How the Circle Line rogue train was caught with data

Via : Source

Text: Daniel Sim | Analysis: Lee Shangqian, Daniel Sim & Clarence Ng

Singapore’s MRT Circle Line was hit by a spate of mysterious disruptions in recent months, causing much confusion and distress to thousands of commuters.

Like most of my colleagues, I take a train on the Circle Line to my office at one-north every morning. So on November 5, when my team was given the chance to investigate the cause, I volunteered without hesitation.

From prior investigations by train operator SMRT and the Land Transport Authority (LTA), we already knew that the incidents were caused by some form of signal interference, which led to loss of signals in some trains. The signal loss would trigger the emergency brake safety feature in those trains and cause them to stop randomly along the tracks.

But the incidents — which first happened in August — seemed to occur at random, making it difficult for the investigation team to pinpoint the exact cause.

We were given a dataset compiled by SMRT that contained the following information:

  • Date and time of each incident
  • Location of incident
  • ID of train involved
  • Direction of train

We started by cleaning the data. We worked in a Jupyter Notebook, a popular tool for writing and documenting Python code.

As usual, the first step was to import some useful Python libraries.

Snippet 1

We then extracted the useful parts from the raw data.

Snippet 2

We combined the date and time columns into one standardised column to make it easier to visualise the data:

Snippet 3

This gave us:

Screenshot 1: Output from initial processing

No clear answers from initial visualisations

We could not find any obvious answers in our initial exploratory analysis, as seen in the following charts:

1. The incidents were spread throughout a day, and the number of incidents across the day mirrored peak and off-peak travel times.

Figure 1: Number of occurrences mirror peak and off-peak travel times.

2. The incidents happened at various locations on the Circle Line, with slightly more occurrences on the west side.

Figure 2: The cause of the interference did not seem to be location-based.

3. The signal interferences did not affect just one or two trains, but many of the trains on the Circle Line. “PV” is short for “Passenger Vehicle”.

Figure 3: 60 different trains were hit by signal interference.

The Marey Chart: Visualising time, location and direction

Our next step was to incorporate multiple dimensions into the exploratory analysis.

We were inspired by the Marey Chart, which was featured in Edward Tufte’s vaunted 1983 classic The Visual Display of Quantitative Information. More recently, it was used by Mike Barry and Brian Card for their extensive visualisation project on the Boston subway system:

Screenshot 2: Taken from

In this chart, the vertical axis represents time — chronologically from top to bottom — while the horizontal axis represents stations along a train line. The diagonal lines represent train movement.

We started by drawing the axes in our version of the Marey Chart:

Figure 4: An empty Marey Chart, Circle Line version

Under normal circumstances, a train that runs between HarbourFront and Dhoby Ghaut would move in a line similar to this, with each one-way trip taking just over an hour:

Figure 5: Stylised representation of train movement on Circle Line

Our intention was to plot the incidents — which are points instead of lines — on this chart.

Preparing the data for visualisation

First, we converted the station names from their three-letter codes to a number:

  • Marina Bay to before Promenade: 0 to 1.5
  • Dhoby Ghaut to HarbourFront: 2 to 29

If the incident occurred between two stations, it would be denoted as 0.5 + the lower of the two station numbers. For example, If an incident happened between HarbourFront (number 29) and Telok Blangah (number 28), the location would be “28.5”. This made it easy for us to plot the points along the horizontal axis.

Snippet 4

And then we computed the numeric location IDs…

Snippet 5

And added that to the dataset:

Snippet 6

Then we had:

Screenshot 3: Output table after location IDs are added

With the data processed, we were able to create a scatterplot of all the emergency braking incidents. Each dot here represents an incident. Once again, we were unable to spot any clear pattern of incidents.

Figure 6: Signal interference incidents represented as a scatterplot

Next, we added train direction to the chart by representing each incident as a triangle pointing to the left or right, instead of dots:

Figure 7: Direction is represented by arrows and colour.

It looked fairly random, but when we zoomed into the chart, a pattern seemed to surface:

Figure 8: Incidents between 6am and 10am

If you read the chart carefully, you would notice that the breakdowns seem to happen in sequence. When a train got hit by interference, another train behind moving in the same direction got hit soon after.

How can signal interference move through a tunnel?

At this point, it still wasn’t clear that a single train was the culprit.

