Energy Efficiency in Singapores Rapid Transit System

Energy Efficiency in Singapores Rapid

Transit System
Melvyn THONG and Adrian Cheong

Abstract
The Singapore Rapid Transit System (RTS) comprises the North South, East West and North
East lines, linking seamlessly to Light Rail Systems, namely, Bukit Panjang, Sengkang and
Punggol LRTs. After the Circle Line Extension opened in Jan 2012, the total rail length in
Singapore has reached 178km. The transport sector is one of the major energy consumers
in Singapore. With increasing global energy demand, greater effort is thus required to
make effective use of energy. In addition, the Singapore RTS network will double by year
2020. Hence, it is crucial that every effort is made in the design of the RTS to improve
energy efficiency in order to achieve a sustainable land transport system. This paper
describes the various strategies adopted in the design of the Singapore RTS to reduce
energy demand during operations.

Introduction emphasis on effective use of resources.

Greater awareness of environmental issues
and rising fuel costs have made energy
efficiency the subject of much interest in
Singapore. In addition, environmental
protection and sustainable development are
buzzwords today in many global governmental
organisations. With ever growing demand
for natural resources in the face of economic
development, many environmental issues have
started to preoccupy countries around the
world. Efforts are being devoted to enhance
awareness of the importance of environmental
protection in both private and public sectors.
In Singapore, the Land Transport Authority
(LTA) has always been promoting the use of
public transport and supporting the green
movement, particularly in RTS. According
to the vision in the Land Transport Master
Plan (LTMP) in 2007, the RTS network will be
doubled by 2020 and this has placed greater
In Singapore, the Land Transport
Authority (LTA) has always been
promoting the use of public
transport as supporting the green
movement, particularly in RTS.
While most metro systems around the world are
essentially electric driven, there is a global trend
towards greening the railways by adopting
measures, such as, renewable energy sources
for the train, avoiding ecologically sensitive
areas, ease of recycling train materials, the use
regenerative braking and the use of composite
materials for trains. Over the years, various
measures have been put in place in the RTS
design to make effective use of scarce energy
resources (Chew, T.C. and Chua, C.K. 1998),
(Windle, C J. 1986), (Thong, T.L., Ho, H.C. and
Sim, S.P. 2005). Technological innovations are
also analysed and meticulously mined for their

