MRT Industrial Training Report

FKM | UiTM | Industrial Training Report
INDUSTRIAL TRAINING REPORT
MASS RAPID TRANSIT CORPORATION SDN BHD

TINGKAT 5, MENARA I&P 1,
NO. 46 JALAN DUNGUN, BUKIT DAMANSARA,
50490 KUALA LUMPUR, MALAYSIA
BABA HARRIS AZARIEL BIN BABA HAIZAL
2017806748
Faculty of Mechanical Engineering
UNIVERSITI TEKNOLOGI MARA
1
SEPTEMBER 2019
ACKNOWLEDGEMENT
First of all, I would like to thank En. Mohd Junaidi Bin Mohamed for accepting me
into E&M Building Services department in MRT Corp Sdn Bhd, which is a great
department for interns to experience the construction industry for mechanical
engineering. Next, I would like to thank my supervisor En. Ir Ardy Suhaidy Mustapha
for being generous in guiding me throughout the industrial training by sharing his
knowledge and inviting me to site visits which opened my eyes to the construction
world. My special thanks to En. Abdullah Bin Ahmad for all the knowledge sharing
sessions he held just for us interns for almost 2 hours every week. Last but not least, I
would like to thank everyone in E&M Building Services for their kindness and for the
knowledge they share.
2
ABSTRACT
Students from the Faculty of Mechanical Engineering in UiTM are required to undergo
a 10 week industrial training programme as part of the bachelor programme which is
in between 2 semesters, specifically in between the 6th and 7th semester in my
condition. I attended the first day of my industrial training on 8th July 2019 and was
assigned under Encik Ir Ardy Suhaidy Mustapha by the head of department of E&M
Building Services department. This report aims to show the internship process that I
went through with Mass Rapid Transit Corporation Sdn Bhd throughout this 10 week
period which will include industrial environment such as adaptations to safety in a
workplace, industrial experience such as site visits and knowledge gained from
engineers that I met throughout this industrial training. This report will also include
some information about Mass Rapid Transit Corporation Sdn Bhd regarding its history
and activities that it has involved in.
3
TABLE OF CONTENT
INTRODUCTION ..................................................................................................................
6
History .................................................................................................................................
6
Structural of main activity ................................................................................................ 7
Sungai Buloh – Kajang (SBK) Line ................................................................................ 7
Sungai Buloh – Serdang – Putrajaya (SSP) Line ............................................................. 8
Objectives of practical training ........................................................................................ 9
Scope of training ................................................................................................................ 9

INDUSTRIAL ENVIRONMENT .......................................................................................
10
Adaptation and adjustment to the industry .................................................................. 10
Practice of Occupational Safety and Health Environment ..........................................
10
INDUSTRIAL EXPERIENCE ...........................................................................................
12
4
Certificate of Make Good Defects (CMGD) Inspections .............................................. 12

Factory Acceptance Test (FAT) ......................................................................................
13
Site Acceptance Test (SAT) ............................................................................................. 14

Site Visits...........................................................................................................................
15
GAINED KNOWLEDGE ...................................................................................................
16 Fire Detection and Protection System (FDPS) ..............................................................
17
Environmental Control System (ECS) ........................................................................... 22

