traffic, and digging and tunnelling (including under the roads) will happen over the next 10 days or so, with trucks removing the spoil to a quarry in Dingley which is being filled in. Then they’ll get to work building the new rail line and stations.
Some local traders are able to take advantage of the huge workforce present for the project, with cafes opening for extended hours. Apparently Brumbys Bakery is open 24/7.
Other traders are feeling the squeeze due to construction impacts, including closure of the stations.
Come Monday morning, the busiest bus route in the state will be in the southeastern suburbs — with more passengers and buses serving it by a long shot.
And it doesn’t even have a route number.
What is it? The Frankston line rail replacements from Moorabbin to Caulfield, over 37 days and nights from tonight at 9pm.
I compared PTV bus route stats (the latest available, sadly, are from way back in 2011-12) and tried to work out the number of buses in service at peak times, based on the timetabled round trip and frequencies. For the Frankston line bustitution, the LXRA have said around 100 buses will be used, maybe more.
But how many passengers? Well the 2013-14 train passenger figures are 38,440 entries per weekday. I’m assuming half those people use the buses (similar to an LXRA estimate from earlier in the year), but that each of them does so twice a day. A wild guess, perhaps, but let’s go with it.
So based on that, here’s how the busiest routes stack up against the forecast loads and buses for the rail replacements:
Apart from bus drivers, the Frankston line bustitution also has a significant number of despatch staff, and customer service staff (at least two at each stop).
It’s worth noting that the Smartbus routes are far longer than the 401 and the Frankston line bustitution, which are a short sharp concentrated burst of activity.
(Skybus is another contender for busiest/best served route. The estimates for this are pretty hard to come by, but at a wild guess weekday patronage is perhaps around 8000 per day.)
The operating hours on the bustitution route match those of trains: until midnight, and all night on weekends… which is why it’s baffling that they still haven’t fixed the part time bus zone at Patterson.
The buses will be split during peak times into express and stopping routes, with the stoppers along Jasper Road as before, but the expresses along Thomas Street/Bambra Road — hopefully helping the whole thing run more smoothly. Of course the impact of 150 truck movements per minute hour on nearby roads during the first ten days will have an effect.
Given the number of buses required, clearly the bus companies have found any buses they can — there are a lot out there with no Myki readers (the buses are basically free to ride), and I’ve spotted high-floor non-accessible buses in service (not necessarily a problem as long as accessible buses are plentiful).
The first two weeks of operation are during school holidays, but there are three weeks of “normal” weekdays, which is when the buses will really be tested.
It’ll be great when it’s all over.
But in the mean time, brace yourself, fellow Frankston line users.
A couple of experiences with online hosting services that I wanted to relate.
Don’t worry, I’ll try not to let this get too geeky.
For years I had a domain name custard.net.au associated with the company I owned that I used for contracting — this is a common thing in the IT and contracting worlds. I stopped contracting some years ago and wound-up the company (I couldn’t justify the ongoing expense, let alone the damn paperwork), but the domain name stayed active for a few things including email.
The domain had originally been registered through a company called ClickNGo, which was acquired by NetRegistry in 2011. In turn, NetRegistry was bought by Melbourne IT in 2014.
About a year ago, out of the blue, it became apparent that another party had somehow got control of the domain, the web address, the associated emails.
Initially I thought it was some kind of hack attempt, but it turned out that the registrar, NetRegistry, had handed it over to them, on the basis that the old company ABN I’d used was no longer current.
NetRegistry claimed they had emailed me beforehand. They hadn’t. Or at least, nothing was received. It wasn’t in my spam folder; it hadn’t arrived. They’d had my email and snail mail details, but neither had received anything.
Email isn’t 100% reliable. If they had tried, they certainly didn’t seek any kind of confirmation that I’d seen the message.
I was in no position to dispute the eligibility to continue to hold the domain; that was fair enough. But it seems ridiculous that in such a situation, the registrar doesn’t try a bit harder to make contact. In a lot of cases the assumption over eligibility might be wrong, and/or the domain could be used for something really important.
