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Meter Gauge Rail
 Peninsular Malaysia 

The Peninsular Malaysia intercity rail network consists of two main lines: the KTM West Coast Line between Singapore and Padang Besar, Perlis on the border between Malaysia and Thailand, and the KTM East Coast Line between Gemas in Negeri Sembilan and Tumpat in Kelantan. There are also several branch lines-between Kuala Lumpur and Port Klang, Batu Junction and Batu Caves, Bukit Mertajam and Butterworth, Tapah Road and Teluk Intan, Kempas and Tanjung Pelepas, Kempas and Pasir Gudang, and between Pasir Mas and Rantau Panjang. The entire network of 1,699 km uses gauge tracks of 1,000 mm (3 ft 3 3⁄8 in) metres. The network uses ballasted sleepers with concrete constructed locally. Companies such as Mastrak Sdn Bhd have developed through international collaboration since the early 1980s through technology transfer. Over the 5 years of 1982-87 alone, the sleepers on the Kerdau-Jerantut and Sungai Yu-Tumpat Lines have been estimated at some 500,000, giving a strong preference over wooden sleepers. Due to their advantages. This also became evident in the 2006 changes made to the network under their control by Sabah State Railway.The network is linked with the Thai railway network at Padang Besar and Rantau Panjang. The network is electrified by a total of 438 km double track. The West Coast line between Gemas and Ipoh, along the Kuala Lumpur-Port Klang line and the section between the Batu Caves and Kuala Lumpur line. For commuter train services, the dual and electrified sections between Kuala Kubu Bharu and Seremban and Port Klang to Kuala Lumpur are used. There is currently duplicate tracking and electrification of the line from Batu Caves to Sentul to Batu Caves, adding 7,5 km of double track and electrified sections to the network. The dual tracking of the West Coast line between Ipoh and Padang Besar was launched in January 2008 and is expected to be completed by November 2014. The Malaysia oil company, Petronas, owns a railroad linking its oil refinery complex with the petrochemical complex of Gebeng, Kuantan, and the neighboring town of Kerteh, Terengganu near the port of Kuantan, Pahang, in the region of Malaysia. Although the line is used primarily for transportation of petroleum products, it was recently opened for general freight transport, with KTM service. The line to link with the MTM line in Mentakab has been suggested to be extended and plans are being made to go to Kuala Terengganu and Tumpat.

 Sabah 

In the interior of the state of Sabah are 134 kilometers (83 mi) of the railway that connects Tanjung Aru near Kota Kinabalu and Tenom. The train is Borneo Island's only railway. In addition to normal Sabah State Railway passenger trains, the tracks are also being used for the tourist train of the North Borneo Railway. The line was poorly maintained for many years and in 2006 repair work was funded by the government of Malaysia. A vision of a pipe is to take a railway from Kota Kinabalu via Brunei, but it would cost Brunei money to help.

Standard gauge rail lines
 Light Rapid Transit (LRT) 

In Malaysia, there are two networks branded as LRT. These are being used by passengers paying ferry in Kuala Lumpur while the automatic mover is used to carry passengers from the main terminals and the construction of satellites at Kuala Lumpur International Airport. The Kelana Jaya Line, the Ampang Line and the Sri Petaling Line are the three light-fast transit lines in Kuala Lumpur. The Kelana Jaya Line is a 45,1 km (28 mi) long automated driver-free line that extends from Kuala Lumpur's northeastern suburbs to Petaling Jaya to the west of Kuala Lumpur. It is mostly high except for a distance of 4 km (2.5 mi) which is underground and a short grade section. Since June 1999, the Kelana Jaya Line had been fully operational. The old Ampang Line network is 46.4 kilometers (29 mi) and consists of two sublines extending from Kuala Lumpur to South of Sentul, and Ampang to the east and Sri Petaling to the south. Trains depart at the Chan Sow Lin station about the center of both lines to Ampang or Sri Petaling. Most of the community is in poverty outside the area, and is educated through the school. Contrary to the Ampang Line and Sri Petaling Line trains on the Kelana Jaya Route, they have drivers. In 1998 the line was fully opened. Kelana Jaya Line and the extension of the Sri Petaling Line are ending and beginning operations on 30 June 2016. Automated human trains at the International Airport of Kuala Lumpur, known as the "Aerotrain," are the basic passenger shuttle systems between the main terminal and the satellite buildings along two 1.286 m (4.219 ft) of lanes. The two ends of the guides are elevated while the central part of the taxiway goes below the main airport. Through train is fitted with a three-wheeler automatic 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. In July 2017, the second stage completing the entire line 1 was completed.

