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Rail Transport in Malaysia

1. Infrastructure of LRT, Monorail and MRT in Malaysia

There are few public transportation system in Malaysia. In Kuala Lumpur (KL) there few types of light rail transit system and also mass rapid transit. The most common train use is MRT, LRT and Monorail. This trains usually stops at famous attraction area and offices area.

• LRT

The Kuala Lumpur Light Rail Transit or famously known as LRT, is a public rail transport system and runs on two major routes. The first route is known as Kelana Jaya LRT line and the other one is Ampang LRT line. Kelana Jaya LRT line operates on 27km track from start to end. It is between Kelana Jaya (in the Klang Valley, 17km away from the centre of the KL) and Gombak (16km from the city centre). The Ampang line is split up into two destinations and travelling in a distance of approximately 20km and 11km respectively. Both line start from the Sentul Timur LRT Station in the north of KL, with the first route ending in Sri Petaling in the south, while the second course ends in Ampang.

• Monorail

The KL Monorail line is the single monorail system in Kuala Lumpur. The KL Monorail line is a 8.6 km long in distance and has 11 stations. It is one of the projects inside the Klang Valley Integrated Transit System. There are 9 stations between KL Sentral station to Titiwangsa station. The distance between both station is 800 meters in the Kuala Lumpur business district. The KL Monorail system use fix 2-car trains, which able to be fill by 158 passengers each during regular hours. The KL Monorail opened on 31 August 2003. It serves 11 stations with distance of 8.6 km on two parallel elevated tracks. It connects KL Sentral with the “Golden Triangle” of Kuala Lumpur. The route mainly serves public atrraction areas such as Jalan Tuanku Abdul Rahman, Chow Kit and Bukit Bintang.

• MRT

The Kuala Lumpur Mass Rapid Transit or famously known as MRT is the latest elevated train system in Malaysia. This train system is split into 2 major lines. The Sungai Buloh – Kajang Lines (SBK) and Sungai Buloh – Serdang – Putrajaya Line (SSP). This project is split into 2 parts where SBK Line is in phase 1 while SSP Line is in phase 2. The SBK Line is a fully-automatic public train system that connect the neighbourhood area to shopping malls, museum and city centre in Kuala Lumpur. The MRT line consists 31 stations and runs on 51km-long route. Furthermore, few MRT stations are connected to other KL train services such as monorail, LRT, KTM, and ERL. There are also feeder buses servicing for each MRT station that stop at neighbourhood and landmarks. The fares priced is only at RM1 and needed to be pay by cashless system.

SBK Line Route

• SSP

The SSP Line is the second line of the MRT system which still under construction progress. It will cver an area with a population of 2 million people starting from Sungai Buloh, to Serdang and lastly Malaysia federal administrative centre of Putrajaya. This line will operate in distance of 52.2km, consisting of 38.7km of elevated tracks and 13.5km running through underground tunnels. It will serves 35 stations, which 24 are elevated and 11 underground.

There will be 11 interchange stations, making it more convenient for commuters to transfer from the SSP Line other train system, including the future Kuala Lumpur-Singapore High Speed Rail system or HSR. 16 stations will have park and ride facilities to encourage people on using this public transportation system.

2. How does LRT Rail Works?

The train model use in Malaysia LRT is Innovia Metro 300. This train line operate on the length of 46.4 km while the track gauge used is 1,435 mm (4 ft 8 1⁄2 in) standard gauge. The electrification system use is fourth rail 750 V DC – Linear induction motor and the operating speed is 80 km/h.

3. How does a MRT rail?

Mass Rapid Transit (MRT) is a heavy rail rapid transit but in Malaysia MRT it envisage a ‘wheel and spoke’ concept comprising two radial line and one circle line looping around Kuala Lumpur. MRT will not only significantly increase the current inadequate rail network but will also serve to integrate the existing rail networks and alleviate the severe traffic congestion. MRT is driverless trains controlled from operation control centre. Maximum speed for MRT is 100km/h which is enough fast for town uses especially in Kuala Lumpur. This train line operate only 150km and 1,435 mm track gauge that also standard gauge. MRT in Malaysia still new compared to Singapore that already begin from 1987, 32 years ago. Capacity for this train is around 1,500-1,600 passenger at one time.