I had used the domain for a few things, but nothing critical other than emails for a lot of different online services. I made contact with the new owner, who was kind enough to agree to forward emails and a few specific URLs across so I could gracefully withdraw from the custard.net.au domain.
No thanks to NetRegistry.
AussieHQ web hosting
For years I used AussieHQ for web hosting.
The company used to be called “Aussie Hosts”, a small web ISP run by a family company. When I first dealt with them, they were really good — very responsive and reliable. Apart from my own hosting, the PTUA web site got moved there too.
Over the years they have acquired (Aussie and McGoo HQ merged to become AussieHQ), and been acquired, and are now part of UberGlobal — nothing to do with the well-known car “ride sharing” company; they are an online services company.
Alas, as they have got bigger, their service has got steadily worse. Web outages, email problems, hacking… and they’ve usually been unable to provide any useful response to any of these issues. They’ve also failed to update their status page or Twitter feed during problems, and have done things like renewing annual plans without any notice.
Due to these problems, in the past 12 months I’ve moved all my own hosting and the PTUA hosting off their servers. There plenty of more competent competitors.
By the way, in 2015 UberGlobal was bought by Melbourne IT.
So in both these cases, the problems were courtesy of subsidiaries of Melbourne IT, which was spun out of Melbourne Uni in the 1990s.
I don’t know if their other services are better or worse, but based on this, I’d be wary of dealing with them or their subsidiaries again.
This post pulls together some things I saw on my on my holiday, together with information gleaned from a briefing with the Singapore Land Transport Authority (organised by chance courtesy of the Victorian Government when some of their people discovered they’d be in Singapore at the same time I was), together with information trawled off the web.
MRT and Metro
Singapore: MRT stands for Mass Rapid Transit. It’s Singapore’s train network, which started service in the 1980s, which is why everything seems so new. Surprisingly however, they do have wooden sleepers on some parts of the network, which are steadily being replaced with concrete, and other upgrades are underway.
Melbourne: Metro is a brand name owned by the Victorian Government. The network we have now dates back to 1854, and has gradually been extended and updated, though there’s an awful lot of very old equipment.
Singapore: Five lines, with more under construction, all completely independently run. All double track all the way. Consistent train lengths on each line – not all long trains, either – the Downtown line runs 3-car trains, but frequently. (For this article, I’m not counting the LRT – Light Rail Transit, which is a feeder to the MRT. I didn’t look at this during my visit.)
Melbourne: Fifteen lines including branches. (Sixteen if you count the part time Flemington line, seventeen if you count the V/Line metropolitan line to Wyndham Vale). Lots of junctions, shared track, single track, intertwined drivers, services, fleets and other resources. Mostly consistent train lengths these days, since the ridiculous practice of running half-length trains on weekends and evenings was removed. The PTV Network Development Plan is geared at separating out the various lines, though progress is very slow.
Singapore: System length 171 km, with 101 stations (according to Wikipedia). Many interchanges between lines. A mix of radial “compass” (east-west, north-south, etc) lines and other connections. No central terminus.
Melbourne: System length 372 km, with 207 stations (Wikipedia) – so the overall station spacing is similar, though it probably varies more widely. Limited interchange between lines. All lines are radial. Central terminus station (Flinders Street) where everything stops and waits, and no timetabled through-routing can be guaranteed.
Singapore is catching up to us. They plan to get to 360 km of routes by 2030, and at the rate they’re building, it looks like they’ll get there.
Singapore: Lines have names, colours and initials on the map, and stations have numbers (as well as names) along each line, making navigation easy. Plus every train stops at every station (though in some cases trains do terminate before the end of the line).
Melbourne: The current map has colours for zones that mostly no longer matter. Lines have names which are confusing thanks to branches, and stations have names only. Stopping patterns on some lines vary wildly (just look at the Ringwood line during PM peak; a real mess). There has been a new, much better map in the works for some years.
Singapore: The various lines are run by different private operators: SMRT and SBS Transit (a subsidiary of ComfortDelGro, which runs some buses and taxis in Melbourne). The government says having two operators is to foster competition. This seems to work okay given the lines are completely independent.