 Monorail 

The only monorail system in Malaysia is used in Kuala Lumpur in public transport. It's about 8.6 kms (5.3 mi) long, from Titiwangsa to KL Sentral, just south of the city centre, in the central Kuala Lumpur. There are 11 stations there. The line consists of two parallel rails, mostly except at the terminal stations, where the two rails are merged into one rail before reaching the station. The whole network is huge. The network employs two-car trains manufactured in Malaysia. Rapid Rail Sdn Bhd is run. In Penang, Johor Bahru and Melaka there are plans for monorails, but Malacca residents concerned have vociferously voiced their opposition that the network is out of place in the historic downtown areas. Since then, Malacca has been concentrating on the less invasive aircraft. A monorail network was also to be developed in Putrajaya's federal administrative centre, and several meters of road were constructed. Nevertheless, the cost of this project was delayed and the Malaysian Government felt that, while good transport attracted many Malaysians to return to this new underground area, it was not a priority project at present. Malacca was suggested constructing an urban mass transit line 1,8 km (1,1 mi) from Melaka Aerorail. A series of reverse incidents hit the monorail, including the service interruption, after firefighters saved Anne and James Croft from accidental stopping of the monorail between stations. A variety of safety enhancements, including the procurement of cherry picks in case of any further delays, have been proposed after this accident. The Malacca Monorail service starts running once again on 4 December 2017 after four years of suspension since 2013 due to technical problems.



How does a LRT rail?
Light rail transit (LRT) actually operates primarily along the specially made rights-of-way and uses either individual tramcars or sometimes multiple units coupled in order to make a train which has capacitor lower and speed is slower than a heavy-rail passenger or a metro system. Many of us might do not know about the fact that the light rail transit (LRT) runs on electricity. In simpler principle, the light rail transit (LRT) have a greener emission profile when comparing to other those trains that are running on fossil fuel every day. In addition, light rail transit (LRT) may uses an electrical power which is actually from the distribution systems of the power grid. This is because of it has a lower power requirements compared to the traditional railways and also the mass rapid transit systems. Around 1500 voltage direct current (V DC) is used in some countries such as in Indonesia and Republic of Ireland. In France, the light trail transit (LRT) uses around 25 kilovolt (KV) and also 50 Hz alternative current. However, in Malaysia the power is literally provided through all the fourteen sub-stations with 750 voltage direct current (V DC) supplied to a live third rail. However, in United Kingdom, 1,500 voltage direct current (V DC) was already used in year 1954 for the Woodhead trans-Pennine route which currently closed. The system used the braking of the regenerative. Hence, this will be allowing the transfer of energy occur between the climbing and descending trains on the steep approaches to the tunnel. Many of us also might not realize the existence of the lines of power running above the tracks of the light rail transit (LRT). The wire system is pretty well-known as the overhead catenary system. A catenary is defined as a system of overhead wires that is used in order to give the supply of electricity to a locomotive, tram or light rail vehicle which is equipped with a pantograph. Pantograph is actually the jutting upside component of train that is contacting the lines of power. Pantograph can be describe simpler as an apparatus that mounted on the roof of electric train. This is because pantograph is responsible to collect power through with an overhead tension wire. By lift or down on the basis of the wire tension, it will collect the power. Usually a single wire will be used with the current of return running through the track. When the contact is established, the direct-current (DC) electricity from the lines will be converted to the alternating current electricity (AC) for the propulsion of the train. In addition, the trains have two alternating current (AC) units. It still can work with one if the another one fails. The power lines are built with the pulley-and-weight system that which will be preventing them from sagging when they expand and also contract in variable climate. The trains have many type of braking systems that can be used sequentially. Firstly, the electric motors will be slowing the vehicle by changing operating modes. When this happens, the momentum of the light rail transit (LRT) generates the surplus electricity. The surplus electricity  can be feed back to the lines. Secondly, a huge disc brakes will be slowing down the trains more. Other than that, a sand-spraying system will be kicking in if the wheels begin to slide. Not only that, in the case of necessary magnetic brakes are will be function automatically. As a consequence, a huge and powerful electromagnet automatically will be lowering behind the wheels. This is because to slow their motion. In an emergency, at once all the braking system will be used.

