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= RAILWAY TRANSPORT IN MALAYSIA =

INFRASTRUCTURE OF LRT, MRT AND MONORAIL IN MALAYSIA
Rapid Rail presently runs five rail lines. These are the LRT Ampang and Sri Petaling, LRT Kelana Jaya, KL Monorail and MRT Sungai Buloh-Kajang Lines. These rapid transit systems are known as "Rapid KL". The rail lines run on standard gauge which is 1,435 mm (4 ft 8 1⁄2 in) rail except the KL Monorail that run on an ALWEG straddle beam. Train facilities operate from 6.00 am and usually end before midnight daily. LRT or also known as Light Rail Transit is a public train transport that operates in Malaysia. There are two system of LRT in Malaysia. The first one is used in Kuala Lumpur to ferry paying passengers. Second one is an automatic transporter that offers transportation services in two major routes, which are Kelana Jaya LRT line and Ampang LRT line. The Kelana Jaya line first operated in 1999 with driver-less system that covers up to 29km where it is consists of a single line connecting Petaling Jaya to Gombak transient through the centre city and less compactness residential area further north in Kuala Lumpur. The Ampang LRT line is consists of two sub-lines covered 27km distance which one a north-south line and one heading eastward. It started its operation on 1998 with the help of drivers to operated the LRT. On 2016, both lines have completed it extension and started to operate. The average train speed is 40km/h (25mph), with an ultimate capacity of 30,000 passengers per hour in each direction, three times the present figure. The system operates for 18 hours a day. The Government takeover is allowing the city’s public transport to be restructured. Its troubles have since been resolved, and Kelana Jaya Line has a reasonable performance record. The expansion of the rolling stock fleet and the proposal for an extension of the network will see the system grow in line with Kuala Lumpur’s population, and the aim is to attract many more travellers out of their cars. MRT or also known as Mass Rapid Transit is one of the government plans to reduce traffic problem that occurs in Kuala Lumpur which operated by Rapid KL. It is connected to Sungai Buloh and Kajang through its 51km route. The trains are controlled from Operation Control Centre (OCC) in sungai buloh and Backup Control Centre (BCC) in Kajang Depot. It has 31 stations with 16 of them incorporating park-and-ride facilities, 4 interchange stations and 9.5km of the length underground. The idea was announced in 2010 and was approved by the government of Malaysia in December 2010. Construction of the first line is targeted to commence in July 2011. The project represents one of the economic entry point project identified for the Greater Kuala Lumpur / Klang Valley National Key Economic Area under the Economic Transformation Program. The proposed 3-line 150 km Mass Rapid Transit (MRT) system in KL comprising two northeast-southwest radial lines and one circle line looping around Kuala Lumpur city.

The MRT project will not only significantly increase the current inadequate rail network but will also serve to integrate the existing rail networks and expectantly alleviate the severe traffic congestion in the KL metropolitan area. The MRT project represents one of the economic entry point project identified for the Greater Kuala Lumpur / Klang Valley National Key Economic Area under the Economic Transformation Program. The new MRT system is envisaged to radically improve and transform Kuala Lumpur’s poor and sorely inadequate public transportation coverage and to propel the Greater Kuala Lumpur metropolitan area to be on par with that of a developed city. Preliminary project cost which will be government-funded, was estimated by Gamuda-MMC at RM36 billion, representing the largest infrastructure project ever undertaken in Malaysia. Analysts estimate the cost could be significantly higher due to extensive tunneling works required. While the project is welcome by most, some analysts and commentators have expressed concerns on the commercial viability of the project and skepticism on the government part to pull off a project of such scale, given the numerous past delays in other rail-related projects in Malaysia. However, most agree that the project will generate immense economic contribution and investment returns in the future.