However there is (I’m assuming mandated by the government) a high level of integration, including fares, with some stations providing paid area interchange between different operators’ lines. And you’d barely notice that there are two operators, let alone that they are private — the facilities and most of the signage seem to be identical. (One exception that seems to have snuck through is the SMRT status screen shown above.)
Both operators (or related companies) also run bus routes, LRT lines and taxis. I’m told it’s possible the MRT will be nationalised in the future, but for now the private operators continue.
Melbourne: One private operator: Metro Trains Melbourne. This is probably for the best given the intertwined nature of the system (having two companies didn’t work well), though the Five Group Railway plan ultimately seeks to completely separate the various lines.
Singapore: The government’s Land Transport Authority builds the lines and pays for them. The operators run the lines, and are expected not get any subsidy – just fare revenue.
Melbourne: The government’s various authorities build the lines and pay for them. There’s a very messy franchise agreement which I suspect nobody outside government really truly understands (even if you can get to read it; it’s currently not available online), whereby MTM gets paid.
Singapore:Wikipedia says the metropolitan population is about 5.5 million over just 719 square kilometres. Density 7697 people per square Km. The density has to be seen to be believed. Imagine the dense areas of South Yarra, across much of the metropolitan area.
Plus cars are constrained through limited registration and road pricing. Obviously this all means mass transit and high frequency services are a lot more viable, and it really shows.
Singapore’s Land Transit Authority reckons current public transport mode share is about 60% of trips. They’re aiming to increase this to 75% by 2030!
Melbourne: Serves a metropolitan population of about 3.7 million people over 2543 square kilometres; density 1450 people per square Km. The densest parts of inner-suburban Melbourne rival “suburban” Singapore, but outside about 5km from the CBD, we’ve really got nothing to compare.
Singapore: Frequent service all day, every day. Peak frequency is around 2-3 minutes. I never waited more than 5 minutes for a train, even fairly late at night, though the official page says frequency may be as low as 7 minutes. As noted, the high metropolitan density helps makes this viable.
Melbourne: Every 3-20 minutes at peak, every 10-20 minutes off-peak, 20-30 minutes evenings. We may not have the density nor the operational line separation to support 5 minute services all day, but given suburban traffic congestion, we can at least get to 10 minutes all day every day, which would make the system a lot more usable than it is now.
Singapore: Last trains around midnight. No all-night services on weekends.
Melbourne: Last trains around midnight, but hourly trains on Friday and Saturday nights.
Fares and ticketing
Singapore:Fares are per kilometre. They seemed really cheap to me (bearing in mind the Singapore dollar is worth about the same as the Australian dollar). But no season passes/periodicals – they used to have them, but phased them out.
Melbourne: Basically one flat fare zone. Both systems obviously have their pros and cons, but this makes short distances relatively expensive, and heavily subsidises long distance trips. Option of Pay As You Go (Myki Money) or Pass.
Singapore: Re-usable EZ-Link card, like Myki but faster. Not perfect though; for instance the first app I found for checking the balance won’t work without a local mobile phone number… a tipoff pointed me to another. Ticket machines at every railway station, some bus stops and interchanges. The machine I used didn’t seem to spit out unwanted receipts.
Retailer, Online topup (note how they explain actually getting the funds onto your smartcard) and Auto Load options. Refundable “standard ticket” option.
Melbourne: Myki, kind of like the rest of the world’s PT smartcards, but slower. (Finally this is improving with the new readers.)
Singapore: Acceleration and speed on all the trains seems quite good. The East-West line covers 49km and 35 stations in 70 minutes (eg average speed 42 Km/h), with a maximum speed of 80 Km/h. It probably helps that they don’t have to stick to a public timetable.
Melbourne: Acceleration and speed is mixed, with varying types of trains on most lines resulting in a lowest-common-denominator timetable, with lots of padding. The Frankston line covers 43 Km and 27 stations in 73 minutes (eg average speed of 36 Km/h). Maximum speed generally 80 Km/h, but reaching a max of 95 south of Mordialloc.