Cold Water Supply System, Sanitary Drainage System and Dewatering Drainage
System ...............................................................................................................................
26
Vertical Transportation System (VTS) .......................................................................... 30
Tunnel Ventilation System (TVS) ...................................................................................
31
SUMMARY ..........................................................................................................................
34 RECOMMENDATIONS
..................................................................................................... 34
APPENDIX ...........................................................................................................................
35
Site Visits...........................................................................................................................
35
Elevated sites ................................................................................................................ 35
Underground sites ........................................................................................................ 38
Certificate of Make Good Defects Inspection ................................................................ 41
5
TABLE OF FIGURES
Figure 1 MRT Corp Logo ...........................................................................................................
6 Figure 2 SBK Line Route ...........................................................................................................
7 Figure 3 SSP line Route ............................................................................................................
8
Figure 4 Green Card ...............................................................................................................
11 Figure 5 Personal Protection Equipment provided by MRT Corp ..........................................
11
Figure 6 CMGD schedule of defects for Muzium Negara Station .......................................... 12
Figure 7 FM‐200 Fire Suppression System at Fike Shah Alam ............................................... 13
Figure 8 Two Cold Water Pumps Duty and Standby at Pusat Bandar Damansara Station .... 14
Figure 9 TBM breakthrough site ............................................................................................ 15
Figure 10 Fire Alarm System in a Station Control Room ........................................................ 17
Figure 11 Hose Reel Pump (Duty and Standby) ..................................................................... 19
Figure 12 Hose Reel Pump in MRT schematics ...................................................................... 19
Figure 13 Clean Agent for Gas Suppression System .............................................................. 22
Figure 14 Centralised Chilled Water System ..........................................................................
23 Figure 15 Staircase Pressurisation System
............................................................................. 25 Figure 16 Vent pipe connections in
schematics ..................................................................... 27 Figure 17 Waste from floor trap
and water closet directed into ejector tank ...................... 28 Figure 18 3 Sump pumps
pumping water upwards schematics ............................................ 29 Figure 19 Piston Effect in
tunnels .......................................................................................... 31 Figure 20 Congested
Mode in Tunnel .................................................................................... 32 Figure 21
Emergency Mode for Tunnel Ventilation System .................................................. 33
6
INTRODUCTION
Figure 1 MRT Corp Logo
Mass Rapid Transit Corporation (MRTC) is owned by the Minister of Finance (MOF)
Malaysia. It was set up to be the developer and asset owner of the Mass Rapid Transit
project in Kuala Lumpur, under the government’s move to restructure the city’s public
transport system. The company was established on September 2011 and took over the
ownership of the Klang Valley Mass Rapid Transit (KVMRT) project from Prasarana
Malaysia Berhad. MRT system is a rail system used for transporting passengers in a
large town. It is also known as metro, subway or underground railway. The primary
characteristic of MRT system is the capability to move huge numbers of passengers
efficiently and forms the backbone of a city’s public transport system along with other
rail-based modes like the light rail transit (LRT) systems, monorails and commuter
trains.
History
The Klang Valley Mass Rapid Transit (KVMRT) Project was approved by the
Government in December 2010. The project was at first proposed to the Government
by a private sector consortium in early 2010 and consisted of three MRT lines. The
first line implemented was the 51km Sungai Buloh-Kajang (SBK) line. The
construction was officially launched on 8 July 2011 and finished the complete
alignment on 17 July 2017. Approval for the implementation of the second MRT line,
Sungai Buloh-Serdang-Putrajaya (SSP) line, was given by the Government in
7
February 2014. The official ground breaking ceremony for the SSP Line took place on
15 September 2015. The tracks for MRT system are laid either on elevated viaducts
above street level, or in underground tunnels, especially when they run through the
city centre. The demand for travel in Klang Valley is expected to reach 18 million trips
per day by 2020. The city will be gridlocked if all the trips were done using private
transportation. Thus, MRT network is critical to ensure that the Klang Valley moves
smoothly.
Structural of main activity
There are currently one MRT line operating which is the Sungai Buloh-Kajang line
(SBK), another one is currently about 53.9% progress (August 2019) under
construction which is the Sungai Buloh-Serdang-Putrajaya line (SSP) which is to be
running at full operation by the end of 2022.
Sungai Buloh – Kajang (SBK) Line

The first line of the KVMRT project implemented is the 51km Sungai Buloh – Kajang
(SBK) Line. The line starts from Sungai Buloh, and runs through the city centre of
Malaysia’s capital city before ending in Kajang. The line runs underground for a
distance of 9.5km beneath the centre of Kuala Lumpur while the other 41.5km of the
alignment is elevated. The SBK Line has 31 stations which seven are underground and
24 are elevated stations. Phase One of the SBK Line from Sungai Buloh to Semantan
began operations on 16 December 2016 while Phase Two, from Semantan to Kajang
started its operations on 17 July 2017, allowing trains to run the entire alignment.
8
Figure 2 SBK Line Route
Sungai Buloh – Serdang – Putrajaya (SSP) Line

The SSP Line is the second line of KVMRT Project which is under construction. It
will serve a corridor with a population of around 2 million people stretching from
Sungai Buloh, through the centre of Kuala Lumpur to Putrajaya, Malaysia’s federal
administrative centre. The alignment will have a total length of 52.2km, consisting of
38.7km elevated and 13.5km underground tracks. SSP Line will have a total of 35
stations of which 24 elevated and 11 underground stations.
9
Figure 3 SSP line Route
Objectives of practical training

Industrial training is one of the requirements for the award of degree of Bachelor of
10
Engineering (Hons) Mechanical, known as EM220, by the Faculty of Mechanical

Engineering, Universiti Teknologi MARA (UiTM). The objectives of the programme
are:
i. To expose students to actual working culture and industrial practice

ii. To allow students to extend their theoretical knowledge into practice
iii. To motivate students to practice the right working attitudes and
professionalism to increase their employability potential
iv. To facilitate students to potential employers
Scope of training
In E&M Building Services department, it is a department under project division
responsible for the project management of Electrical and Mechanical Building
Services including design review, supervision and ensuring compliance to
specifications. This counts for both elevated and underground stations. Throughout
the 10 week industrial training programme with MRT corporation, I managed to
witness works carried out by E&M building services department such as inspection
for awarding Certificate of Make Good Defects (CMGD), attending Factory
Acceptance Test (FAT) at Fike Asia Pacific Sdn Bhd in Shah Alam for the FM-200
gas fire suppression system and progress site visit inspections for both elevated and
underground stations which are currently under construction. These experiences has
indeed opened my eyes to the construction industry in Malaysia and how the
Malaysian economy benefited from this industry.
Listed below are the scopes I was exposed to which are related to mechanical
engineering under E&M building services:
1. Fire Detection and Protection System (FDPS)

