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1. What is the Infrastructure of LRT, MRT and monorail in Malaysia

Light Rapid Transit (LRT)

Figure 1.0 Kelana Jaya Line

Figure 1.1 Ampang Line & Sri Petaling Line

Figure 1.2 Sri Petaling Line

There are two systems which are called LRT in Malaysia. Two are used in Kuala Lumpur to ferry paying passengers while the automated people mover is used at Kuala Lumpur International Airport to ferry passengers from the Main Terminal Building and the satellite building. The three light rapid transit lines in Kuala Lumpur are the Kelana Jaya Line, the Ampang Line and Sri Petaling Line. The Kelana Jaya Line is a driver-less automatic system and is 45.1 km (28 mi) long, running between the northeastern suburbs of Kuala Lumpur and Petaling Jaya to the west of Kuala Lumpur. It is mostly elevated except for a 4 km (2.5 mi) stretch where it goes underground and there is a short at-grade stretch. The Kelana Jaya Line was completely operational from June 1999. The older system Ampang Line is 46.4 km (29 mi) and consists of two sub-lines, running between the suburb of Sentul in the north of Kuala Lumpur, and Ampang in the east, as well as Sri Petaling in the south. Trains branch off to either Ampang or Sri Petaling at Chan Sow Lin station about midway of both lines. The system is mostly at-grade outside the city, and elevated with it runs through the city. Unlike the trains on the Kelana Jaya Line, those on the Ampang Line and Sri Petaling Line have drivers. The line was completely opened on 1998. On 30 June 2016, Kelana Jaya Line and the Sri Petaling Line extension have completed and start operation.

The automated people mover system at Kuala Lumpur International Airport, called the "Aerotrain", is a simple people-mover shuttle system running along two 1,286 m (4,219 ft) guiderails between the Main Terminal Building and Satellite Building. The two ends of the guiderails are elevated while the middle portion goes under the main airport taxiway. Each rail has a three-car automatic driver-less train.

Mass Rapid Transit (MRT)

Phase 1 (Sungai Buloh - Semantan) of Sungai Buloh-Kajang MRT Line have started its operation by 15 December 2016. In December 2010, the government approved the implementation of the MRT project and announced preliminary plans for the first line, stretching 60 km from Sungai Buloh to Kajang through 35 stations. The line will pass through the city centre and will serve densely populated suburban areas including Kota Damansara, Mutiara Damansara, Bandar Utama, Taman Tun Dr Ismail, Bukit Damansara, Cheras, Bandar Tun Hussein Onn and Balakong, with a total catchment population of 1.2 million people. The first phase of MRT had started in December 2016, the second phase which will complete the whole line 1 was completed in July 2017.

Monorail

Malaysia's only monorail system is used for public transport in Kuala Lumpur. It is 8.6 km (5.3 mi) long, running from Titiwangsa in the north of central Kuala Lumpur, to KL Sentral just to the south of the city centre. It has 11 stations. The line consists of two parallel rails for most of the way except at the end stations where switches merge the two rails into a single rail before entering the station. The entire network is elevated. The system uses two-car trains which were manufactured in Malaysia. It is operated by Rapid Rail Sdn Bhd.

There are proposals to construct monorails in Penang, Johor Bahru, and Melaka but opposition has been vociferously expressed by Malacca residents concerned about the system being out of place in the historic downtown areas. Malacca has since focused on the less intrusive Aerorail. The federal administrative centre of Putrajaya was also supposed to have a monorail network and the main station and several metres of track have been built. However, the project has been postponed because of costs and the Malaysian government felt that it was not a priority project for the time being even though good public transportation would attract many Malaysians to re-locate to this new underpopulated city.

Malacca has been proposed to build a 1.8 km (1.1 mi) Melaka Aerorail line for urban mass-transit. The monorail has been hit by a number of setbacks, including the suspension of the service after a British couple, Anne and James Croft, had to be rescued by firefighters when the monorail stopped unexpectedly between stations. Following this incident a number of safety upgrades have been suggested including the purchase of cherry pickers in case of any further stoppages.[6] After 4 years being suspended since 2013 due to technical problems, the Malacca Monorail service begin operating again on 4 December 2017.