How does a MRT rail?
The MASS rapid transit (MRT) system is well-known as a rail system that is used by people as transport to travel in the urban areas. It also has many other names such as mass transit, subway, underground railway or metro. The main uniqueness of MASS rapid transit (MRT) is, it have the capability to carry a huge number of people efficiently. It is also able to form the city’s backbone for public transport system together with the other modes of rail-based such as light rail transit (LRT) and monorails. For an example in Malaysia, MASS rapid transit (MRT) is driverless. The train is controlled from the control centre of the operation. It is also an electrical train that uses electricity and can go maximum speed of 100 km/hour. MASS rapid transit (MRT) has three important system which is automatic train protection system (ATP), automatic train operation system (ATO), automatic train supervision system (ATS). The power supply it can be divided into three which is source, train traction power and also the emergency power supply. Source is actually supplied from Tenaga Nasional bhd. The train traction power is supplied via the Traction Power Substations while the emergency power supplied for one to two hours when the outages power or unstable supply occur. This is to secure the power supplied to be uninterrupted.

How does a monorail rail?
A monorail actually got only one rail or beam. Monorails do not use pantographs. It is an undeniable truth that almost every monorails on the beam are powered by the electric motors literally fed by the dual rails. Hence, it clearly shows that monorail uses electricity as well. A third rail, which is also known as a live rail, is a way of providing the power of electric to a railway locomotive or time. This will happen through a semiconductors rigid conductor placed alongside or between the railway track. The dual third rail will be contacting the wires or the electrified channels that is attached to or else can be enclosed in their beams’ guidance. There are also diesel-powered monorail system exist. Based on some histories, some of the systems, such as the Lartigue Monorail got utilise steam locomotives. A monorail equipped with engine, driving wheel, device of operation and system of brakes. The rock that rolls straddle on reinforces the concrete beam and the rubber tire is used in order to make their gear run. The quality of higher ride and stepper gradient is expected steel rail and wheel system. The running wheels are used under the monorails body and those wheels will be running on the top of the concrete beam. The guide wheels are fixed at the lower part of the monorails. It is responsible to hold tightly the beam at the both sides (left and right). Guide wheels functions in supporting and guiding the vehicle. Other than that, levitation of the magnetic is also used in some metropolitan networks. Magnetic levitation will help to move the monorail with no frictional losses. The monorails body will be supported directly by the pneumatic springs which is on the bolster less two axle trucks. The traction motor and brake gear with the driving device will be fixed in the bogie. Bogie is a chassis or framework which carries a set of wheel that is attached to a vehicle. The traction system is the VVVF inverter controlled asynchronous motor. The traction motor actually be mounted on the bogies’ frame. Then, the torque will be transmitted to the axle of running wheel with the Cardan driving device.

TRAIN CONTROL SYSTEMS
Train control systems are the hardware and software equipment that monitor train locations and movements in order to ensure safety. They are essential for smooth traffic, thanks to real-time monitoring and reliable communication channels. In case of hazardous situations, train control systems prevent train collisions by notifying dispatchers and train drivers, for example, when the distance between trains is critical. To achieve this, the supervisory subsystem retrieves data from the relay and electrical interlocking devices to process and visualize it on the central dispatch panel.