2. Environmental Control System (ECS)
3. Cold Water Supply System, Sanitary Drainage System, Dewatering Drainage
System
4. Tunnel Ventilation System (TVS)
11
Exposures are given on the above scope in the form of reading material provided by
engineers in the department, reviewing schematic drawings and knowledge sharing
session in the office and on-site knowledge sharing.
INDUSTRIAL ENVIRONMENT
Adaptation and adjustment to the industry
Adapting with the working environment in MRT Corp as an intern is easy going
because I was treated and welcomed by everyone in the company in a very positive
way. Despite having a lack in knowledge in the construction industry, all the engineers
in E&M Building Services were all very generous for sharing all their knowledge and
past working experience. Besides that, I adjusted well to the working hours in the
company. Work starts at 8.30am in the morning and ends at 5.30pm for 5 days a week,
Monday to Friday. Throughout the 5 working days, I will usually start the day by
checking my email for any invitations to site visits or any reading material and end the
day by writing a brief description of activities I had done on the day on my daily
logbook.
TIME TASK
8:30 am – 9:30 am Log in email and check for any invitations to site
visits/inspections or any new reading materials
provided
9:30 am – 1:00 pm • Study the Mechanical Services
• Learning about drawings
• Attend meeting or presentation
• Site visit or inspection
• Perform tasks given by supervisor and other
engineers
1:00 pm – 2:00 pm Lunch break
2:00 pm – 5:30 pm • Study the Mechanical Services
• Learning about drawings
• Attend meeting or presentation
• Site visit or inspection
• Perform tasks given by supervisor and other
engineers
• Daily log book written
Table 1 Routine in MRT Corp as an Intern
12
Practice of Occupational Safety and Health Environment

MRT Corp has serious concern on safety, therefore I was instructed by the company
to apply for the CIDB Green Card in order to access all MRT Corp construction
sites. On my second week during the internship, I successfully applied for the Green
Card at CIDB Selangor.
Figure 4 Green Card
Aside from abiding to the law regarding safety, everyone who enters MRT Corp
construction sites are required to equip themselves with a proper Personal Protection
Equipment (PPE). MRT Corp has been very kind to provide me with a complete PPE
set that includes a safety helmet, reflective vest and a pair of safety boots.
13
Figure 5 Personal Protection Equipment provided by MRT Corp

INDUSTRIAL EXPERIENCE
Certificate of Make Good Defects (CMGD) Inspections
Once practical completion has been certified, the defects liability period begins.
Typically, the defects liability period is twelve to twenty-four months. For the MRT
SBK(Sungai Buloh-Kajang) line project, the defects liability period is twenty-four
months and ends on 17th July 2019 at 12:00am which is 2 years after the full operation
of the SBK line.
During this period, the client reports any defects that arise in the works to the contract
administrator who decides whether they are in fact defects or whether they are
maintenance issues. If the contract administrator considers that they are defects, then
they may issue instructions to the contractor to make good the defects within a
reasonable time.
14
At the end of the defects liability period, the contract administrator prepares a schedule
of defects, listing those defects that have not yet been rectified, and agrees with the
contractor the date by which they will be rectified. Defects must be made good within
a 'reasonable time', and at the contractor's cost.
Figure 6 CMGD schedule of defects for Muzium Negara Station

Throughout the industrial training, I have visited the list of stations below for CMGD
Inspection:
1. Pasar Seni Station

2. Maluri Station
3. Bukit Bintang Station
4. Tun Razak Exchange Station
5. Muzium Negara Station
6. Cochrane Station
7. Intervention shaft 2 (Bukit Bintang)
8. Escape Shaft 1 (Bukit Bintang)
15
9. Maluri Portal Tunnel at midnight
Factory Acceptance Test (FAT)

The Factory Acceptance Test (FAT) is a process that evaluates the equipment during
and after the assembly process by verifying that it is built and operating in accordance
with design specifications. FAT ensures that the components and controls are working
properly according to the functionality of the equipment itself.
During the industrial training period, I attended a FAT at Fike Asia Pacific Sdn Bhd
located at Shah Alam with engineers En.Audrey and En.Sabri to witness the FM-200
Fire Suppression System and how the system was programmed to react to fire
emergencies. Only when this product passes the FAT, then it will be installed at the
site.
Figure 7 FM-200 Fire Suppression System at Fike Shah Alam