2. How does a LRT rail?

The Kuala Lumpur Light Rail Transit, called LRT, is a public rail transport service that runs two major routes, the Kelana Jaya LRT line and Ampang LRT line. The Kelana Jaya LRT line operates an approximate 27km course from north to south, between Kelana Jaya (in the Klang Valley, 17km away from the heart of KL) and Gombak (16km from the city centre). Meanwhile, the Ampang line is broken up into two destinations – travelling a distance of 20km and 11km respectively: both routes start at the Sentul Timur LRT Station in the north of Kuala Lumpur, with the first route ending in Sri Petaling in the south, while the second course ends in Ampang in the eastern suburbs of the city. Unlike the trains on the Kelana Jaya Line, those on the Ampang Line and Sri Petaling Line have drivers. The line was completely opened on 1998. On 30 June 2016, Kelana Jaya Line and the Sri Petaling Line extension have completed and start operation.

The light-rail trains run on electricity, as most already know from seeing the power lines running below the tracks. The wire system is called an overhead catenary system. When contact is established, direct-current electricity from the lines is converted to alternating current for train propulsion. The wire system is called a catenary system. The upward-jutting train component making contact with the power lines is called the pantograph. When contact is established, direct-current electricity from the lines is converted to alternating current for train propulsion. The trains have two AC units, and can work with one if the other fails.

The trains have several kinds of braking systems that can be used sequentially. First, electric motors slow the vehicle by changing operating modes. As this happens, the cars’ momentum generates surplus electricity that can be fed back into the lines. Second, huge disc brakes slow the trains further. Third, a sand-spraying system kicks in if the wheels begin to slide. Fourth, if necessary, magnetic brakes are activated. A big and powerful electromagnet automatically lowers behind the wheels to retard their motion. In an emergency, all braking systems are applied at once.

The light-rail cars incorporate several stages of crash protection. If a collision occurs, the first stage is made up of collapsible tubes designed to absorb the energy of the impact. Energy absorption during a crash helps diminish G forces on the passengers, as well. The front bumper has a set of ribs that help keep one car in a crash from climbing atop another and potentially endangering passengers. Such a system is called an “anti-climber.” There is also a “crumple zone” that protects the driver and provides a pocket of space in the event of a collision. Metro Transit said this is the first vehicle in North America with such features, which were tested by running cars with sensors into concrete walls at up to 25 miles an hour.

Figure 2.0 : LRT Malaysia

3. How does a MRT rail ?

The train operation control of MRT are using Driverless trains controlled from Operation Control Centre. The rail type of MRT is continuously welded without gaps between tracks. The MRT rail with low noise and vibration during train operations. The system’s 3 lines - the Circle Line, hovering around the city of Kuala Lumpur and the Red and Green Radial Line, covering a 20 km radius in the southeast-northwest direction from the city centre - will integrate the current rapid transit system in Kuala Lumpur and serve the current high density areas which are currently not serviced by rapid rail. In December 2010, the government approved the implementation of the MRT project and announced plans for the first route, the Blue Line, which stretches 60 km from Sungai Buloh to Kajang through 35 stations. The line will go through the city center and will serve the densely populated suburbs including Kota Damansara, Mutiara Damansara, Bandar Utama, Taman Tun Dr Ismail, Bukit Damansara, Cheras, Bandar Tun Hussein Onn and Balakong, with a population of 1.2 million. The line is set to begin construction in July 2011 and finish in 2016. Previously proposed by MMC-Gamuda; The Red Line will extend from Damansara in the northwest to Serdang in the southeast, while the Green Line will extend from Kepong in the northeast to Cheras in the southwest. The two routes will travel through Kuala Lumpur and converge in the Dataran Perdana (Kuala Lumpur International Financial District) near Jalan Tun Razak. The final route for the MRT Sungai Buloh-Kajang Line is believed to replace the Kota Damansara-Cheras Line originally proposed by Prasarana in 2006 and the Damansara-Serdang Line & Kepong-Cheras Line by MMC-Gamuda after being considered a priority route by PEMANDU. The MRT Circle Line around the city of Kuala Lumpur will play an important role in securing and integrating the LRT and the monorail line. Under the KL / Klang Valley Land Public Transport Master Plan, the MRT Circle Line would cater for orbital movements around Kuala Lumpur, providing links to existing areas such as Mid Valley, Mont Kiara, Sentul Timur and Ampang, as well as key identified major developments in DBKL City Plans like MATRADE. The master plan draft said the MRT Circle Line would be developed in at least two phases - the first, covering 29 km, the western and northern links connecting Ampang with Mid Valley, Matrade and Sentul. Phase two (12 km links Ampang to Sentul Timur, completing south and east Circle Line). The master plan also said the MRT Sungai Buloh-Serdang-Putrajaya Line would cover the southwest corridor of the Great Klang Valley, linking developing areas such as Sungai Buloh, Kepong and Selayang with the eastern half of the city center (including Kampung Baru and the Kuala Lumpur International Financial District), ), which was forecast to be overloaded in the future.