4. How does a monorail rail?

Monorail is a one and only rail that the track consists of single track that made of concrete. Most of the beam for the monorail are ‘I’ shaped or straddle beam. Straddle beam monorail are required that the beam move for switching that’s mean the monorail only operated in a single loop. Electric motor are use to powered the monorail and it is fed by dual third rails or electrified channels attached to their beams but in other country diesel powered monorail system also exist. Also, compared to others rail, monorail has the least 1-4 number of carriages that can attached at one time. Meanwhile, for example in Malaysia MRT and LRT has at least 2-8 carriages that can be attached at one time. This can be conclude that monorail can load less than 200 capacity people because of their beam construction that less stable compare to other rail. For distance and speed, monorail are at the least because the speed for the rail is only 20-40 km/h and only for short distance. In Kuala Lumpur, Malaysia, monorail are used for only at middle of the town because of the heavy traffic at peak hour. This can be one of the famous public transportation among people in Malaysia especially people who work at Kuala Lumpur to skip the traffic also monorail elevated overpass the ground.

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

The train control systems in LRT, MRT and monorail are the hardware and software equipment that monitor and control the train locations and movements in order to ensure the passengers safety. They are essential for smooth traffic, thanks to the real-time monitoring and reliable communication channels. In case of collisions situations, train control systems prevent the train collisions by notifying dispatchers and train drivers, for example, when the distance between the trains is critical. To achieve this, the Communications Based Train Control (CBTC) systems is used. The CBTC systems retrieves the data form relay and electrical interlocking devices used to process and visualize it on the central dispatch panel.

The Communications Based Train Control (CBTC) systems in Malaysia consists of high resolution train location determination, and can track the independent of track circuits for each public transport. It consist of continuous, high capacity, and bi-directional train to wayside the data communications. And the wayside processors performing a vital functions such as monitoring the railways changes on the MRT, LRT and monorail. These CBTC systems is also widely used by the other countries of public transportations such as in majority of countries in Europe. They all shares the same purpose which is to monitor and control the locations and movements of transportations traffic in order to avoid hazardous situations.

Next, Positive Train Control (PTC) systems help in preventing accidents caused by train operators or dispatcher errors and the characteristics include the train separation or collision avoidance, line speed enforcement, temporary speed restrictions and also rail worker wayside safety. Although, the MRT and monorail are driverless and operates automatically the LRT however have operators in which a carelessness of the operators may happen accidentally. Thus this combination of Communications Based Train Control (CBTC) systems and Positive Train Control (PTC) systems are responsible for making sure to provide the best and safest solutions for our community transportations safety in Malaysia.

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

LRT, MRT and monorail in Malaysia is one of the example of more common eco-friendly technologies. These 3 types of transportation in Malaysia is still in the earliest stages of green technology but many exciting innovations that have already been implemented in the public transport itself. One of the environmental friendly technologies on the MRT, LRT and monorail are that these transportations uses completely electric generator and do not produce any greenhouse gas emissions. Although hybrid cars are very common in Malaysia, there still using a normal combustion engine that can emits greenhouse gas, but electric monorail, LRT and MRT are finally starting to hit mainstream with eco –friendly technology by using fully electric generator. These electric public transport are greatly save energy, and significantly reduce the amount of greenhouse gas emissions.

           Another eco-friendly technology that has been implemented onto these 3 public transport is the usage of highly efficient LED lighting. A typical light bulbs, are very inefficient with 98% of the energy that they produce is being output as heat energy. However, this new environmental friendly LED lightbulb can use 160 watts to replace a 400 watt lamp and still produce the same or even greater amount of light. In conclusion, these LRT, MRT and monorail LED technology can tremendously reduce in energy consumption, causing an enormous amount of energy saving and benefits to our environments.