Site Acceptance Test (SAT)
A Site Acceptance Test (SAT) is performed at the site when the system is installed at
the permanent operation position. The SAT is to test and check functionalities with
other interfaces at the site. I managed to join En Audrey at Pusat Bandar Damansara
Station for the SAT for Fire Detection Protection System(FDPS), Cold Water
System(CWS), and Environmental Control System(ECS).
16
For FDPS, test are made on the fire panel and sensors ensuring that the heat and smoke
sensors work the way it supposed to be by applying heat from a hair dryer to the heat
sensor and see if the alarm bell triggers.
For CWS, test are made based on how the two pumps work alternately. Theoretically,
one pump should be on duty and another one should be on standby mode. But to ensure
longer life span for both, these pumps are used in an alternating manner where pump
A will run for a certain amount of time while B is idle, and then vice versa.
For ECS, test are made on whether the ventilation system in the building work as it
should by providing appropriate amount of supply air and proper exhaust fan to
circulate the air.
Figure 8 Two Cold Water Pumps Duty and Standby at Pusat Bandar Damansara Station
17
Site Visits
Throughout the internship period, I was given the opportunity to join for site visit
progress inspection of the MRT 2 (Sungai-Buloh-Serdang-Putrajaya) line. I had
visited both underground and elevated stations which are currently under construction.
Sites that I had visited are as below:
Elevated
1. Kentonmen
2. Sri Delima
3. Kampung Batu
4. Jalan Ipoh
5. Cyberjaya City Centre
6. Putrajaya Sentral
7. Taman Equine
8. Taman Putra Permai
Underground
1. Sentul West
2. Titiwangsa
3. Chan Sow Lin
4. Bandar Malaysia North
5. Bandar Malaysia South
6. Bandar Malaysia Crossover
*More images of site visits and TBM breakthrough at appendix
I also had the chance to witness Tunnel Boring Machine breakthrough at Bandar
Malaysia Crossover, I would like to give thanks to my supervisor Encik Ir Ardy
Suhaidy for giving me this opportunity to witness the TBM breakthrough.
18
Figure 9 TBM breakthrough site

GAINED KNOWLEDGE
Relation between the tasks to the mechanical engineering course
E&M Building Services department specializes on Fire Detection and Protection

System (FDPS), Cold Water Supply System, Sanitary Drainage System and
Dewatering Drainage System, Environmental Control System (ECS), Tunnel
Ventilation System (TVS) and Vertical Transportation System (VTS). All these are
related to Fluid Mechanics as it involves flowing air and liquid using pumps. Besides
that, it is also related to Thermal Engineering MEC551 when it relates about
airconditioning under ECS and how they design the required number of chillers for
certain amount of heat load.
Integrating the theoretical knowledge with practical works
I have applied my theoretical knowledge from Fluid Mechanics to understand the

calculation report written by the design consultant regarding pump size. From my
point of view, assignments given by lecturers are very useful because these
assignments portrait the real world application on how to use the knowledge we gained
in the classroom.
19
Fire Detection and Protection System (FDPS)

Fire fighting and alarm systems are required to be installed in buildings are defined
under Part VIII of the Uniform Building By-Laws, 1984. However, this system must
also abide by the Malaysian Standards (MS), British Standards (BS), National Fire
Protection Association (NFPA) and Jabatan Bomba dan Penyelamat Malaysia
(JBPM).
Fire Alarm and Detection Systems
The fire alarm and detection system is intended to perform the following functions:
• To detect the outbreak of fire

• To sound the alarm for evacuation
• To activate the necessary firefighting systems
• To inform fire brigade of the incidence of fire
• To monitor the status of the fire safety system and power supply
20
A typical fire alarm system consists of a fire alarm panel to control the system, heat
and smoke detectors for automatic detection of fires, manual call point or break glass
for the occupants to activate an alarm, alarm bells to warn the occupants of fire and
batteries to provide the power supply. Main Fire Alarm Panel (MFAP) is located inside
the Station Control Room (SCR) and Fire Repeater Panel at the Fire Control Room
(FCR).
Figure 10 Fire Alarm System in a Station Control Room