38 JOURNEYS | May 2012


energy conservation benefits. Such measures
have also resulted in reducing operating costs
in the long run.
Measures to improve energy efficiency require a
holistic approach as it spans multiple disciplines
and systems (for eg., mechanical and electrical
systems, rolling stock, civil design, etc.). To this
end, LTA has instituted many design efforts
in maximising energy efficiency and these
measures have been implemented across our
RTS infrastructure.
The following sections depict the major
strategies adopted by LTA in the design of its RTS
network to improve energy efficiency and make
the land transport system sustainable. The areas
where these strategies are adopted include:
1. Electrical systems
2. Lighting systems
3. Air Conditioning systems
4. Platform screen doors
5. Rolling stock
6. Alignment utilisation of hump profile
7. Escalator & Lift systems
8. Green Mark for RTS
LTA has instituted many design
efforts in maximising energy
efficiency and these measures have
been implemented across our RTS
infrastructure.
Electrical Systems
Both DC (direct current) and AC (alternating
current) traction systems are widely available.
JOURNEYS | May 2012
Energy Efficiency in Singapores Rapid Transit System
In the Singapore context, the DC traction
system (nominal voltage of 750VDC and
1500VDC) is adopted due to short interstation
distances. Transmission of traction power
along the track is achieved by means of a third
(conductor) rail laid close to the running rails or
via an overhead catenary line. The running rails
serve as the return rails (negative rails) for the
traction network to the various traction power
substations located along the RTS. 600VAC
systems with multiple conductor rails have also
been utilised for Singapores LRT systems. The
traction network for the RTS is supplied via the
internal AC HV network through the use of
diode rectifier systems. As the train accelerates,
or during coasting mode, power is delivered to
the train from the rectifiers via the third rail or
the overhead catenary line.
Ideally, the most efficient type of train service
pattern consists of rapid acceleration, coasting
period and period for braking at a high
deceleration rate. This type of service pattern
gives rise to the opportunity to save energy and
at the same time operate at the highest possible
speed. The regenerated energy from the trains
(when braking) comes in short bursts of high
intensity which greatly exceed the power
requirements of the trains own auxiliaries and
quite often is not utilised by trains within the
vicinity. As such, the regenerated energy results
in excess energy which dissipates as heat.
Ideally, the most efficient type of
train service pattern consists of
rapid acceleration, coasting period
and period for braking at a high
deceleration rate.
39
Energy Efficiency in Singapores Rapid Transit System
In Singapore, inverters are installed in the
RTS to recover the excess regenerative energy
from the braking of trains. This excess energy
is channelled back into the internal AC HV
network, which is then utilised by the station
auxiliary loads. The inverter consists of double
full wave thyristor bridge circuits which convert
the DC supply into AC supply.
Computer simulations are performed to
determine the optimum location of the
inverters (highest global energy recovered as
compared to the number of units of inverter
installed). Based on actual operation figures,
the inverters recover up to 5% of the total
energy used in the RTS, as shown in (Figure 1).
As an added advantage, the use of inverters in
Singapores RTS improves the receptivity of the
traction network and consequently reduces the
rate of wear on the trains mechanical brakes.
This decreases the costs for train maintenance.
Lighting System
In the development of lighting concept
within a station, the importance of functional
lighting generally takes precedence over
other aesthetic requirements. The design of
the station lighting is in line with Singapore
Standard SS530 Energy Efficiency Standard
Figure 1: Percentage of Overall Total Energy
Regeneration Load -2.0%
Traction Load -26.5%
Station Load -71.5%
North East Line
40
for Building Services. Strict lighting power
budgets are generally stipulated within the RTS
for different functional areas, which ensure
that energy efficient lighting is employed.
In the development of lighting
concept within a station, the
importance of functional lighting
generally takes precedence over
other aesthetic requirements.
In general, direct lighting through the use
of more energy efficient lighting source
is preferred over indirect lighting. In areas
where lighting is required due to architectural
considerations, energy efficient lighting, such
as, T5 fluorescent technology or the fast
emerging Light Emitting Diode (LEDs) lighting
source are considered. At areas such as station
entrances, the possibility of utilising natural
lighting is often explored to reduce the lighting
energy consumption.
Within the public areas, such as, the concourse
and platform, different lighting control levels are
implemented to cater for different operational
needs. This allows the appropriate level of
lighting to be selected at different periods in
order to minimise energy consumption.
Regeneration Load -4.6%
Traction Load -50.5%
Station Load -44.8%
North South East West Lines
JOURNEYS | May 2012