           Lastly, LRT, MRT and monorail also equipped with a sustainable materials that have low impact to environment but gives a high performance to the technology itself. For example, these public transport mostly use a sustainable materials such as composite aluminium, cooper and stainless steel technology. These materials gives a very high durability to the monorail and provide a longer life span that require less replacement on the materials itself. Moreover, the use of these materials requires low energy consumption during the assembly progress. This means, that by using these improved environmental technology can greatly emphasize the environmental-friendly of the Malaysia.

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.

Signalling and Train Control systems play a major role in achieving the objectives to the target headway, ensures total safety of the train movements at all times and adding value to other systems by on-line interface.

The two main objectives of Railway Signalling were:

i) Provision of safety from collisions and derailments

ii) Provide as maximum line capacity as possible for running many trains on same line within the safety constraints

The evolution towards digital railway in Malaysia, in particular the Communication Base Train Control (CBTC).

Control software is the main component of CBTC. The track circuit system is used in the majority of the mainline railways with widespread aspect signals. The application of the CBTC system has various operational scenarios such as digitally programmed, tested, verified and validated through the use of high-level programmer language in the software that shows the track alignment data, track parameters and commands the train propulsion system in real-time using fully redundant microprocessors based controllers. The movement of train is fully controlled and predetermined by train on-board equipment such as Vehicle On Board Controllers (VOBC) or Automatic Train Control (ATC).

According to IEC 62290 CBTC Grade of Automation (GoA), there are 4 GoA operational principles used in the CBTC system as depicted in table 1 below:

Table of GoA operational principles

In Malaysia, Kelana Jaya Line and MRT Line 1 using GoA4 control to be fully automatic, whereas the MRT Line 2 that is currently under construction and will use GoA4 as the controller. Meanwhile, the Ampang Line is fully automatic using GoA2. The CBTC system is based on the moving block principle which the system creates a protection envelope for each Light Rail Vehicle (LRV). It is dynamically updated based on train location, speed and direction. This means it is possible to accommodate many trains on the line by improving the headways, increasing the train fleet size and catering for higher capacity.

Figure 2 represent the CBTC System Architecture that was used. 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.

CBTC System Architecture

• CBTC System Assurance

The based of CBTC system is a microprocessor, therefore, the validity, integrity, reliability and safety of the software developed for the project application is fundamental to safe operation of the railway. Sufficient testing and simulations must be performed as a matter of necessity to acceptance of the railway.  

The following necessity are essential prelude for acceptance of the software:

- Confirm that software source code has been verified and approved by a recognized third party test house.

- Check that software for the Automatic Train Supervision (ATS), on-board equipment, trackside equipment are all compatible and correctly interfaced (e.g. radio and Data Communications System (DCS), Passenger Information Display System (PIDS), ATS, Points and Crosses (P&C)).

- Rolling Stock brake system behaviour and response is compatible with CBTC software with no long time delays that affect the behaviour of the brake system

- Software configuration is controlled and software versions and issues are monitored and controlled

- Ensure that Software is tested through laboratory test simulations and demonstrate all timetable operating scenarios under normal and degraded modes.

Overarching Approach to CBTC Functional Safety Systems Assurance based on International Standards

• Interfaces and integration challenges

The entire railway subsystems such as track, signalling, 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 sideline radio, this aspect of integration is critical to the working of the railway. Refer to Figure 5 for illustration of the challenges.

In conclusion, the development of the CBTC system has provided an insight into practical examples that have been implemented in Malaysia. The CBTC continues to improve particularly with regards to radio communications, track data management, configurable of the system, adoption of WI-FI and LTE communications.