 Communications Based Train Control (CBTC) Systems 

Necessary characteristics of CBTC systems include:


 * High resolution train location determination, independent of track circuits
 * Continuous, high capacity, bi-directional train to wayside data communications
 * Train-borne and wayside processors performing vital functions

 Positive Train Control (PTC) Systems 

Positive train control (PTC) is a system of functional requirements for monitoring and controlling train movements and is a type of train protection system.[1] 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. The main concept of PTC (as defined for North American Class I freight railroads) is that the train receives information about its location and where it is allowed to safely travel, also known as movement authorities. Equipment on board the train then enforces this, preventing unsafe movement. PTC systems may work in either dark territory or signaled territory, and may use GPS navigation to track train movements. Various other benefits are sometimes associated with PTC such as increased fuel efficiency or locomotive diagnostics; these are benefits that can be achieved by having a wireless data system to transmit the information, whether it be for PTC or other applications.

PTC systems help in preventing accidents caused by train operators or dispatcher errors and characteristics include:


 * Train separation or collision avoidance
 * Line speed enforcement
 * Temporary speed restrictions
 * Rail worker wayside safety

PTC technology will not prevent:


 * Accidents caused as a result of track or equipment failure.
 * Improper vehicular movement through a grade crossing.
 * Trespassing on railroad tracks.
 * Certain types of train operator error.

 Train Control Data Communication Centres 

These centres are train traffic systems that use state-of- the-art solutions for both transit and mainline rail systems. The design is based on a network distributed architecture and applies industry-standard approaches in both hardware and software. This open architecture results in systems that are flexible, modular and cost-effective, with specialized modules for advance scheduling functions in transit and dark territory control in railroads.

 Automatic train control (ATC) 

Automatic train control (ATC) is a general class of train protection systems for railways that involves a speed control mechanism in response to external inputs. For example, a system could affect an emergency brake application if the driver does not react to a signal at danger. ATC systems tend to integrate various cab signalling technologies and they use more granular deceleration patterns in lieu of the rigid stops encountered with the older automatic train stop technology. ATC can also be used with automatic train operation (ATO) and is usually considered to be the safety-critical part of the system.

MRT as an environmental-friendly technology
The MRT would reduce 337,800 t of CO2 equivalent/ year from private transport. However, the use of motor vehicle in the station access-egress would offset 28% of the total carbon savings. Sensitivity analysis revealed that travel distance, modal shift and station access-egress distance could considerably change CO2 emission reduction, while relative risks of physical activity could significantly affect attributable burden of disease. The two MRT lines would reduce 6% of CO2 equivalent emission from private motor vehicles in Greater Kuala Lumpur and bring important health co-benefits to the population. However, strategic planning around the MRT stations for access and egress is necessary to achieve maximal benefits. In addition, it is also expected to reduce 100000 vehicles off the road and reduce traffic congestion in KL.

The green concept of MRT construction emphasizes the sustainable environment, sustainable energy, sustainable material and waste reduction that can minimize or eliminated the adverse impact on the environment. MRT construction implemented sustainable environment, by reducing minimum impact to the surrounding environment. Those affected trees that have to be fell for the MRT construction work have been replaced with new landscaping trees with ratio 1:2 to maintain green environment. All the exposed slope has been covered with close turfing to maintain the green of the area. Green concept landscaping and exterior design shall be done to ensure more landscape plants surrounding MRT alignment as a greening element, to filter the dirty air and also more shaded area. Besides, MRT construction implemented sustainable energy to support green technology. Energy efficiency measured will reduce carbon footprints, saved energy, cost, and produced cleaner air. During the early stage of operation, MRT implemented the sustainable energy by running the rails with energy-efficient vehicles (EEVs) which fully powered by electricity rather than fossil fuel to reduce greenhouse gas emissions. MRT also being operated remotely from the Operations Control Centre (OCC) in Sungai Buloh Depot and a Backup Control Centre (BCC) in Kajang Depot, which can be fully operated in a green manner.

