Alstom Metropolis C751A
| Alstom Metropolis C751A | |
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Front of an Alstom Metropolis C751A at Sengkang Depot.
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Inside an Alstom Metropolis Car on the North East Line. Trains running on this line are driverless and fully automated.
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| In service | 20 June 2003– |
| Manufacturer | Alstom |
| Built at | Valenciennes, France |
| Family name | Metropolis |
| Constructed | 2000–2003 |
| Entered service | 2003 |
| Number built | 150 vehicles (25 trains) |
| Number in service | 150 vehicles (25 trains) |
| Formation | 6 per trainset DT-Mp-Mi-Mi-Mp-DT |
| Fleet numbers | 7001/7002 ~ 7049/7050 |
| Capacity | 1920 passengers 298 seats |
| Operator(s) | SBS Transit |
| Depot(s) | Sengkang |
| Line(s) served | North East Line |
| Specifications | |
| Car body construction | Welded aluminium |
| Car length | 23.65 m (77 ft 7 1⁄8 in) (Tc) 22.8 m (74 ft 9 5⁄8 in) (Mp/Mi) |
| Width | 3.2 m (10 ft 6 in) |
| Height | 3.7 m (12 ft 1 5⁄8 in) |
| Floor height | 1,100 mm (3 ft 7 1⁄4 in) |
| Platform height | (?) |
| Doors | 1,450 mm (57 in), 8 per car |
| Maximum speed | 100 km/h (62 mph) (design) 90 km/h (56 mph) (service) |
| Weight | 230 t (230 long tons; 250 short tons) (6 passengers/1 m2 or 11 sq ft |
| Traction system | IGBT-VVVF (Alstom ONIX 1500) |
| Traction motors | Three-phase AC induction motor (Alstom ONIX 1500) 150 kW (200 hp) |
| Power output | 2.4 MW (3,200 hp) |
| Acceleration | 1.1 m/s2 (3.6 ft/s2) |
| Deceleration | 1.4 m/s2 (4.6 ft/s2) (Emergency) |
| Electric system(s) | 1500 V DC overhead catenary |
| Current collection method | Pantograph |
| Bogies | 16 t (16 long tons; 18 short tons) per axle |
| Safety system(s) | Alstom URBALIS 300 Moving Block CBTC ATC with subsystems of ATO GOA 4 (UTO), ATP, Iconis ATS, Smartlock CBI |
| Track gauge | 1,435 mm (4 ft 8 1⁄2 in) standard gauge |
The Alstom Metropolis C751A trains are the first generation of communication-based train control (CBTC) that has been in service in Singapore's Mass Rapid Transit on the North East Line since 2003. 25 trainsets were purchased for the line.
The six-car trains on the North East Line are powered by overhead catenary, a first in Singapore's MRT history. Rolling stock on all the other operating lines are powered by a third rail because authorities considered overhead wires to be unsightly and did not allow for trains to be powered using this method on elevated lines. Since this line is the first to be fully underground in Singapore, the authorities had a choice between powering the trains on this line by overhead catenary or third rail. This rolling stock is the first to have seats of the same colour in every compartment of the train.
Alstom was contracted in 1997 and 1998 (as Contract C751A) by the Land Transport Authority (LTA) in Singapore to supply for trains for the North East Line.
The announcements for the North East Line differ from those on MRT lines operated by SMRT, i.e. a different announcer. The "doors closing" announcements and chime are taken from old announcements introduced in 1994 for the North South and East West Lines. Upon arrival at train stations, a "Please Mind the Gap" announcement would be made in four languages. "Please do not Lean Against the Doors" and several safety announcements are occasionally broadcast to commuters.
Red and purple stripes run along the train livery for passengers to easily identify that the trains are operated by SBS Transit. The fleet numbers were placed on the roof above the 1st and 4th doors on each carriage and three SBS Transit logos are placed per side per carriage. C751A trains do not have a middle window cut out which can be used to see the tracks, as opposed to the newer driverless trains in the system.
The interior colouring scheme of the trains is largely different from other trains in the system, with beige being used for the roof, the emergency communication button and the top ends of the seats, and lavender for the lower parts of the seats. Wheelchair spaces are located at the 9th and 16th doors of the trains. 24 LCD displays had been installed on the trains but they were deactivated. These trains had two side windows at each end for viewing the tracks, but there was no middle window cut into the emergency train exit, which was only introduced starting with the C830 trains. Moreover, manually driven trains may be deployed during peak hours. Passengers would thus have difficulty in viewing the tunnel from either the front or behind.
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