...the possibility of utilising natural
lighting is often explored to reduce
the lighting energy consumption.
Air Conditioning System
Given the prevailing hot and humid weather
conditions throughout the year, air-conditioning
is introduced at underground stations to
provide Singapores commuters with a level of
comfort during their daily travel.
As chillers are generally one of the major
energy-consuming equipments, efficiency
better than that stipulated in SS530 is specified
for the RTS projects.
Carbon Dioxide (CO2) Sensors are provided to
regulate outdoor air supply to the stations.
Installation of CO2 sensors automatically adjust
fresh air supply rates to the station public areas
while ensuring CO2 level is below 1000ppm. This
measure reduces energy consumption of the
air-conditioning system without compromising
air quality. The estimated reduction in energy
is up to 0.36% of a typical stations power
consumption.
Variable Speed Drives are also provided for
Chilled Water Pumps and Cooling Towers. The
use of variable speed drives helps to reduce the
energy consumption of chilled water pumps
and cooling towers during part load operation,
with estimated reduction of up to 0.4% in
station power consumption.
Temperature sensors are provided in some
mechanically-ventilated plant rooms,
JOURNEYS | May 2012
Energy Efficiency in Singapores Rapid Transit System
for example, Service Transformer, 22Kv
switchroom, etc., to cut-in and cut-out the fans
so that the fans only run when necessary, thus
leading to further energy savings (Table 1).
Table 1: Comparison of ECS Design Concepts
ECS Concept Estimated Station Air Estimated ECS yearly
conditioning Load per Electricity Consumption for
Station, kW 15 Underground Stations
MWhr/year
Open System 2027
Closed System 1490 73,300
PSD System 490 36,500
Platform Screen Doors
With the installation of platform screen doors
(PSDs) along the entire length of the station
platform, a separation is introduced between
the station and the tunnel. The heat from the
trains and warm, humid tunnel air are thus
prevented from entering the station, which
leads to the reduction of cooling load in the
station. In addition, PSDs act as barriers to
intrusions into the tunnels and isolate the
stations from the heat, dust and air blast
generated by the train movement.
While the idea of providing full height PSDs is
not new, issues regarding reliability of the door
operating mechanisms and accuracy in train
stopping positions in the stations are some of
the major obstacles to its widespread adoption.
With technological advancements, these issues
no longer hinder the implementation of the
PSDs and these are now a standard feature
within Singapores underground RTS stations.
PSDs act as barriers to intrusions into
the tunnels and isolate the stations
from the heat, dust and air blast
generated by the train movement.
41
Energy Efficiency in Singapores Rapid Transit System
With the adoption of PSDs, the stations
cooling load and ECS electricity consumption
is reduced by more than 50% as compared to
those without PSDs. Table 1 gives a summary of
the estimated station cooling load and annual
ECS electricity consumption for the different
ECS concepts evaluated.
Apart from substantial savings in the electricity
costs, savings in capital cost associated with
providing smaller plants and station footprint
are also realised with the adoption of PSDs.
Rolling Stock
There are two major factors which contribute
to effective energy usage in Singapores trains.
They are:
a. Lightweight cars, which can be achieved
through lighter carbody shells, bogies, electrical
propulsion and auxiliary equipment.
b. Intensive use of regenerative braking and
enhanced efficiency of traction equipment.
This can be achieved through improved system
design, optimisation of traction motor design
and providing need based energy storage
arrangement.
In the following sections, it is shown how
weight management of the passenger vehicle,
coupled with improved traction and auxiliary
systems and energy efficient driving, together
with energy regeneration, contribute to
effective energy usage in rolling stock.
Weight Management
As energy consumption is in direct proportion
42
to train weight, every effort has been made
to keep the train weight as low as possible.
Studies have been conducted to explore
advancement in rolling stock technology,
especially those on weight reduction of
passenger vehicles for the future rail projects.
As energy consumption is in direct
proportion to train weight, every
effort has been made to keep the
train weight as low as possible.
Therefore, it is effective to focus on weight
reduction of these sub-systems in order to
improve energy efficiency.
i Carbody and Miscellaneous Equipment
The carbody is a major weight contributor
of the passenger vehicle, as seen in Figure 2.
It constitutes about 21% of the Motor-car
weight. Therefore, the choice of material
plays a vital role in determining the energy
consumption pattern of a vehicle. With the
adoption of aluminum alloy in the MRT
trains, significant improvement is noted in
the weldability, mechanical strength and
corrosion resistance of the train body. This
has also helped manufacturers to reduce the
carbody weight significantly.
For the Singapore Circle Line (CCL) vehicles,
weight reduction of the carbody were also
reaped on other different aspects, namely,
by reducing the amount of glass; utilising
skeletal cable trays, aluminium diffusers
and aluminium body side interior plates;
and providing lighter seats which required
less underside reinforcements. Through
JOURNEYS | May 2012
 Energy Efficiency in Singapores Rapid Transit System

traction drives with IGBT based power

With the adoption of aluminum
electronics for our newer fleets of trains,
alloy in the MRT trains, significant
there has been a significant weight saving
improvement is noted in the
with enhanced performance and power,
weldability, mechanical strength
and corrosion resistance of the train as compared to conventional DC drives
body. GTO choppers used in the older stock. The
IGBT technology is expected to remain as
this carbody optimisation, the weight of the undisputed state-of-the-art choice for
the trailer car and motor car have been inverters in the near future.
trimmed by 3.6% and 4.6% respectively.
Besides this, huge weight savings were also iii Auxiliary Power Converter
reaped from the auxiliary inverters, battery The conventional APS galvanic isolation
boxes and gangways as a result of improved between the DC line voltage and the 3-phase
configurations (Figure 2). AC 400V output is realised by a 50Hz output
transformer, which is big and heavy. These
Figure 2: Breakdown of train weight transformers also have high losses at low
frequencies.
CCL Train Weight Breakdown (M Car)
Bogie Frame
10% 8%
Bogie Mounted
With the Medium Frequency Transformer
Wheel Set
14% 19% Car Body Structure proposed for the Downtown Line trains,
Car End which can operate at a higher frequency of
Pneumatic
6% Air Conditioning approximately 20 kHz, it allows for a more
11%
Doors and Windows efficient and much lighter alternative due
6% Electrical and
2% Electronics Equipment to its smaller size and lighter weight, hence
3% Interior and
21% Exterior Fittings improving the energy efficiency of the train
by means of reduced body weight.

ii Train Propulsion Energy Efficient Driving

Enhanced efficiency of traction equipment
also plays an important role in the energy
efficacy of passenger vehicles. Over the last
30 years, traction technology has moved
rapidly through diode rectifiers, thyristor
choppers, GTO choppers and inverters,
and most recently, the IGBT inverters and
permanent-magnet motors.
With the development of asynchronous
With the system designed to work at a
schedule speed of 40 km/h, the signalling
equipment and the rolling stock have to be
capable of achieving end to end speeds with
all out running of approximately 44 km/h,
depending on which sections and which
lines are considered. This gives a margin for
operational purposes and also has allowed
the introduction of coasting, which in itself
saves a very significant amount of energy.

