LTA seeking solutions to equip Bukit Panjang LRT with condition monitoring and detection systems

To improve the overall rail reliability of the Bukit Panjang LRT (BPLRT), the Land Transport Authority (LTA) is calling for solutions to enhance the existing maintenance regime through the implementation of condition monitoring and detection systems.

In a rail service reliability report published by LTA in November last year, for mean distance travelled between delays of over 5 minutes, the BPLRT averaged around 198,800km over the past 5 years, while the Sengkang-Punggol LRT averaged around 606,800km.

Interested in reading more of our future posts?
Follow us on Facebook, Instagram, WhatsApp, and Telegram for the latest updates!

LTA said in its project brief, published on Jul 11, that the solution should be an onboard device mounted on the undercarriage or an alternative location on BPLRT trains, that is capable of detecting and locating misalignments and surface defects of the power rail.

The power rail is a specialised track that delivers electrical power to the LRT trains.

At present, the inspection and preventive maintenance of these power rails can only be done manually during engineering hours. These inspections are crucial for identifying and timely addressing issues that could potentially trigger abnormal flashover events.

A flashover is an unintended electrical discharge or arcing that occurs when electricity jumps across an air gap between conductors. In more serious events, flashovers can lead to potential train service disruption on the BPLRT.

The system would allow LTA and the rail operator to be “more effective and productive in addressing such defects early by having an accurate and timely detection system to support targeted maintenance interventions”.

“This will ultimately improve the overall reliability of the BPLRT system to serve our commuters better,” said LTA.

There are two phases for this project: a proof of concept and an operational trial.

Phase 1: Proof of concept

During the proof of concept phase, LTA stated that the proposed solution will be a limited trial on a single BPLRT train that leverages, but is not limited to, sensors and analytics. It should also be compact enough to not interfere with trackside equipment.

The solution should be capable of detecting power rail misalignments, detecting wear and tear of the power rail, and must be able to report the locations of such defects with an error margin of up to 5m from the actual site.

Footage captured by the system should be of high-definition (HD) quality to allow for further analysis of the misalignment or wear and tear when needed. The system should also be electromagnetically compatible with its environment and systems in its vicinity.

If sensors are required to be fitted in the train’s undercarriage to collect data during regular operations, they must be able to withstand weathering from environmental conditions without significant performance degradation.

The proof of concept will progress into the operational trial when LTA determines that all deliverables have been satisfactorily completed and that outcomes are positive, and there are no relevant considerations that require conclusion of the project after that phase.

Phase 2: Operational trial

Under the operational trial, the solution will be equipped on one BPLRT train, with the option for one additional BPLRT train.

In addition to its initial capabilities under the proof of concept, the solution should be capable of real-time detection and reporting and an intuitive dashboard displaying detected defects with management functions for the crew to plan and monitor maintenance activities.

The solution must not be linked to any core BPLRT system and must function independently. LTA said the development and trial for both proof of concept and operational trial phases should not exceed one year.

Similar solutions in Singapore’s train network

The Automatic Track Inspection (ATI) system for the Alstom Movia R151 trains. (Screengrab: LTA)

Across the train network, there have been similar solutions being used for condition monitoring and detection.

Some of the 2nd-gen Siemens C651 trains that previously operated on the North-South, East-West lines (NSEWL) were retrofitted with an automatic track inspection (ATI) system called Rail Vision that allows for continual monitoring of track conditions during regular operations.

Rail operator SMRT said in a video published in 2022 that Rail Vision is an imaging system mounted to capture images of the rail tracks. It collects data and alerts train inspectors on defects pertaining to the track bed, rail surface, or rail fasteners.

Following the retirement of the C651 trains, four trainsets of the new 7th-gen Alstom Movia R151 trains are pre-equipped with their own ATI system to monitor components such as running rails, trackside equipment, and sleepers.

In addition, two sets of the 3rd-gen Alstom Metropolis C851E trains on the North East Line (NEL) and two sets of the C851E trains on the Circle Line (CCL) are pre-equipped with a similar ATI system as well.

LTA had said: “Cameras and sensors are installed on the underframe of these trains to monitor track conditions while the trains are in operation. This will improve detection of track defects, such as rail cracks, rail corrugation, and missing rail fasteners.”

More details and information on the call for solutions to equip BPLRT with condition monitoring and detection systems can be found on the LTA website.

Recent Posts
Construction of tunnels for DTL2 Extension to begin in second quarter of 2026
Bukit Panjang LRT line will be closed on Jan 25, 2026
Construction of Brickland MRT station along North-South Line to start in first half of 2026

Related Links
Bukit Panjang LRT – SGTrains

External Links
Land Transport Innovation Portal – LTA
Problem Statement Brief – Condition Monitoring and Detection System for Bukit Panjang LRT
Statistics – LTA

Images: LTA, Screengrab from LTA.
This article first appeared on SGTrains.