4. How does a monorail rail?

A monorail is a railroad where the track comprises of a solitary rail or a beam. The term is additionally used to depict the beam of the system or the trains going on such a beam or track. The term begins from joining "mono" (which means one) and "rail" (which means rail) from 1897, perhaps from German specialist Eugen Langen, who called an elevated railway system with wagons suspended the Eugen Langen One-railed Suspension Tramway. Informally, the expression "monorail" is regularly used to portray any type of raised rail or individual’s mover. More precisely, the term alludes to the style of track.

Present day monorails rely upon a large solid beam as the vehicles' running surface. There are a few competing designs divided into two broad classes, straddle-beam and suspended monorails. Malaysia use straddle-beam type monorail, in which the train straddles a steel or reinforced concrete beam 2 to 3 feet (0.6 to 0.9 m) wide. A rubber-tired carriage contacts the beam on the top and both sides for traction and to stabilize the vehicle. The style was popularized by the German company ALWEG. Almost all modern monorails are powered by electric motors fed by dual third rails, contact wires or charged channels appended to or encased in their guidance beam. Magnetic levitation train (maglev) systems by the German Trans rapid were built as straddle-type monorails, as they are highly stable and allow rapid deceleration from great speed. At speed, maglev trains hover over the track and are not in physical contact with it. The maglev is the quickest train of any sort, the exploratory SC Maglev having recorded a speed of 603 km/h (375 mph).

Some early monorails have a design that makes it difficult to switch from one line to another. Some different monorails abstain from exchanging however much as could be expected by continuous loop or between two fixed stations. Straddle-beam monorails require that the beam moves for switching, which was an almost prohibitively ponderous procedure. Presently the most well-known method for accomplishing this is to put a moving mechanical assembly on top of a sturdy platform capable of bearing the weight of vehicles, beams and its own mechanism. Multiple-segmented beams move into place on rollers to easily adjust one beam with another to send the train in its desired direction, with the design originally developed by ALWEG capable of completing a switch in 12 seconds. An alternative to using a wye or other form of switch, is to utilize a turntable, where a car sits upon an area of track that can be reoriented to a few distinct tracks. Rubber-tired monorails are typically designed to cope with a 6% grade. Rubber-tired light rail or metro lines can cope with similar or greater grades.

5. Describe the train control in LRT, MRT and monorail

The train management systems in LRT, MRT and railroad ar the hardware and code instrumentation that monitor and management the train locations and movements so as to make sure the passengers safety. they're essential for sleek traffic, because of the time period observance and reliable communication channels. just in case of collisions things, train management systems stop the train collisions by notifying dispatchers and train drivers, for instance, once the gap between the trains is crucial. to attain this, the Communications Based Train Control (CBTC) systems and Positive Train Control (PTC) are employed.

Communications-based train control (CBTC) is a railway signaling system that makes use of the telecommunications between the train and track equipment for the traffic management and infrastructure control. By means of the CBTC systems, the exact position of a train is known more accurately than with the traditional signaling systems. This results in a more efficient and safe way to manage the railway traffic. Metros (and other railway systems) are able to improve headways while maintaining or even improving safety. A CBTC system is a "continuous, automatic train control system utilizing high-resolution train location determination, independent from track circuits; continuous, high-capacity, bidirectional train-to-wayside data communications; and trainborne and wayside processors capable of implementing automatic train protection (ATP) functions, as well as optional automatic train operation (ATO) and automatic train supervision (ATS) functions," as defined in the IEEE 1474 standard.

Positive train control (PTC) is a system of functional requirements for monitoring and controlling train movements and is a type of train protection system.The term stems from control engineering. The train is only allowed to move in case of positive movement allowance. It generally improves the safety of railway traffic. Train protection systems are used to control traffic movement by technical means. They are especially needed in cases of high speed transportation, dense traffic with short succession of trains and mixed type traffic at widely differing speeds. Train protection systems were in practical testing at least since the beginning of the 1930s in Europe. Stopping a running train is the main goal of any train protection system. This is most easily done with stop order, and without a special order the vehicle is allowed to run. A typical representative for this "negative train control" is Indus. In contrast to this 'easy moving', a PTC restricts the train movement to an explicit allowance; movement is halted upon invalidation.

'''6. How do those LRT, MRT and monorail claim themselves as environment-friendly technology? Justify your explanation.'''