Portable Fire Extinguisher
Portable fire extinguishers are intended for the occupants to use to extinguish a fire
during its early stages before the fire gets out of control. There are four types of
portable fire extinguishers for use against the appropriate class of fires. The five
classes of fire are:
• Class A fires involving combustible solid materials like paper, wood, etc.
• Class B fires involving inflammable liquids like kerosene, diesel, etc.
• Class C fires involving flammable gases
• Class D fires involving reactive metals like sodium and potassium
• Class E fires involving ignition of an electrical nature Class F fires involving
fats and cooking oils.
Hose Reel System (HR)
21
Hose reel system is intended for the occupant to use during the early stages of a fire
and comprise hose reel pumps, water storage tank, hose reels, pipe work and valves.
Hose reels usually placed such that all areas within 30 meter hose coverage of each
hose reel.
Each hose reel outlet is to discharge a minimum of 30 ℓ/min of water for 4 hose reels
simultaneously.
Pipework for hose reel system is generally 50 mm nominal diameter and the feed to
individual hose reel should be not less than 25 mm diameter. The piping should be of
galvanised steel medium grade (Class B) minimum for above ground piping and heavy
grade (Class C) for underground pipes. The pipes shall be painted with primer and
finished with red paint or the hose reel pipe may be identified with red bands painted
at elbows and tees.
There were two pumps that draw the water from the hose reel tank, one duty and the
other on standby.
Figure 11 Hose Reel Pump (Duty and Standby)
22
Figure 12 Hose Reel Pump in MRT schematics
Water storage tank should be maximum of 9100 liters for each system. The tank may
be pressed steel, fibreglass reinforced polyester (FRP) or concrete. Pressed steel tanks
where used should be hot dipped galvanized and coated internally with bituminous
paint for corrosion protection. The tank should be compartmented and water level
indicator should be provided.
Dry Riser System (DR)
Dry risers are form of internal hydrant for the firemen to use and are only required for
buildings where the topmost floor is higher than 18.3 meters and less than 30.5 meters
above fire appliance access level. The system is installed at all elevated stations. Dry
risers are normally dry and depend on the fire engine to pump water into the system.
Dry riser comprises a riser pipe with landing valves at each floor and to which canvas
hose with nozzles can be connected to direct the water jet at the fire. Breeching inlets
are provided at ground level for the firemen to pump the water.
Landing valves are provided on each floor located within fire access lobbies, protected
staircases or other protected lobbies. Boxes may be provided to protect the landing
23
valves. 30 meters length of fire hose should be provided in a hose cradle beside each
landing valve.
Horizontal runs of pipework feeding the risers should be sloped to enable proper
draining after use. An air release valve should be installed at the top of the riser to
relief air trapped in the system.
Wet Riser System (WR)
The system is installed at all underground stations. This system comprises duty and
standby pump discharging into a riser pipe with landing valves at each floor and to
which canvas hose with nozzles can be connected to direct the water jet at the fire. A
jockey pump is provided to maintain system pressure. For high rise buildings, each
stage of the wet riser should not exceed 70.15 meters.
Landing valves are provided on each floor located within fire access lobbies, protected
staircases or other protected lobbies. The pressure at the landing valve should be no
less than 4 bars but not more than 7 bars. To achieve this, pressure reducing type
landing valve shall be installed. Canvas fire hose with 30 meters length should be
provided in a hose cradle beside each landing valve.
A 4-way type breeching inlet should be installed at ground level and located not more
than 30 meters from the nearest external hydrant. A drain should be provided at the
bottom of the riser to drain the system after use.
An air release valve should be installed at the top of the riser to relief air trapped in the
system. All wet riser pipes should be coated with primer and finished with red gloss
paint. Alternatively, the pipe can be colour coded with red bands of 100 mm width and
the elbows and tees painted red.
Automatic Sprinkler System (SPR)
This system is intended to detect, control and extinguish a fire, and warn the occupants
of the fire occurrence. Automatic sprinkler system is installed at underground stations
24
and depots. The installation comprises fire pumps, water storage tanks, control valve
sets, sprinkler heads, flow switches, pressure switches, pipework and valves. The
system operates automatically without human intervention. The sprinkler head has a
liquid filled glass bulb that breaks due to the heat of the fire and releases water that
sprays over the fire. Followings are two types of sprinkler installation for MRT project:
Wet pipe installation where the pipework is filled with water and ready to discharge
once the sprinkler bulb breaks.
Pre-action installation where the pipework is normally charged with air under pressure
and a valve is opened to fill the system with water when fire is detected by smoke or
heat detectors. Water is discharged only when the sprinkler bulb breaks.
The pumps draw water from sprinkler storage tank to feed the sprinkler network. Two
sets of pumps, one on duty and the other on standby, are provided together with a
jockey pump to maintain the system pressure.
A 4-way breeching inlets are provided so that the firemen can pump water into the
sprinkler tank to make up for water used. A drain should be provided at the bottom of
the riser to drain the system after use.
Sprinkler heads are generally of the conventional pendent or upright type. The bulb
will only breaks when the temperature exceed 68°C. Generally all areas of the building
should be protected with sprinklers except for staircases enclosures and electrical
rooms.
Automatic Gas Suppression System
Automatic gas suppression system consists of FM-200 cylinders, steel piping,

discharge nozzles, heat and smoke detectors, and control panel which monitors the
space, activates both visual and audio alarms before releasing the gas. FM-200 is a
clean fire suppression agent that is electrically non-conductive and safe for humans. It
extinguishes flames primarily through heat absorption, leaving no residue unlike
carbon dioxide that isolate the oxygen.
25
The gas is discharged after a time delay (30 seconds) upon detection of fire to warn
any occupant to evacuate the room. This system is usually provided for electrical
transformer rooms, switchrooms and standby generator rooms and should not be
installed for rooms which are normally occupied.
Figure 13 Clean Agent for Gas Suppression System
Environmental Control System (ECS)