Monorail in Malaysia is constructed in July 1998. The approximate cost to complete the project is about $375m. The KL Monorail is an intra city public transit system that links many key destinations within Kuala Lumpur. It passes major hotels in the city and serves its central commercial, employment and shopping district. It have 48 seats and space to fit about 196 standing passangers. The monorail operates as similar as the ALWEG Monorail in Seattle where it operates on straddle beam. The 8.6km long KL Monorail system runs across 11 stations that stretches from KL Sentral in Brickfields through the central business district of Kuala Lumpur, ending at Titiwangsa Station in Jalan Tun Razak. The KL Monorail is a straddle system and the guide way runs mainly above the median of main roads in KL's central business district. Initially, the services will use 12 sets of two-car trains but each set can be increased to four or six cars by inclusion of intermediate cars. The maximum speed is 80 km/h with an acceleration rate of 1.1 m/s The round trip time is 39 minutes assuming station standing times of 20s and a 30s turnaround at the terminus. Therefore, the system can operate at a headway of 2.5 minutes. Each car has 24 seats and each two-car train can carry 107 people. To assure absolute safety, the driver-only trains are supervised by an ATP system at all times. The stations are constructed mostly from lightweight materials making maximum use of pre-cast concrete components and fabricated steel assembled off-site. With a platform length of 40 m, each station can accommodate trains of up to four cars in length. The 750-Vdc power for traction is drawn from the national power grid, transformed, rectified and supplied to power rails. The signaling system uses bi-directional fixed blocks with both trackside and

cab signals for extra safety. Like traditional LRT systems, the SCADA and associated systems are managed from an operation control room in an operations control centre. The monorail route mainly serves major commercial areas such as Jalan Tuanku Abdul Rahman and Chow Kit as well as tourist areas like Bukit Bintang and main interchanges like KL Sentral. Since it has to pass through very developed and expensive areas, a monorail running over the median of public main roads was the most cost-effective construction choice. The train depot is located between KL Sentral and Tun Sambanthan stations.

HOW LRT RAIL
 

LRT system in Malaysia started out with a fleet of 70 air-conditioned, aluminium-bodied vehicles powered by two linear induction electric motors, which keep noise levels to a minimum. They were built by Bombardier and operate as 35 two-car sets, each accommodating 64 seated passengers and up to 350 standing at peak times. The trains are heavily based on those in service with Vancouver SkyTrain, and system operator BC Transit worked with Bombardier to supply electrical and mechanical equipment. Power is provided through 14 sub-stations with 750V DC supplied to a live third rail. All cars are driverless, and they are fitted with a steerable suspension to improve ride quality. The system is running at maximum capacity, and October 2006 saw a new $210m order, initially for 88 additional advanced rapid transit (ART) Mk II cars, placed with Bombardier and local partner Hartasuma. The agreement includes an option for 52 additional cars that are due to enter service in 2008-10, and will be formed into 22 four-car sets.

For signalling and communications:

The network boasts fully automated signalling to provide a service level of 90 seconds during peak hours and between 5 and 10 minutes in the off-peak. Two-way communications on board trains allow passengers to speak to the central control room at any time. Fare-collection is fully automatic, while the busiest stations are designed to a standard formula to include ramps and elevators, specially textured floor surfaces, pre-recorded station announcements, and reserved seats for the elderly and wheelchair-bound. Information systems on board each vehicle allow each station on the system to be illuminated on a map display as the train approaches it. Despite the high level of automation, the metro still offers substantial employment opportunities in Kuala Lumpur and its environs, with up to 160 operations and 220 maintenance staff employed.



LRT in Europe such as Metro Transit Bombardier-manufactured trains on its older Blue line, but switched to Siemens models for the Green Line. The S70 models, used primarily in North America, are made in Sacramento, Calif. About 300 of them are now being used around the continent. The cars are mostly unique to this part of the world (different kinds of trains are used in Europe).

The S70s are known as “low-floor concept” light-rail vehicles, meaning passengers do not have to climb a set of steps to enter as they would in traditional trains. They

even have a hydraulic height-control system to fine-tune leveling with station platforms, a boon for those in wheelchairs. The inside of each train car includes four wheelchair spaces along with four bicycle racks adjacent to doorways, in addition to the standard 230-passenger load per car.

Power system

The light-rail trains run on electricity, as most already know from seeing the power lines running above the tracks. The wire system is called an overhead 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 power lines are built with a pulley-and-weight system that prevents them from sagging as they expand and contract in Minnesota’s highly variable climate.



Brake system

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.

Crash protection

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 “anticlimber.” There is also a “crumple zone” that protects the driver and provides a p ocket 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.

HOW MRT RAIL
Technical information

•The elevated alignment has 24 stations while 11 stations are underground.