Singapore: Lots of doors and lots of standing space on the trains, hardly any seats. Lots of places to hold on.
Melbourne: Previously designed to maximise seats, this has been curbed recently, allowing more standees and greater capacity, but most models of train still have too few places to hold on. The new model trains will change this.
Singapore: Every station that I saw had platform screen doors, made possible by all stations being underground or having full-length platform shelter; consistent train fleets; automatic train operation (some lines with drivers, some without) to stop consistently in the right place. This in turn makes possible markings on platforms showing people where to stand, which cuts dwell times.
One interesting side-effect of the full height platform screen doors in the underground stations: you don’t really see the trains or the track. The trains arrive behind the partially-covered glass and the doors just open. It feels more like a giant horizontal elevator than a train.
At aboveground stations the doors are half-height; you can see over them, but couldn’t easily climb over them. (See the video above, which shows how they work.)
Melbourne: No platform screen doors yet. The first will be on the new underground stations on the metro rail tunnel, which will run only specific train types. No suburban stations have full-length platform shelters, but having seen them in action, it emphasises to me that the rebuilt Dandenong line stations should have full-length platform shelters to help facilitate them in the future.
Singapore: Every station appeared to be staffed, with fare gates. Platform despatch staff were spotted at busy stations at peak times. No visible security or ticket inspector presence that I saw, but this may reflect the overall law-abiding nature of the country.
Melbourne: About every third station is a “Premium” fully staffed station. Fewer have fare gates, though the policy now (which is coming into play with the grade separations) is to install fare gates at newly built Premium stations. Some platform despatch staff at busy stations at peak times. Authorised Officers (ticket inspectors) roam the system, and Armed PSOs are at most stations after 6pm.
Singapore: No level crossings. All lines that I saw are underground or elevated.
Melbourne: Lots of level crossings, and it’s only in the last few years that there’s been a serious effort to start getting rid of them.
Singapore: Powered by 750 volt DC third rail, except the North-East Line which is 1500 volt. So much for the theory that all modern systems run 22,000 volt AC.
Melbourne: Overhead wire 1500 volts. The metro rail tunnel and Sunbury to Dandenong line will introduce 3000 volt power.
Singapore: There doesn’t appear to be any timetable co-ordination with buses (arguably pointless when trains run so frequently). But many stations have bus connections, and these are well signposted, with some major interchanges having extensive bus parking and passenger waiting areas. Many bus routes aren’t spectacularly frequent, with services “every 13-19 minutes” being fairly common. That’s still better than most Melbourne routes though.
Melbourne: Some attempts at timetable co-ordination. Connections are generally well signposted, but at some locations little thought has been given to getting the buses to stop close to the station exits. Most routes every 30-60 minutes, only a few are more frequent.
Singapore: Lots of interchange stations. Between lines, this usually involves lengthy connecting corridors. How lengthy? Think Platform 1 to Platform 13 at Flinders Street. Notably for the Changi Airport branch line, there is cross-platform interchange in both directions, but not with timed connections… but it doesn’t matter thanks to the high frequencies.
Melbourne: The structure of the network doesn’t really lend itself to interchanges, yet, though some exist for the branch lines (eg Alamein, Altona Loop) as well as between Direct and City Loop trains (North Melbourne, Richmond). The infrastructure could be improved in this respect; even at recently rebuilt stations like Footscray, it often requires exiting the paid area to change trains.
Singapore: Only folding bikes are allowed on the trains, and only outside peak times. Bike parking is provided at some stations, and some of it puts ours to shame – see photo.
Singapore: Platform and carriage door heights are closely aligned, so wheelchairs, prams and wheeled luggage can be easily wheeled aboard without help or ramps.
Melbourne: Most platforms have a considerable gap. Harrington Humps have been installed at some stations, but most of the time the driver has to deploy a portable ramp, slowing down operations.
Singapore: Trains and stations spotlessly clean. It took me a week to spot any litter. This is no doubt reflective of Singapore society as a whole, which has a reputation for being very law abiding (though I saw a fair bit of jaywalking.)