Environment Control System (ECS), comprises of air-conditioning, mechanical
ventilation and smoke control system to provide the comfort and safety for the
operation staff. ECS also provide an adequate operational environment to equipment
rooms to ensure optimum operation conditions will be maintained for the equipment.
Basically, the objective for ECS are to control the temperature, humidity, air
movement, air quality and noise in order to increase the productivity and comfort.
Air Conditioning System
As for MRT stations, typically there were two types of air conditioning system used
which are Variable Refrigerant Flow (VRF) for elevated stations and Centralised
Chilled Water System for underground stations.
26
Variable Refrigerant Flow (VRF)
VRF use refrigerant as a cooling and heating medium. The refrigerants are conditioned
by a single outdoor unit (condenser) and circulated through multiple indoor units
(evaporator). The system can serve with various temperatures by controlling the
quantity of refrigerants flowing to the indoor units. The amount of refrigerant flow to
the indoor units can be control by changing the speed of the compressor.
Centralised Chilled Water System
The main components of the Centralised Chilled Water System are the chiller unit, Air
Handling Unit (AHU), cooling tower and pumps.
Figure 14 Centralised Chilled Water System
The chiller unit for water cooled system will usually be located in the basement. The
function is to generate cold water for air conditioning by removing the unwanted heat
from the building. Water cooled chiller has two large cylinders called evaporator and
condenser.
The evaporator generate chilled water that leaves and is pumped around the building
into the AHU to provide air conditioning. The AHU takes air in from the building and
27
push it across the cooling coils to change the temperature of the air and then push the
air back out into the building. The chilled water enters the AHU and passes through
the cooling coil where it will absorb the heat of the blowing air across. The chilled
water leaves the cooling coil and becomes warmer, heads back to the evaporator. Once
it enters the evaporator, the refrigerant will absorb the unwanted heat and move over
to the condenser. The chilled water will leave cool again and circulate around the
building to collect more unwanted heat.
The condenser is where the unwanted heat is collected before being sent to the cooling
towers. Another loop of water known as condenser water, passes in a loop between
the condenser and the cooling tower. Basically, the refrigerant collects heat from
chilled water loop in the evaporator and moves the heat to the condenser water loop in
the condenser. The condenser water enters the condenser and head up to the cooling
towers to dump the heat and return at cooler temperature to collect more heat.
The cooling tower is usually located up on the roof and is the final destination for the
unwanted heat in the building. A large fan inside the cooling tower blows air through
the unit and the condenser water is sprayed into the air stream. The heat is transferred
when the condenser water make direct contact with the blown air. The condenser water
then collects and heads back to the chillers condenser to collect more heat.
Smoke Control System
Smoke Control System applies to the front-of-house (FOH) area of each underground
station, namely public platform, concourse or any transfer level in between. Each
public area is split into a number of smoke control zone and a smoke extract system
will be provided for each smoke control zone.
Upon receiving the fire alarm signal, all the Air Handling Units (AHU) will be shut
down, the Motorised Smoke Fire Damper (MSFD) on the Return Air Duct (RAD) will
be closed while that on the Smoke Extraction Duct (SED) will be opened and the SEF
will be activated for smoke extraction mode. The smoke discharge from the Smoke
28
Exhaust Fan (SEF) will be ducted back to the ventilation exhaust (VE) shafts. The
SED that connects to the VE shafts will be provided as fire rated and thermally
insulated duct.
Replacement air for the smoke extraction system will be made up through entrances.
The ECS serving back of house equipment and ancillary rooms will remain in normal
operation in the event of public areas smoke detection activation.
In the event of a trackway fire, the station smoke extraction system may be activated
due to the activation of the smoke detection zone as a results of the migration of smoke
from trackway onto the platform through opened platform screen doors (PSD) during
the transition period before the tunnel ventilation system (TVS) is being activated.
This is considered acceptable, as the safety at the platform public areas shall first be
taken care of by the activation of the station smoke extraction system.
Pressurisation System
In accordance with the Uniform Building by Law (UBBL), there is a need to maintain
smoke-clearance for dedicated escape routes and firefighting Jabatan Bomba dan
Penyelamat Malaysia (JBPM) access. The pressure is applied into the escape
staircases, fire fighting lifts and protected lobbies to ensure that these paths can be
maintained as smoke free or protected path.
Figure 15 Staircase Pressurisation System
29
Cold Water Supply System, Sanitary Drainage System and Dewatering

Drainage System
Cold Water Supply System
The cold water supply system comprises the water storage tank (complete with the
necessary accessories), incoming cold water piping (with related pipework), cold
water distribution pumps and distribution piping.
The water supply to the stations and ancillary buildings will be provided for the
following functions:
• Domestic water supply

• Water supply for equipment and plant room
• Water supply for cooling water makeup system for ECS

• Water supply for fire water tanks
• Water supply for general cleansing
Rainwater Harvesting System (RWH) will be provided for toilet flushing and consists
of water storage tank (complete with the necessary accessories), make up water supply
directly from external Mains, grey water distribution pumps and distribution piping to
toilet flushing line and irrigation for landscape.
The water supply to the stations and ancillary buildings will be provided for the
following functions:
• Water supply for toilet flushing

• Water supply for landscape irrigation
30
Sanitary Drainage System
A sanitary drainage system is an underground pipe system for transporting sewage

from buildings to treatment facilities to control water pollution before discharge.
Basically the system works by gravity (gravitational force), allowing the wastes to
flow downhill through a series of pipes. These pipes are connected to a vent pipe
system that bring fresh air to the drain pipes, at once preventing suction that would
either stop or slow the flow of the wastes.
Figure 16 Vent pipe connections in schematics
31
Wastes from the basin, water closet, urinal and floor trap from toilets and surau flows
through pipes into sewage ejector tank.
Figure 17 Waste from floor trap and water closet directed into ejector tank
The wastes then pumped by two set of pump (duty and standby) towards external
manhole at station roof level.
Wastes from basin and floor trap flows into gully trap before entering inspection
chamber while water closet and urinal flows direct into inspection chamber.
32
Water from floor trap of every plant room, escalator sump pit and lift sump pit
discharges directly to nearest drain.
Dewatering Drainage System
Water from floor drain of every plant room flows directly into drainage sump pit while
water from escalator pit, lift pit and seepage floor drain flows into a small pit before
entering the drainage sump pit.
Then, three set of pumps (duty, standby and seepage) pumped the water towards
external manhole at station roof level.
33
Figure 18 3 Sump pumps pumping water upwards schematics
Vertical Transportation System (VTS)