By the end of 2019, there were more than 30 thousand vehicles registered in Malaysia. The statistics increased by 2000 from 2017 which had 28 thousand vehicles. With the increase of vehicles in road, pollution in air will increase. Passenger vehicles are a major pollution contributor, producing significant amounts of nitrogen oxides, carbon monoxide, and other pollution. Air pollution refers to the presence of foreign substances in the air that don’t belong there, or excessive amounts of certain impurities that wouldn't harm us otherwise. When vehicles burn gasoline, they emit pollutants. Gasoline fumes escape into the air even when we pump gasoline into our fuel tanks.

This railway system contributes to a healthier environment by improving air quality and reducing oil consumption, and through better land-use policies. Since those trains is operate based on the electricity-powered vehicles which is uses a renewable energy. It clearly says that those trains claim themselves as environment-friendly technology since they meet all the characteristic of eco-friendly technologies. Furthermore, by using the trains it will reduce the number of vehicles in the road. It will reduce the amount of carbon dioxide released by the vehicles and reduce the air pollution. In conclusion, a train is environmentally friendly and the most environment-friendly way to travel and provide convenience for people traveling for both business and pleasure. The increase in cars on the road means that congestion and pollution are on the increase and trains are the transport answer to protect the environment.

'''7. In towards the digital railways, how do the signalling and train control system work? Explain it along with diagrams for LRT, MRT and monorail.'''

Figure 3.0: Model CBTC system signaling

The original signaling control system goes back to the late 1800 when the Track Circuit was first introduced by the Irish born William Robinson (1840–1921). Track Circuit is a vital component of the signaling system that is used to detect the presence or absence of trains on the track, it displays the status of the track on trackside signals to alert train drivers about the condition of the track ahead. Signaling & Train Control (S&TC) System represent the life blood of any railway. Control software is at the heart of the Communication Base Train Control (CBTC); therefore, its development and testing play a vital role in railway safety and the precision of its operation. Communications-Based Train Control (CBTC) is a railway signaling system that makes use of the telecommunications between the train and track equipment for the traffic management and infrastructure control. By means of the CBTC systems, the exact position of a train is known more accurately than with the traditional signaling systems. This results in a more efficient and safe way to manage the railway traffic. Metros (and other railway systems) are able to improve headways while maintaining or even improving safety. CBTC and moving block CBTC systems are modern railway signaling systems that can mainly be used in urban railway lines (either light or heavy) and APMs, although it could also be deployed on commuter lines. For main lines, a similar system might be the European Railway Traffic Management System ERTMS Level 3 (not yet fully defined). In the modern CBTC systems the trains continuously calculate and communicate their status via radio to the wayside equipment distributed along the line. This status includes, among other parameters, the exact position, speed, travel direction and braking distance. This information allows calculation of the area potentially occupied by the train on the track. It also enables the wayside equipment to define the points on the line that must never be passed by the other trains on the same track. These points are communicated to make the trains automatically and continuously adjust their speed while maintaining the safety and comfort (jerk) requirements. So, the trains continuously receive information regarding the distance to the preceding train and are then able to adjust their safety distance accordingly. From the signaling system perspective, the first figure shows the total occupancy of the leading train by including the whole blocks which the train is located on. This is due to the fact that it is impossible for the system to know exactly where the train actually is within these blocks. Therefore, the fixed block system only allows the following train to move up to the last unoccupied block’s border. In a moving block system as shown in the second figure, the train position and its braking curve is continuously calculated by the trains, and then communicated via radio to the wayside equipment. Thus, the wayside equipment is able to establish protected areas, each one called Limit of Movement Authority (LMA), up to the nearest obstacle (in the figure the tail of the train in front).It is important to mention that the occupancy calculated in these systems must include a safety margin for location uncertainty (in yellow in the figure) added to the length of the train. Both of them form what is usually called ‘Footprint’. This safety margin depends on the accuracy of the odometry system in the train. CBTC systems based on moving block allows the reduction of the safety distance between two consecutive trains. This distance is varying according to the continuous updates of the train location and speed, maintaining the safety requirements. This results in a reduced headway between consecutive trains and an increased transport capacity.