Melbourne: Trains and stations often littered and tagged. Some efforts have been made to keep them clean, but it’s an ongoing challenge. Siemens trains in particular are notorious for dirtiness.
Singapore: Almost no planned disruptions to train services. All works are carried out at night. The only concession to this is earlier closures and later Sunday morning starts. On the Thomson East Coast Line under construction, I was told interchange tunnels would be built under tracks up into the centre of the existing Orchard Station platforms, all without interrupting train services.
Melbourne: My station is closed for 3 months to remove the level crossing, and the trains will be interrupted for five weeks straight. Nuff said?
Singapore: Unplanned interruptions to service seem to be rare, but not unknown. One night I saw signs indicating an LRT disruption, and it made the papers the next day.
Melbourne: Melbourne, sadly, is notorious for delays and cancellations.
Singapore: I don’t know if there are any organised user groups, but I’m told the political pressure is immense to keep improving the system. Crowding can be severe at peak times.
Melbourne: Lots of political pressure, such that during the last state election the debate was around which rail tunnel to build. Crowding can be severe at peak times on some lines. Active user group that really needs your membership.
Can we get there from here?
Can we learn from cities like Singapore? Can we improve Melbourne’s rail system to be more like Singapore’s? You bet. Reliability in particular can be improved, but so can frequency.
There’s a limit — Singapore-style density is unlikely in many Melbourne suburbs in the forseeable future. And we may not want trains with virtually no seats, given long trip distances.
But we can do a lot more to grade separate level crossings, operationally separate rail lines for efficiency, improve interchange facilities, improve train designs and efficiency… and the clincher, the most important aspect for a more usable system: run more frequent trains at all times.
As I’ve said many times, ten minute services are possible on most of the rail network with the track infrastructure and fleet we already have. There are impacts for driver numbers and maintenance capacity, but the government should push ahead with it.
After breakfast we headed for the pool for a while. It was warming up but not too hot, and very nice in the water.
Then a moment of panic. Where had I put my room door key card? It was in my bathers pocket, and… oh. There it is. On the bottom of the pool. Fortunately it seemed intact and it still worked.
We packed up our bags for the evening flight, and checked out. I hope we’ll be back – staying in a resort for a couple of days is a pretty good way to relax, and not extraordinarily expensive.
We caught a taxi to a hotel back on the Singapore mainland, in Havelock Road. I only had a vague idea where we were going, but it was a long way from an MRT station, and impractical with luggage.
At the hotel we met my extended family, including the newlyweds J+V, for a family lunch. Buffet of course.
We still had many hours to kill, but decided to head to the airport and dump the luggage. I’d never tried Uber before, but thought we’d give it a go. I’d signed up and installed the app in advance.
It all worked super smoothly. All the things you could wish for in a taxi app they’ve put in the Uber app: it knows where you are for the pickup; it shows you the vehicle licence plate and the driver’s name and tracks their progress towards you.
Salim was our friendly driver, and got us quickly and safely to the correct airport terminal. We chatted on the way, and it sounds like Uber in Singapore faces a similar debate with the taxi industry as everywhere else.
The fare? Only S$4 — how could that possibly be enough for the driver to make a living? No wait, it was $19 minus a $15 credit for joining with a promotional code. It still seemed very reasonable.
We were many hours early, but rearranged our luggage to hold onto our carry-on, and checked everything else in.
To fill the time we caught the MRT to Pasir Ris, a terminus station adjacent to the large Pasir Ris Park, and had a walk around.
Under the railway station was a bus terminus, including facilities for drivers while their buses layover. (I’ve got a post about elevated rail in Singapore coming up.)
Inside the park we detoured through the “mangrove forest board walk”, a nice contrast to the manicured gardens in the rest of the park, then headed towards the water.
At the water, you can see across to Pulau Ubin, an island off Singapore. You can also see what appear to be a couple of floating shanty towns. Well, not towns, maybe houses. I don’t know, they were too far away to see properly, but appeared were something of a contrast to the perceived modernity of Singapore. Can that really be right? Wouldn’t they be more practical closer to the shore?