Signaling and Train Control System
In towards the digital railways, there square measure varied operational eventualities that govern the applying of the Communication Base Train Control (CBTC) system, all of these eventualities square measure digitally programmed, tested, verified and valid through the employment of high-level package language that maps out the track alignment knowledge, track parameters and commands the train system in time period mistreatment totally redundant microprocessor primarily based controller. The behaviour of the train movement is totally controlled and preset by train on-board instrumentation like Automatic Train Control (ATC) or Vehicle On Board Controllers (VOBC).

Signalling & Train Control (S&TC) System represent the life blood of any railway. The design, installation and effective testing and empowerment of the S&TC may be a safety-critical activity that can’t be overemphasized. This paper appearance at the background to signalling and also the evolution towards digital railway in Asian nation, specifically the Communication Base Train Control (CBTC).

Communications Based Train Control (CBTC) Systems
Characteristics of CBTC systems include:


 * High resolution train location determination, independent of track circuits
 * Continuous, high capacity, bi-directional train to wayside data communications
 * Train-borne and wayside processors performing vital functions

SIGNALLING
Signalling is one of the most important components of the many which make up a railway system. Train movement safety depends on it and the control and management of trains depends on them. Over the years many signalling and train control systems have been evolved so that today a highly technical and complex industry has developed. When a block is unoccupied, the signal protecting it will show green. If a block is occupied, the signal protecting it will show red. Railways are provided with signalling primarily to ensure that there is always enough space between trains to allow a following train to stop before it hits the one in front. This is achieved by dividing each track into sections or "blocks". Each block is protected by a signal placed at its entrance. If the block is occupied by a train, the signal will display a red "aspect" as we call it, to tell the train to stop. If the section is clear, the signal can show a green or "proceed" aspect.

The simplified diagram of Figure 2 shows the basic principle of the block. The block occupied by Train 1 is protected by the red signal behind it at the entrance to the block. The block behind (“in rear”, as it is known) is clear of trains and a green signal will allow Train 2 to enter this block. This enforces the basic rule or railway signalling that says only one train is allowed onto one block at any one time.

TRAIN CONTROL SYSTEMS
Train control systems are the hardware and software equipment that monitor train locations and movements in order to ensure safety. They are essential for smooth traffic, thanks to real-time monitoring and reliable communication channels.

A railway train is an ideal system for automation. It uses a fixed guidance system, its acceleration and braking can be predicted, its position detected, its direction confirmed and its timing regulated. All this makes automation of train control a relatively simple task. However, there are limitations:


 * Train formations that can vary need to be individually registered into the system;
 * Variations to railhead conditions need to be factored into the system;
 * Not all existing railways are ideal for automation and may need significant upgrades. [[File:A_schematic_showing_the_basic_architecture_of_a_fixed_block_automatic_train_control_(ATC)_system_with_its_three_main_components_-_ATP_(Automatic_Train_Protection),_ATO_(Automatic_Train_Operation)_and_ATS_(Automatic_Train_Supervision).png|alt=|thumb|Figure 3: A schematic showing the basic architecture of a fixed block automatic train control (ATC) system with its three main components - ATP (Automatic Train Protection), ATO (Automatic Train Operation) and ATS (Automatic Train Supervision)]]

The part of Automatic Train Control system (ATC) is Automatic Train Operation (ATO). This is the driving part of the operation. Looking at a manually driven train, we will see that the driver initiates the starting of the train, allows its acceleration to the permitted speed, slows it where necessary for speed restrictions and stops at designated stations in the correct location. The ATO system will carry out these parts of the operation with the exception that the driver normally initiates the train start. There are a number of different systems used to perform the ATO functions but they all involve data communication between the train and the train and most require some form of on-board route map. There are a number of ways to assemble the parts of an ATC package but a common format appears as in Figure 3.