JOURNEYS | May 2012 43

Energy Efficiency in Singapores Rapid Transit System

In order to minimise propulsion energy Energy Regeneration

requirements, the highest possible Regenerative braking has also produced
acceleration and deceleration rates are significant improvements in energy
required, and this leads to a regime in which efficiency on our rail systems. From the
a high acceleration rate extending over C651 generation of trains onwards, our
quite a short period is followed by a longer passenger vehicles are equipped with three-
coasting period and then a braking period phase induction motors that allow for the
at a high deceleration rate. This minimises recovery of energy while braking. These
power consumption for a given average recovered braking energy, which otherwise
speed. would have been lost in brake resistors, can
be utilised by an accelerating train nearby.
The amount of coasting is defined as the However, the amount of useful energy that
difference in time between coasting and can be recovered is strongly influenced
all out run as a proportion of the coast run by the supply system and traffic density.
time. Introduction of coasting saves a large Hence, in order to make the supply system
amount of energy. But as the proportion of more receptive for energy recovery, our DC
coasting is increased, there are diminishing traction network has equipped sufficient
returns (Figure 3). substations with thyristor inverters.

Figure 3: Relationship between Schedule Speed, Coasting

Allowance and Energy Saving Alignment Hump Profile
The design of the RTS alignment also takes
Trade-off Between Energy Savings and Schedule Speed Lost
7.0 50.0
into consideration the need to reduce
6.0
Schedule Speed Lost 45.0 energy consumption for the train operation.
Energy Savings Gained 40.0
Schedule Speed Lost (%)

Whenever feasible, the use of hump profile is

Energy Savings (%)

5.0 35.0
30.0
4.0 considered in the alignment to reduce energy
25.0
3.0 20.0 requirements for braking and accelerating by
2.0 15.0
10.0
slowing the trains when entering the station
1.0
5.0
on the up-grade and facilitating acceleration
0.0 0.0
0 1 2 3 4 5 6 7 8 9
when departing on the down-grade. This is
Coasting Allowance (%)
achieved by raising the station above the inter-
In the case of the MRT, the motors are station alignment, as shown in Figure 4.
rated at 145 kW (1 hour rating) and two
Figure 4: Hump Profile
thirds of the axles are motored. The whole
question of schedule speed, proportion of
motored axles, peak power available and
control regime is very complex, and their Station A Station B

optimisation requires careful design and

experimentation.