•The total stations for Sg.Buloh-Serdang-Putrajaya Line are 35 stations.

Elevated Guideway

•The elevated alignment of the SSP Line will be built on guideways supported by pillars.

•The height of the guideways depends on various factors such as the terrain on which it is built and whether it has to span over roads.

Tunnels

The underground alignment of the SSP Line will be built within tunnels. The tunnels will be built using tunnel boring machines and also the cut-and-cover method. The depth of the tunnels depends on factors such as whether it has to avoid any underground structures and geology.

Technical Features :

HOW MONORAIL RAIL
    Monorails are in essence rail networks with a single railway line instead of a twin set. Normally, the best way to operate a monorail is the elevated track, but it can also be converted for use in subway tunnels if needed be. Almost all of single rail networks today are electric, powered by dual third rail power with contact wires or electrified channels attached or enclosed in their guidance beams. Some diesel powered systems are also in use but they are being reduced due to pollution concerns. Modern monorails can also use tilting technology to execute high-speed turns with ease. Something their twin-rail counterparts cannot do. But where do the wheels turn if there is going to be a single track? The answer is that they are either suspended from a straddle or narrow guide way that helps in the movement of the train. However, as a next-generation technology, Magnetic levitation is also being used in some metropolitan networks to provide transportation with zero contact frictional losses. All in all, it occupies much less space, power and it can execute much more difficult maneuvers. You can take monorail as a high-speed motorbike version of a locomotive. The construction can be completed swiftly with least disturbance to the surroundings. Main process of installing an elevated platform includes making a hole and propping the support poles right inside the shoulder of the rail support that was manufactured offsite and then we are good to go. No need to make underground passenger terminals or cutting a large number of trees and making paved roads! Modern monorails are based on a single solid beam that supports and guides the train; the carriages are either suspended beneath the track, or sit on top, with their wheels straddling electricity, which is carried on a ‘third rail’ either within, or connected to, the main beam. Conductive shoes on the carriages then transmit the current to the train. The straddle-beam design is the most widely used. The carriages have pneumatic rubber tyres, which drive along the top of an ‘I’-shaped beam. To prevent side-to-side swaying of the train, a series of smaller tyres clamp around the beam, providing general stability and also helping to guide the carriages. But you must be thinking if they are so awesome why aren’t they popular around the world? Why people are sticking to other forms of transit? The simple reason is that monorails are branded as untried and unproven methods of mass transportation. Till we reach a threshold level, monorail won’t become the first transit choice of masses. But it is inevitable in my opinion as the rails’ safety, reliability, easy construction and eco-friendliness will only mean that it will become popular in the future. We hope it does as soon as possible. World needs better modes of transit more than ever!

TRAIN CONTROL IN LRT, MRT AND MONORAIL
Train control systems are the hardware and software equipment that monitor train locations and movements in order to ensure safety. The design, installation and effective testing and commissioning of the Signaling & Train Control (S&TC) System is a safety-critical activity that can’t be overemphasized.



HOW LRT, MRT AND MONORAIL CLAIM THEMSELVES AS ENVIRONMENT-FRIENDLY TECHNOLOGY


Based on the all figure above, train shown more sustainable, whether in terms of CO2 emissions, energy consumption, use of space, or noise levels compared by other vehicles (road and air transport). By improving the energy efficiency (efficiency of traction systems, improved electrical braking, LED lighting, optimised ventilation systems), reduce atmospheric emissions, and use clean, recyclable and natural materials, the rail transport’s environmental footprints can be reduced still further.

HOW SIGNALLING AND TRAIN CONTROL SYSTEM WORK
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Towards Digital Railways – Signaling and Train Control System'''

The Malaysian MRT line 1 and Kelana Jaya Line (LRT) are completely programmed utilizing GoA4 control, while the Ampang Line (LRT) utilizes GoA2 and the MRT line 2 that is presently under development will utilize GoA4. The CBTC framework depends on the moving square standard, where the framework makes an insurance envelope for each Light Rail Vehicle (LRV), which is progressively refreshed dependent on the train's area, speed and heading. This demonstrates it is conceivable to compartment numerous trains on the line in this way, improving the types of progress, expanding the train armada size and providing food for higher ridership limit. The figure beneath delineates the CBTC System Architecture that was utilized on the Ampang Line. The framework was furnished with track mounted labels, Zone Controllers (ZC), and it likewise utilizes radio correspondence between trackside gear on the train. Zone Controllers are uprooted and situated at key areas on the trackside and interconnected by means of a fiber optics spine organize.