Update: they are traditional floating fishing villages! See comment from Eugene, below.
Back to the train, and back to the airport — one remarkable sight: a piece of litter on the train. Every other train and station we’d seen was spotlessly clean, and litter-free.
I wanted to change from shorts into jeans for the flight back, so found myself a toilet cubicle to get changed. Changi is a very modern airport, but this turned out to be a squat toilet… I got changed, but decided not to use it.
Before too long it was time to go through Passport control, then security, and board the plane.
We flew back through the night. Not much sleep, and they said we’d arrive even more early than the appallingly early scheduled 5am time.
It was before dawn when we arrived. There were minimal queues getting back in through Immigration.
Eventually home, I meant to lie down for an hour or so, but woke refreshed three hours later.
Back in cold, windy, wet Melbourne. I was already thinking about my next holiday.
We awoke in the resort on Sentosa, with one more full day before heading back to chilly Melbourne.
Breakfast buffet. I totally ate too much, and I didn’t even get to have an omelette (made fresh by chefs in the buffet area).
But anyway, time to explore!
Sentosa island has two cable car lines. One goes east-west across it, the other heads north across the water to the mainland of Singapore. We went across the island first, looking down on the various attractions, theme parks, hotels…
Near the eastern end of the cable car is the Merlion, a 37 metre-high symbol of Singapore, a guardian of prosperity. This particular one was apparently sculpted by an Australian.
The area around the Merlion definitely had a kind of Luna Park feel to it. The monorail from the mainland (which connects the giant VivoCity shopping centre to Sentosa) zoomed past every few minutes.
Most of the time when I spotted the monorail trains, they were overcrowded. In the evening when a lot of people were heading back to the mainland, there seemed to be long queues on the station platforms. Their capacity isn’t great. Like the cable cars, they’re really a toy, not a mass transit solution.
After a look around, we caught the cable car back halfway and switched to the other one to go to the mainland. This took us way up high over the water and shipping, but what really got me feeling a little giddy was after a station in the middle, it went even higher over roadways and forest, up the mountain to nearby Faber Point.
At Faber Point was a glorious view over the Harbourfront area, and a nice breeze to cool us down – it was getting pretty warm by this point, and the cable cars aren’t air-conditioned.
We caught it back to the middle station at Harbourfront, which as the name might indicate is all about shipping. Walking around there we encountered a load of passengers about to board a cruise ship, all pulling their suitcases along.
Into the VivoCity shopping mall, not looking quite as frantic as the day before, and we caught the MRT one stop, then changed to the East-West line and hopped off at nearby Redhill. I wanted to look at an example of an elevated railway station – M didn’t really care, she just wanted to stay out of the sun.
I’ll write all about that later, but from there we went back to VivoCity and after some hunting, found some lunch in a faux hawker stall.
The cable car was more crowded heading back to Sentosa. At the interchange station they had a cable car museum, including a slightly odd fully-sized cable car made of Lego.
We got back to the hotel. When we’d first arrived at the resort, I’d noticed a warning on the hotel window about roaming monkeys on the balconies. I read it but thought little of it.
But now I looked out to see… a monkey! I grabbed my phone and got a photo, then dashed back for my “real” camera to find it had gone.
I went out onto the balcony and looked around. Other people on nearby balconies were looking as well. One said it had climbed all the way to the top of the building, but I didn’t spot it again.
We got changed to have a laze on the beach, accompanied by drinkies. My sister and her family were heading to the airport to go home, so we said goodbye to them.
It was pretty hot, but pretty relaxing at the same time. It’s quite luxurious having your drinks served to you on your beachfront lounge chair.
After some serious relaxing for a while, we went back to our room, then headed for dinner.
Famous dumpling house Din Tai Fung (which also has an outlet in Melbourne’s Emporium) is back near the Merlion, so we caught the cable car back there (for an extra dollar, we’d paid for two round trips… at this point evidently enough boxes had been ticked on our tickets that had the cable car ticket checkers seemed to start to eye us with a little suspicion… clearly we weren’t going to get away with any more rides than we had paid for).
