[MERGED] Pengalaman naik keretapi KTMB - All Destinations

millennium girl

pnh naik.. kl-alor setar... thn 2001 dulu... yg ni ada katil..aku katil atas, adik aku katil bwh dgn mak aku.. goyang2.. kelakar...seronok... sumer ada.. tp tren yg aku dpt tu.. teraccident dgn lembu plak kat mana tah.. tasek gelugor ke.. bukit gelugor ke.. hahaha... lmbt sket smpai alor setar... sian lembu tak pasal2 accident ;)

alor setar-tpng pon pnh..tp yg ni tak de laa nk berkatil2... seat biasa je...

da lama tak naik ketapi... teringin plak... :bgrin:

virgo's

----> last naik keretapi V amik jenis cabin.. selesa dan lebih privasi.

pinatbate

dulu masa kecik tiap-tiap tahun terutama cuti sekolah naik keretapi pergi rumah paklong dan mak sedara kat singapore..nostalgia betul...teringat orang jual karipap ngan teh panas kat stesyen ..terjerit-jerit..bila dah besar tak  naik keretapi,naik bas pulak..dah agak keluar tanduk ni naik kapalterobang la pulak..tapi ktmb masih di hati..

mah76

Saya ni jenis abah sibuk selalu..masa kecik2 tak pernah naik keretapi & tak pernah travel jauh pon...masa kahwin husband ajak gi langkawi....dia penohkan impian saya, kami naik keretapi dari kl ke kuala perlis...tp gerak malam x nmpk apa2 pun...x penah naik jd x tau apa2..punya la sejuk, dpt plk yg seat...lenguh badan smpi kuala perlis.

Sekarang anak2 plk x pernah naik keretapi sebab x pernah travel jauh...ingat nak penohkan memori diorang dengan kenangan naik keretapi ni...ingat nak pegi Kelantan, boleh tak kawan-kawan cerita jrk perjalanan & pengalamannya utk kami buat panduan.

HangPC2

korang naik keretapi pakai Aircond tak pernah ker merasa naik gerabak tanpa aircond pakai kipas jer...

Syd

selalu terjupa
budak2 uitm dan sewaktu dgn nya
beromen dlm komuter
tak kira masa, dan tak kira malu
even depan kanak2 dan orang yang tua dari depa.

route: Shah Alam - KL/KL Sentral

HangPC2

Originally posted by Syd at 6-9-2006 11:56 AM
selalu terjupa
budak2 uitm dan sewaktu dgn nya
beromen dlm komuter
tak kira masa, dan tak kira malu
even depan kanak2 dan orang yang tua dari depa.

route: Shah Alam - KL/KL Sentral

aku kalau jumpa orang beromen dalam keretapi atau bas aku kentut kat situ jugak atau buat dajal bender lain mau diorang blah...

Syd

masalahnya budak2 ni, lagi dorang belajar
lagi dorang sengal

kekadang aku sound jerk

aku ckp lebih kurang,

adik, waktu2 orang penuh sesak2 ni, tak payahlah nak berpeluk2
susah ni orang nak masuk dalam, jalan sempit, ruang terhad

aku rasa buaya steve irwin pun lagi cair otak dari dorang nih

Trip Report Thailand/Malaysia/Singapore - Part 1

--------------------------------------------------------------------------------

Reiner Zimmermann sent this interesting train trip from Bangkok-Singapore

Trip Report Thailand/Malaysia/Singapore 5.-11.3.2004

Bangkok, 20th March 2004

The following shall try to describe an(almost)all-rail-journey from Bangkok (Hua Lamphong Station) to Singapore through the eastern line of the Malaysian Railways, Keretapi Tanah Melayu Berhad (KTM).

Itinerary:
5-6/3/04:Special Express no. 37, Bangkok/Sungai Kolok
7/3/04: Local M/84 Wakaf Bharu/Tumpat
7/3/04: Local M/83 Tumpat/Gua Musang
8/3/04: Local M/91 Gua Musang/Kuala Lipis
10/3/04: Local M/57 Kuala Lipis/Singapore
11/3/04: CX 712 Singapore/Bangkok

The Journey:
Departure from Bangkok on time at 15:15 , "seen off" by Rob Boer who managed to just being around. 2nd class aircon sleeper, which apart from the economic factor, is always a challenge: does one want to hear and smell the progress of the trip by opening the windows and allow in fresh and mostly country-side air, accompanied every so often be a wave of engine-emitted diesel fumes (The scent of steam would be a different story)? Does one enjoy the occasionally remaining clicky-di-clack of the joints and the inevitable rattling when going over turn-outs? Is one ready to pay the price of begging that for the sake of air-movement the train may please move on, everytime it is sitting in tropical heat waiting for the up-train to pass or having to be content being at the mercy of the ceiling fan? Or sit in the sometimes ice-cold comfort of airconditioning, concealed from the outside world and life at the wayside stations? Our concealment was exacerbated by SRT's latest fad of wrapping their coaches including the windows in all-over-advertising. The fact that the "wrapping" of our coach no. 14 was - I believe - sponsored by Beer Chang did little to improve the impaired view. A consolation was, though, that Beer Chang and many other brands of drinks, alcoholic and non-and alcoholic, along with the usual array of Thai food and snacks, came inside by means of a relentless succession of "resident" and station-confined vendors. My favourite station in this regard is Nakhom Pathon, allowing a late lunch of hotx2 food (freshly cooked and spicy).