Interfaces and integration challenges The entire railway subsystems such as track, signaling, rolling stock, communication and power should all work in consort to ensure a fully integrated railway that is operationally responsive and predictable. Key aspect of CBTC delivery is the on-board antennas and their interaction with line side radio, this aspect of integration is critical to the working of the railway

Methodology of Ampang line

•Communication with general society to advise them about the framework move up to CBTC.

•Collaborative working with administrators and maintainers and facilitate the program of execution particularly when the majority of the work was performed during designing hours.

•System Integration Test (SIT) that secured all activity situations.

CBTC System Assurance

The CBTC is a microchip based framework, subsequently, the legitimacy, trustworthiness, unwavering quality and security of the product created for the venture application is basic to safe activity of the railroad. Adequate testing and reproductions just as preliminary testing must be proceeded as an issue of need and essential to acknowledgment of the railroad. Seeing the reenactments and field test are significant for the administrator and maintainer acclimation and comprehension of the framework. The accompanying requirements are basic preface for acknowledgment of the product:

•Affirm that product source code has been confirmed and endorsed by a perceived outsider test house.

•Watch that product for the Automatic Train Supervision (ATS), on-board hardware, trackside gear are for the most part perfect and accurately interfaced (for example radio and Data Communications System (DCS), Passenger Information Display System (PIDS), ATS, Points and Crosses (P&C)).

•Moving Stock slowing mechanism conduct and reaction is good with CBTC programming with no prolonged stretch of time postpones that influence the conduct of the stopping mechanism

•Programming design is controlled and programming adaptations and issues are observed and controlled

•Guarantee that Software is tried through research facility test recreations and show all timetable working situations under typical and corrupted modes. The general guidelines covering the whole CBTC framework are despite.

Operational Management of a completely computerized metro framework Training Preparing of the administrator and maintainer (O&M) on the new CBTC framework is vital, and interest in such undertaking over gauges the expense. The O&M methodology received in Malaysia covers three basic layers of the executives as follows: •Supervision and the executives of activities •Control of activity •Making sure about Operation

IoT-based Safety2.0 concepts
Safety2.0 is a system that ensures methodology suitable for the IoT era, in which the essential elements constituting the system exchange information with each other to achieve optimal safety. In this respect, it is different from the idea of relying on human attention (Safety0.0) and of taking some protective measures against human errors and mechanical failures to ensure safety (Safety1.0) In Safety0.0, risks exist in a wide range, including coexistence areas, in order to prevent accidents due to attention and judgment. On the other hand, in Safety1.0, the risks were reduced by dividing the human area into the machinery domain and by providing various safety measures in the machine domain. Safety of isolation that creates as little coexistence as possible is fundamental

Next Generation Train Control (NGTC): More Effective Railways through the Convergence of Main-line and Urban Train Control Systems The main scope of Next Generation Train Control (NGTC) project is to analyse the commonality and differences of required functionality for mainline and urban lines and develop the convergence of both European Train Control System (ETCS) and Communication Based Train Control (CBTC) systems, determining the level of commonality of architecture, hardware platforms, and system design that can be achieved. This will be accomplished by building on the experience of ETCS and its standardised train protection kernel, where the different manufacturers can deliver equipment based on the same standardized specifications and by using the experience the suppliers have gained by having developed very sophisticated and innovative CBTC systems around the world. The paper focuses on the analyses of the already produced NGTC Functional Requirements Specifications and is summarizing other project activities on various train control technology developments suitable for future train control systems.

Outlook for future train control systems Existing train control systems have condensed know-how learned from the experience of large accidents caused by human error. As shown in Figure below, the basic control function is the blocking function and the interlocking function. However, safety cannot be ensured by this function alone. Today’s safety is achieved in cooperation with safety devices such as ATS and ATC for the objective of preventing accidents caused by human error. Nevertheless, as shown in Figure below, the actual situation is a complex combination.