There was a 25 minute wait at Din Tai Fung, but we happily took the time to look around and fill in the menu/order form, and the food when we got in was totally delicious.
A relaxing cable car ride back (“Where are you going?” “Siloso beach”) and back to the hotel for one last night in Singapore.
About a week before leaving for Singapore, I’d been in a meeting with some people from the Victorian government, talking rail tunnels and level crossing removals.
I mentioned I was going, and asked what I should look at. Turned out they were about to send some of their people off overseas to exchange ideas with counterparts in various parts of the world – including Singapore, on a day I’d be there. And would I be interested in tagging along? You bet I would!
So it was arranged, on Saturday morning I headed for a hotel off Orchard Road for our meeting. We were taken to the nearby Orchard station site for a briefing and a tour.
The Thomson-East Coast Line is designed to relieve other lines, as well as speeding up travel times to key destinations
Blasting for underground tunnels includes going underneath a hospital. Timing is worked out to not clash with MRI sessions. They’re also tunnelling close to the Prime Minister’s house.
Each station on the line is separate contract, but the whole Thomson-East Coast line is costing S$24 billion. It has a projected daily ridership 400,000, which isn’t too much lower than the ENTIRE Melbourne rail system.
Underground stations are developed with provisions for development above, but there’s no real certainty it will happen – it’s up to property developers. From what I saw around Singapore, development around and above stations is common, but not universal.
Importantly, they make a big effort to keep people informed. There’s a construction blog, and an education centre for hosting briefings like ours.
We looked at the tunnel boring machine (TBM) on the site, which was very impressive, and not at all boring.
Interestingly the Singapore project is using a new development in TBMs… a rectangular “box jack” TBM. This got the Melbourne people rather excited – parts of the Melbourne metro rail tunnel project would benefit from emerging technology like this.
This of course is the whole point of getting our people heading around the world to look at others’ projects – the exchange of ideas could be of huge benefit.
Alas I couldn’t stay for the whole tour – they went on to look at a lot of different parts of the network.
I headed back to the hotel. We had to head to the island of Sentosa for the wedding.
But first we walked down to the river, past the Singapore Parliament building, and found lunch in the back of the museum: a rendang burger and crisps. Yes, crisps. And a Nutella milkshake. Nom nom nom.
Back to the hotel and we picked up our bags and caught the MRT to Harbourfront, exiting to the huge VivoCity shopping centre above. It’s like Chadstone with a railway station.
Ah. Saturday afternoon. Peak shopping time? Huge crowds, both coming off the train and throughout the centre itself, made progress with luggage a bit slow.
Our destination was a hotel on Sentosa, a resort island on the south-western side of Singapore. It’s an island dedicated to recreation – with beaches, amusement rides, cable cars, theme parks, restaurants and hotels.
We eventually found the stop for the shuttle bus to the hotel. Of the various transport facilities I saw in Singapore that weren’t under construction, it was the least well-appointed. I wonder if that was because it was provided by private enterprise, not the well-organised Singapore government.
With the assistance of some fellow shuttle bus riders (no don’t get off here; that’s the hotel staff entrance), we arrived at the very fine Shangri La resort and checked in.
We headed up to the room, with me desperately trying to Google whether I should tip the porter/bellhop or not – before he arrived with the bags. (The conclusion, as far as I could make out, is that you never tip in Singapore, except in the case of porter who bring your bags up to the room. Lucky I had a $2 note handy.)
We went to explore the resort. Of course it’s right on the beach – with a view of numerous container ships sailing past – but also has swimming pools, and numerous other facilities for either active (swimming, table tennis) or passive (lazing around sipping drinks) recreation.
And so to the real reason for being in Singapore: the wedding of my cousin Justin and his fiancee Valerie.
It started in the afternoon, and the reception went into the evening. The rain held off, and I’m not going to drone on about it, but it was all perfect, and a pleasure to be there.