What we’d established was that there seemed to be a pattern over time and location: Incidents were happening one after another, in the opposite direction of the previous incident. It seemed almost like there was a “trail of destruction”. Could it be something that was not in our dataset that caused the incidents?

Indeed, imaginary lines connecting the incidents looked suspiciously similar to those in a Marey Chart (Screenshot 2). Could the cause of the interference be a train — in the opposite track?

Figure 9: Could it be a train moving in the opposite direction?

We decided to test this “rogue train” hypothesis.

We knew that the travel time between stations along the Circle Line ranges between two and four minutes. This means we could group all emergency braking incidents together if they occur up to four minutes apart.

Snippet 7

We found all incident pairs that satisfied this condition:

Snippet 8

We then grouped all related pairs of incidents into larger sets using a disjoint-set data structure. This allowed us to group incidents that could be linked to the same “rogue train”.

Snippet 9

Then we applied our algorithm to the data:

Snippet 10

These were some of the clusters that we identified:

[{0, 1},
 {2, 4},
 {5, 6, 7},
 {8, 9},
 {18, 19, 20},
 {21, 22, 24, 26, 27},
 {28, 29, 30, 31, 32, 33, 34},
 {42, 44, 45},
 {47, 48},
 {51, 52, 53, 56}]

Next, we calculated the percentage of the incidents that could be explained by our clustering algorithm.

Snippet 11

The result was:

(189, 259, 0.7297297297297297)

What it means: Of the 259 emergency braking incidents in our dataset, 189 cases — or 73% of them — could be explained by the “rogue train” hypothesis. We felt we were on the right track.

We coloured the incident chart based on the clustering results. Triangles with the same colour are in the same cluster.

Figure 10: Incidents clustered by our algorithm

How many rogue trains are there?

As we showed in Figure 5, each end-to-end trip on the Circle Line takes about 1 hour. We drew best-fit lines through the incidents plots and the lines closely matched that of Figure 5. This strongly implied that there was only one “rogue train”.

Figure 11: Time of clustered incidents strongly implies that the interference could be linked a single train

We also observed that the unidentified “rogue train” itself did not seem to encounter any signalling issues, as it did not appear on our scatter plots.

Convinced that we had a good case, we decided to investigate further.

Catching the rogue train

After sundown, we went to Kim Chuan Depot to identify the “rogue train”. We could not inspect the detailed train logs that day because SMRT needed more time to extract the data. So we decided to identify the train the old school way — by reviewing video records of trains arriving at and leaving each station at the times of the incidents.

At 3am, the team had found the prime suspect: PV46, a train that has been in service since 2015.

Testing the hypothesis

On November 6 (Sunday), LTA and SMRT tested if PV46 was the source of the problem by running the train during off-peak hours. We were right — PV46 indeed caused a loss of communications between nearby trains and activated the emergency brakes on those trains. No such incident happened before PV46 was put into service on that day.

On November 7 (Monday), my team processed the historical location data of PV46 and concluded that more than 95% of all incidents from August to November could be explained by our hypothesis. The remaining incidents were likely due to signal loss that happen occasionally under normal conditions.

The pattern was especially clear on certain days, like September 1. You can easily see that interference incidents happened during or around the time belts when PV46 was in service.

LTA and SMRT eventually published a joint press release on November 11 to share the findings with the public.

Final thoughts

When we first started, my colleagues and I were hoping to find patterns that may be of interest to the cross-agency investigation team, which included many officers at LTA, SMRT and DSTA. The tidy incident logs provided by SMRT and LTA were instrumental in getting us off to a good start, as minimal cleaning up was required before we could import and analyse the data. We were also gratified by the effective follow-up investigations by LTA and DSTA that confirmed the hardware problems on PV46.

From the data science perspective, we were lucky that incidents happened so close to one another. That allowed us to identify both the problem and the culprit in such a short time. If the incidents were more isolated, the zigzag pattern would have been less apparent, and it would have taken us more time — and data — to solve the mystery.

Of course, we were most pleased that all of us can now take the Circle Line to work with confidence again.

Note: The code here was written on November 5, 2016 — the actual day when we were working on SMRT data to identify the cause of the Circle Line incidents. We acknowledge that there could be inefficiencies. You may download a copy of our Jupyter Notebook here.

Daniel Sim, Lee Shangqian and Clarence Ng are data scientists at GovTech’s Data Science Division.