Vertical Transportation System (VTS) consists of Lifts, Escalators and Travellators to
provide a safe and reliable service for daily operation and in emergency.
Lift
The main function of lifts are to transport OKU passenger and for Jabatan Bomba dan
Penyelamat Malaysia (JBPM) access for emergency use. As for lifts with JBPM usage,
they will be connected to protected lobbies and escape staircases complete with
fireman switch and all other emergency components to facilitate the operation of the
emergency services. Furthermore, JBPM requested that all lifts shall have Automatic
Rescue Device (ARD) and Emergency Battery Operated Power Supply (EBOPS) for
safety reason. Upon power failure, a lift equipped with ARD automatically moves and
stops at the nearest floor using a rechargeable battery or uninterruptible power supply
(UPS), and the doors will then open to ensure the passengers safety. The function of
EBOPS is to supply power to lights, ventilation system and the intercom of the
34
elevator. Other than that, if the travel distance is more than 11 m, landing door shall
be installed for the access of JBPM during emergency.
Type of lifts Station lifts IVS & ES lifts
Min capacity 1430kg 1020kg
Dimensions 1.8m (wide), 2.2m (length) 1.4m (wide), 2.2m (length)
Travelling 1.6 m/s

speed
Lifespan Minimum 20 years
Materials Non-combustible materials only

Table 2 Characteristics of lift for station, intervention shaft (IVS) and escape shaft (ES)
Escalator and Travellator
Escalator and travellator is a type of vertical transportation in the form of a moving

staircase which carries people between floors of a building. It consists of a motor
driven chain of individually linked steps on a track which keep them horizontal.
Rated speed 0.75 m/s
Angle of inclination 30°
Step width 1m
Table 3 Characteristics of escalator
Tunnel Ventilation System (TVS)
The purpose of the Tunnel Ventilation System (TVS) is to make sure a suitable and
safe operational environment for underground stations, tunnel and ancillary buildings.
The TVS comprises of tunnel ventilation fans (TVF), trackway exhaust fans (TEFs) at
stations only, motorized dampers, draft relief dampers, silencers, motor control centres
(MCC) and a TVS control system. The ductwork will comprise of concrete ducts and
heavy gauge fire-rated steel ductwork.
Typical TVS mode of operations are:
Normal Mode
35
Normal Mode is a non-mechanical draft relief of the tunnel air due to the piston effect
induced by the train movement inside the tunnel as well as the operation of the station
trackway ventilation.
During normal operation, the movement of the trains are according to the schedule.
The moving trains inside the tunnel produced a piston effect that drive out warm air
out of the tunnel and draw in relatively cool ambient air through ventilation shafts that
are located at the both ends of a tunnel section or tunnel portals. Roughly, the
maximum average temperature in the running tunnels shall be maintained below
37.5°C and not exceed 45°C at the condenser intake if the train air conditioning units.
Figure 19 Piston Effect in tunnels
Congested Mode
Congested Mode is activated when there is delayed service which results in a stoppage
of trains within underground tunnel or stations.
36
The maximum allowable average tunnel air temperature across the tunnel at train
occupied section is 40°C without exceeding a local temperature of 45°C to maintain
proper operation of the train air-conditioning system.
When the temperature inside of the tunnel rises to 37.5°C, the tunnel ventilation fans
(TVF) located in the underground stations or intervention shafts shall be switched on
through the command initiated from Operation Control Centre (OCC), to provide
sufficient outside air to remove the heat generated by the train in order to maintain
tunnel temperature at not more than 40°C where practical.
Figure 20 Congested Mode in Tunnel
37
Fire Emergency Mode
In the case of fire breaks out within the station trackway or inside the tunnel, Fire
Emergency Mode shall be activated. Dependent on the fire scenario location, different
smoke control strategies will be adopted to create a clear path for the passengers to
evacuate and for fire-fighting purposes.
Longitudinal Ventilation (for train fire, exclude crossover areas)
For longitudinal tunnel ventilation, the air flow rate provided by the TVF will be
sufficient to meet or exceed the critical velocity in the annulus around the train to
confine the movement of smoke and hot gases downstream of the fire site only.
Figure 21 Emergency Mode for Tunnel Ventilation System
Local Smoke Extraction (for tunnel crossover train fire and trackway train fire)
In the case where the train fire occurs at a crossover inside tunnel, the TVS will be
operated to maintain a smoke clear height of not less than 2.5m above evacuation
walkway and overhead exhaust ducts will be provided above crossover tunnels for
such local smoke extraction operation.
However, if the train fire occurs at a station trackway, the operation of the tunnel
ventilation and trackway ventilation system will be designed to prevent spillage of
38
smoke from trackside to station platform whilst the Platform Screen Doors (PSD) are
maintained open for passenger evacuation.
SUMMARY
Students from the Faculty of Mechanical Engineering in UiTM are required to
undergo a 10 week industrial training programme as part of the bachelor programme
which intends to expose students to the real working environment and improving
employability upon graduation. I have been exposed to the construction industry
throughout the industrial training period and I now can relate it with my theoretical
knowledge that I learned in the faculty during my bachelor programme. I would say
that the theoretical knowledge I learned in Fluid Mechanics is applied in the real
industry in terms of the selection of pump for hose reel pumps and cold water pump.
Besides that, I can relate thermodynamics to the way engineers design air ducts where
they would put proper insulation to the air ducts that are coming from the Air Handling
Unit in order to prevent condensation on the outer part of the duct hence taking into
account the dew point temperature. Last but not least, I can also relate my experience
with Industrial Management on how engineers communicate with workers at the
construction site to comply with the design specifications.
RECOMMENDATIONS
My 10 week industrial training with MRT corporation has been excellent because of
the knowledge I gained from the generous engineers in the department who were
willing to share their working experience and knowledge to interns. I would
recommend students especially mechanical and electrical engineering students to join
MRT for their internship programme, specifically E&M Building Services department
for those who are interested in exposing themselves to the construction industry.
39
APPENDIX
Site Visits
Elevated sites
Taman Putra Permai Station
Cyberjaya City Centre Station
40
Putrajaya Sentral Station
41
Sri Delima Station
Jalan Ipoh Station
Kentonmen Station
42
Underground sites Sentul