44 JOURNEYS | May 2012


Based on the simulation studies and assuming
inter-station distance of 1.5km with a hump
profile gradient of 3%, the difference in
the energy consumption travelling between
stations with and without the hump profile by
a 6-car train having a loading of 6 passengers/
m2 is 5.5kWH. The simulation studies have
also shown that there is some reduction in the
inter-station run times.
...the use of hump profile is
considered in the alignment to reduce
energy requirements for braking and
accelerating by slowing the trains
when entering the station on the
up-grade and facilitating acceleration
when departing on the down-grade.
Control of Escalators
In the current design of escalators for RTS,
an energy saving device, such as, an inverter
system, is being provided to conserve energy
when the escalator is operated at no load by the
reduction of speed (0.75m/s) to standby speed
(0.2m/s). During an extended period of no load,
the energy saving device will also be able to
further reduce the speed from standby speed
to stop. This speed reduction is achieved by use
of sensor detection at the escalator landings.
Provision is also made to allow the escalator to
be operated without this energy saving device,
for example, by using star/delta starter.
Adjusting the speed of the escalator to slow
down when not in use can save energy by up
to 30%.
JOURNEYS | May 2012
Energy Efficiency in Singapores Rapid Transit System
Green Mark for RTS
In recent years, LTA has been working with
train manufacturers and system suppliers
to improve the energy efficiency of its MRT
system. To leverage on the best practices and
to go even greener, the Green Mark for Rail
Transit System (RTS) framework was drawn up
as a holistic approach to ensure that the design
of RTS takes into account environmental and
sustainability considerations.
The framework covers various aspects of a RTS
line from E&M systems and station design,
to operational considerations, as well as,
assessing areas where green technology or
advanced methods can lead to better use of
resources from a whole-life-cycle approach.
It also provides the necessary benchmark to
incentivise continual improvement beyond the
current state (Figure 5).
Figure 5 Green Mark for Rapid Transit System framework
Green Mark for Rapid Transit System framework
Aim
Objective
Green Strategy 1 Green Strategy 2 Green Strategy 3
Environmental
Effective Use Protection and Water Conservation
of Energy Sustainable
Development
The aim of the framework is to enable and
to facilitate the design of RTS network to
minimise the environmental impact and
enhance sustainability.
45
Energy Efficiency in Singapores Rapid Transit System
The framework was developed with the
following objectives:
a) To promote sustainable and environmental
friendly design that meets the performance
and operational requirements of RTS
networks.
b) To provide guidance in the formulation
of LTAs engineering standards in the
conceptualisation, design and construction
of new RTS networks.
c) To identify areas for continual improvement.
Adjusting the speed of the escalator
to slow down when not in use can
save energy by up to 30%.
In addition, it is supported by three green
strategies:
a) effective use of energy;
b) environmental protection and sustainable
development; and
c) water conservation.
The framework incorporates a scoring system
for different criteria defined per strategy. The
strategies are in turn weighted based on the
References
Chew, T.C and Chua, C.K. 1998. Development Of
Singapores Rapid Transit System And The Environment.
Japan Railway & Transport Review, No. 18 1998, 26-30.
Windle, C.J. 1986. Electricity saving strategies employed
on the. Singapore MRT. International conference on Mass
46
contribution of the particular strategy versus
the overall sustainable development effort.
With this framework, LTA would be able to
assess the energy efficiency of the RTS network
more effectively.
Conclusion
With an extensive and expanding rail transit
network, energy efficiency will always be an
important component of environmental impact
and operation costs.
In addition, LTA recognises that its transport
system must not be provided at the expense of
the environment and therefore, continues in its
pursuit of new technology and innovative ideas
to make our rail transit system more energy
efficient.
As the growth of RTS will have an impact on
the environment, LTA has also encouraged
practitioners in the planning, design,
construction, and operation of the RTS, to take
due recognition of any potential environmental
impact and for appropriate countermeasures
to be taken.
rapid transit, Singapore, 1986, pp. 397-403.
Thong, T.L, Ho, H.C, and Sim, S.P. 2005. Energy
Conservation Measures For Rapid Transit System In
Singapore. Paper presented at the 7th Inetrnational Power
Engineering Conference (IPEC), 2005. Singapore.
JOURNEYS | May 2012
 Energy Efficiency in Singapores Rapid Transit System

Melvyn Thong is the Director of Mechanical & Electrical Services (MES) for
the upcoming Thomson Line (TSL) and existing lines in the Land Transport
Authority, Singapore. He has been with the LTA since 1999 with over 20
years experience, and is currently responsible for the design development
and implementation of TSL and Eastern Region Line (ERL). In addition,
he is also responsible for projects related to the upgrading of Electrical
& Mechanical Systems for existing lines that comprise both driver and
driverless heavy metro systems. Prior to this appointment, he was the
Deputy Director in MES Division, instrumental in the development of in-house design capabilities
within the organisation for traction power systems and tunnel ventilation systems for RTS, as well
as the development of the BCA-LTA Green Mark for RTS launched in 2010.

He is a recognised Chartered Electrical Engineer (UK), Professional Engineer (Singapore) and

Licensed Electrical Engineer approved for 22kV switching operations in Singapore.

Adrian Cheong is the Deputy Director of Mechanical & Electrical Services

at the Land Transport Authority (LTA) and a Senior Consultant in MSI
Global Pte Ltd, Singapore. He has been with LTA since 1996. Mr Cheong
is responsible for the delivery of the Mechanical and Electrical Services
inclusive of Power Supply Systems and Tunnel Ventilation Systems for the
railway network in Singapore. He is also involved in areas of consultancy
work for overseas projects under MSI Global. Holding a Masters Degree in
Electrical Engineering from the National University of Singapore, Mr Cheong
is involved in several Research and Development projects in his division to enhance sustainability
in rapid transit projects. He is also one of the key drivers behind the recently launched BCA-LTA
Green Mark for RTS in 2010 which is used as a benchmark for sustainability practices within LTA.

JOURNEYS | May 2012 47