Figure 3.1 CBTC onboard equipment, including ATP and ATO subsystems in the vehicles

Onboard ATP system. This subsystem is in charge of the continuous control of the train speed according to the safety profile, and applying the brake if it is necessary. It is also in charge of the communication with the wayside ATP subsystem in order to exchange the information needed for a safe operation (sending speed and braking distance, and receiving the limit of movement authority for a safe operation). Onboard ATO system. It is responsible for the automatic control of the traction and braking effort in order to keep the train under the threshold established by the ATP subsystem. Its main task is either to facilitate the driver or attendant functions, or even to operate the train in a fully automatic mode while maintaining the traffic regulation targets and passenger comfort. It also allows the selection of different automatic driving strategies to adapt the runtime or even reduce the power consumption. Wayside ATP system. This subsystem undertakes the management of all the communications with the trains in its area. Additionally, it calculates the limits of movement authority that every train must respect while operating in the mentioned area. This task is therefore critical for the operation safety. Wayside ATO system. It is in charge of controlling the destination and regulation targets of every train. The wayside ATO functionality provides all the trains in the system with their destination as well as with other data such as the dwell time in the stations. Additionally, it may also perform auxiliary and non-safety related tasks including for instance alarm/event communication and management, or handling skip/hold station commands. Communication system. The CBTC systems integrate a digital networked radio system by means of antennas or leaky feeder cable for the bi-directional communication between the track equipment and the trains. The 2,4GHz band is commonly used in these systems (same as WiFi), though other alternative frequencies such as 900 MHz (US), 5.8 GHz or other licensed bands may be used as well. ATS system. The ATS system is commonly integrated within most of the CBTC solutions. Its main task is to act as the interface between the operator and the system, managing the traffic according to the specific regulation criteria. Other tasks may include the event and alarm management as well as acting as the interface with external systems. Interlocking system. When needed as an independent subsystem (for instance as a fallback system), it will be in charge of the vital control of the trackside objects such as switches or signals, as well as other related functionality. In the case of simpler networks or lines, the functionality of the interlocking may be integrated into the wayside ATP system.

Note: The terms used are defined as follows: UTO – Unattended Train Operation, ATP – Automatic Train Protection, STO – Supervised Train Operation or SATO – Semi-Automatic Train Operation

There are various operational scenarios that govern the application of the CBTC system, all of these scenarios are digitally programmed, tested, verified and validated through the use of high-level software language that maps out the track alignment data, track parameters and commands the train propulsion system in real-time using fully redundant microprocessors based controllers. In Malaysia Kelana Jaya Line (LRT) and MRT line 1 are fully automatic using GoA4 control, whereas the Ampang Line uses GoA2 and the MRT Lin2 that is currently under construction will be GoA4. The CBTC system is based on the moving block principle, in which the system creates a protection envelope for each Light Rail Vehicle (LRV), which is dynamically updated based on train location, speed and direction. This means it is possible to berth many trains on the line thereby improving the headways, increasing the train fleet size and catering for higher ridership capacity.

Figure 3.3 : MRT Line, LRT and Monorail CBTC System Architecture

Figure 3.3 depicts the CBTC System Architecture that was used on the MRT Line, LRT Line and Monorail. The system was equipped with Zone Controllers (ZC), track mounted tags and uses radio communication between trackside equipment on the train. Zone Controllers are displaced and located at strategic locations on the trackside and interconnected via a fibre optics backbone network. The use of track circuit system with aspect signals is widespread and well used in the majority of the mainline railways and freight worldwide as well as some urban and suburban. Track circuit system is also referred to as fixed block signaling with predetermined signaling section lengths that limits the number of trains in any one section. By and large, this system relies on the driver to interpret the line side signals and control the train accordingly With the advent of digitization, automation and emergence of the CBTC in the early 1980s, more and more railway authorities are adopting the CBTC system due to its superior capability to handle heavy traffic, short headway, short dwell time, and high-capacity urban transit systems such as Monorails, Metros, and LRTs etc. The CBTC doesn’t rely on the driver to interpret track conditions as the system is entirely automatic and programmed in accordance with predetermined operational scenarios. This paper gives some insight into the practical application of CBTC systems in Malaysia, it examines CBTC architecture, interfaces and integration challenges, migration from legacy to CBTC strategies, system assurance, and identify the key CBTC Operation, Maintenance and Training Regime necessary to implement CBTC

8. additional information

Future expansion The future expansion of the sustainable line is under the auspices of the MMC-Gamuda, which allows for less expensive options and upgrades to 4 million passengers a day. Reference

1. https://en.wikipedia.org/wiki/MRT_Sungai_Buloh-Kajang_Line

2. https://en.wikipedia.org/wiki/MRT_Sungai_Buloh-Serdang-Putrajaya_Line

3. https://en.wikipedia.org/wiki/MRT_Circle_Line

4. MRT Corp. 2012-01-09. http://www.mymrt.com.my/

5.  Business Times. 2010-06-10. http://www.btimes.com.my/Current_News/BTIMES/articles/20100610165110/Article/index_html