West Station
43
Titiwangsa Station
44
Chan Sow Lin Station
Bandar Malaysia North/South Station
45
Tunnel Boring Machine breakthrough at Bandar Malaysia Crossover
46
Certificate of Make Good Defects Inspection

Maluri Portal Tunnel Inspection at Midnight
*Tunnel inspections can only be done beyond midnight when all the train operations
47
have stop and must be completed before 4AM
48

MRT Industrial Training Report

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FKM | UiTM | Industrial Training Report

INDUSTRIAL TRAINING REPORT

MASS RAPID TRANSIT CORPORATION SDN BHD

BABA HARRIS AZARIEL BIN BABA HAIZAL

Faculty of Mechanical Engineering

UNIVERSITI TEKNOLOGI MARA

Scope of training ................................................................................................................ 9

Certificate of Make Good Defects (CMGD) Inspections .............................................. 12

Site Acceptance Test (SAT) ............................................................................................. 14

Environmental Control System (ECS) ........................................................................... 22

Figure 1 MRT Corp Logo

Sungai Buloh – Kajang (SBK) Line

Figure 2 SBK Line Route

Sungai Buloh – Serdang – Putrajaya (SSP) Line

Figure 3 SSP line Route

Objectives of practical training

Engineering (Hons) Mechanical, known as EM220, by the Faculty of Mechanical

i. To expose students to actual working culture and industrial practice

iv. To facilitate students to potential employers

1. Fire Detection and Protection System (FDPS)

Practice of Occupational Safety and Health Environment

Figure 4 Green Card

Figure 5 Personal Protection Equipment provided by MRT Corp

Figure 6 CMGD schedule of defects for Muzium Negara Station

1. Pasar Seni Station

9. Maluri Portal Tunnel at midnight

Factory Acceptance Test (FAT)

Figure 7 FM-200 Fire Suppression System at Fike Shah Alam

Sites that I had visited are as below:

Figure 9 TBM breakthrough site

E&M Building Services department specializes on Fire Detection and Protection

Integrating the theoretical knowledge with practical works

I have applied my theoretical knowledge from Fluid Mechanics to understand the

Fire Detection and Protection System (FDPS)

Fire Alarm and Detection Systems

• To detect the outbreak of fire

Figure 10 Fire Alarm System in a Station Control Room

Hose Reel System (HR)

Figure 11 Hose Reel Pump (Duty and Standby)

Figure 12 Hose Reel Pump in MRT schematics

Dry Riser System (DR)

Wet Riser System (WR)

Automatic Sprinkler System (SPR)

Automatic gas suppression system consists of FM-200 cylinders, steel piping,

Figure 13 Clean Agent for Gas Suppression System

Environmental Control System (ECS)

Air Conditioning System

Variable Refrigerant Flow (VRF)

Centralised Chilled Water System

Figure 14 Centralised Chilled Water System

Smoke Control System

Figure 15 Staircase Pressurisation System

Cold Water Supply System, Sanitary Drainage System and Dewatering

Cold Water Supply System

• Domestic water supply

• Water supply for cooling water makeup system for ECS

• Water supply for toilet flushing

Sanitary Drainage System

A sanitary drainage system is an underground pipe system for transporting sewage

Figure 16 Vent pipe connections in schematics

Dewatering Drainage System

Figure 18 3 Sump pumps pumping water upwards schematics

Vertical Transportation System (VTS)