8. Additional information that are helpful to empower your wiki content as resources to the topics are welcomed with extra scores and bonus scores.

Comparisons and analysis of train systems pertaining to system integration

Comparisons between train system in Malaysia and the other three countries that is UK, France, and Japan in terms of their structure, roles and objectives as demonstrated in the followings:

I.         Railway in the UK

The UK state (British Rail and BR) was privatised from 1993, and took 91/440 very much to heart. BR’s infrastructure was spun off into a company, Railtrack, first publicly owned, then privatised. BR’s operational units, being 25 territorial groupings of passenger services under the three original sectors of Network South East, Regional Railways and InterCity, were franchised attempting to maximise their value to the Treasury . In 2000, the main regulatory body, OPRAF, became the Strategic Rail Authority, who were to additionally take a strategic overview previously non existent in the privatised structure. This was now necessary as the railway privatised on the basis of declining passenger numbers was now growing rapidly. BR’s freight businesses were sold off, and this became an entirely commercial operation, in contrast to the passenger franchises, 21 of which remain subsidised in

2001/2002, with 3 of those remaining effectively paying the government for the right to run the service (the exception, Midland Mainline, has negotiated a zero subsidy, zero premium profile). In addition, there are three passenger businesses running trains on “open access” (non franchised) terms, and one metro system (two from 2002) using parts of the Railtrack network. Some small parts of the infrastructure are owned by other companies who have to agree access rights with operators and timetabling over the boundary with Railtrack.

II.       Railway in France

Railway reform has also taken place in France, albeit at a less of a structural level than the other countries under study. In order to comply with 91/440, the state railway SNCF (The French State Railway) was first restructured to give an accounting separation between infrastructure and operations, and reorganised again in 1997 into the train operator SNCF and the infrastructure operator RFF ( literally “ French Railway Network”, The infrastructure operator) . RFF owns the track and

performs a strategic management role, but contracts the maintenance back to SNCF, giving them more control over their infrastructure. SNCF also remain, to all intents and purposes, the monopoly operator. SNCF’s passenger services are structured into three main operating units – Grandes Lignes, who operate TGV (The French High Speed Network) and other InterCity services, Ile de France, operating services in the region around Paris, and TER (Train Express Regional), the operator of local and regional trains in the rest of the country. These broadly align with the InterCity, Network SouthEast and Regional Railways groups of the former BR. Each regional council has a contract with TER to deliver a specified level of train services, and these are funded accordingly by the state government. Freight is operated on commercial lines, and there is a limited amount of competition from small operators.

III.     Railway in Japan

Japan has taken a different approach to the other, European countries in the other countries study. The geography, with large mountainous areas and much of the population concentrated on the south coast of the main island, Honshu, creates high density passenger flows along a main coastal corridor. Together with the highly urbanised nature of Japanese cities, this creates an incredibly dense demand

pattern. These have generally been seen as more efficient than the state owned monopoly of JNR (Japan National Railway) . In response to JNR’s growing debt and in order to inject some of the innovation and efficiency perceived as characteristics of the private railways, it was privatised from 1987 . Six regional companies (known as JRs) were created operating all types of train within the region which allows cross subsidisation between profitable intercity services and loss making rural lines. In contrast to what is now the general pattern in Europe, the JRs are vertically integrated, owning and operating their track, but still require an accounting separation so that access for through running is granted fairly. The JRs run some through trains into each other’s regions, and there are also freight operators, who run on other operators’ tracks, and some private railways may also use JR facilities. The Japanese Shinkansen high speed rail network was split between the JR regions, with each service allocated to an operator who pays the other JRs along the route access charges. The JRs run inter regional services on each other’s tracks, and there is also through running both of private railways’ trains on JR tracks, and of JR trains on other tracks (such as those owned by an airport or a municipal body, for example). This creates a complex web of interrelationships between the railway companies, which, remarkably, is largely free of regulation, with track access fees agreed on a

commercial basis.