Nakhom Pathom was reached with a mere 8 minutes delay. Double track operation on the Southern Line between Bangbanru and Nakhom Pathom probably helped to be "almost in time".( The second track, laid years ago from Bang Sue, across Rama VI bridge, and up to Bangbanru, shows clear signs of decay through a long period of non-use). Wake-up time was in Pathalung where we would not have woken up had the train not be so helpful as of giving us an extra 30 minutes sleeping time, a very reasonable performance, I would say. However, upon departure and after dwelling there for half-an-hour we left Hat Yai at 8 o'clock against the scheduled 07:10. By the time we had reached Sungai Kolok it was 11:36 vs 10:40 and we had clocked up a journey-time of just over 20 hours. Most passengers had disembarked by the time the train left Yala. 7 pairs of trains serve Sungai Kolok, thereof no.171 and our 37 over all the 1143km from Bangkok. The station building, fairly sizeable, seems to have had facilities for railbound border clearance into Malaysia; yet today, passenger trains end here and it is left to the determined traveller to find his way towards the southern neighbour. There are no obvious signs helping to direct you, and no "formal" means of transport; the track continuing southbound being the best pointer. The station compound has to be circumvented by public road, passing the plinthed North British no. 175 and, on track beyond the turntable, a vintage British-made steam crane. A walkway through a small park gave access to the track which allowed the immediate conclusion that it was indeed in use.

Instead of re-joining the road for the about 1 km walk we decided to "play train" towards the border, traversing landscaped, if decaying surroundings. The German-style signal was in our favour and it appears as though we could have rolled directly into Rantau Panjang station. At least no border-style
barriers were in view before, on, or after the girder bridge accross Sungai river.
At this point the "official" road access was parted from the railway track by topography and a row of border-related dwellings. Lest encountering possibly less appreciative border guards of Thai or Malay >description, we decided to "derail" ourselves and entered through the backdoor of a building which turned out to house the office of the Tourist Authority of Thailand. Here the first relevant piece of information came to hand: yes, there are cross-border trains, one goods train per day and direction. Why no passenger trains?: mairou, I don't know!. Leaving Thailand and entering Malaysia was fairly uncomplicated, although the chap at the Thai border took longer to process the passports than the slowest of his colleagues at Don Muang would have done. Malaysia has new entry forms, Singapore-style, and the ones prepared at home could be scrapped.

Rantau Panjang station came prominently in view from no-men's-land - i.e. it is right at the border and not as remote as its former counterpart in Thailand. The view became incredibly good when crossing the track by foot bridge right after border clearance. What it revealed was a modern station with all regular facilities, an airconditioned lobby and a staffed ticket-counter. Trains? no trains, except goods trains as per demand. Daily? not necessarily. When was the station built? 1998, commissiond in 2000. Maybe.
Yes, there were trains in the past, local ones, and they may just, perhaps, reappear one day. How to get to Kota Bharu? By bus or taxi, 100 meters down the road. How good that the Malays speak English so well! 30 or 35 km by taxi, an old Datsun of 1973-vintage, strangly familiar to the one we used to have in Germany (many more did we see in Kelantan. Paradise for friends of antique Japanese cars). We were passing Pasir Mas station on the way which is the junction for the line to Thailand. The closest station to Kota Bharu is Wakaf Bahru, 10 Ringgit by taxi. There are buses, but we opted for slightly more convenience. The buses by appearance, standard and type did not offer any particular incentive to someone who prefers walking railway tracks as the next best thing to riding trains over them. The lodging in Kota Bharu was decidedly backpackerish, nothing wrong with that, friendly local Chinese landlord with a framed reward on the wall, certifying cleanliness of the place. The price was slightly above what one would have had to pay in similar establishments in Thailand. Premium for the absence of any language barrier? Rather not, as we subsequently found the general level of prices for everyday commodities just a shade above those in Thailand.
But this was, of course, the Capital city of Kelantan state. Beer? Yes, we got after a water-accompanied night-market dinner, in a small Chinese haunt next to the guest house.

The next morning saw us waiting at Wakaf Bharu station for about one extra hour for our train to Tumpat, the end of the line. Why north to Tumpat, if you want to go south to Gua Musang? Precisely, because it is the end of the line and we wanted all of it. The British style barriers of the level
>crossing closed, mainline diesel class 24, 24109, and later an inspection trolley came along; fun they were having whilst we were waiting for our train. But we got our reward: 24109 came to pick up a string of (empty) SRT goods wagons, presumable to haul them back to the Rantau Panjang border crossing. Empty makes sense: the shops and supermarkets in what we saw of Malaysia were full of Thai merchandise, rice, canned tuna, what have you. I have no trade statistics, but it seems that, in that region at least, Thai exports to Malaysia overwhelm.

See PART II

Part 2

Tumpat station presented itself freshly renovated. It was reached within 26 Minutes with 2 intermediate piles-of-sleepers stops. The neat appearance of the time-honoured building was in strange contrast to the surprisingly shabby and run-down condition of the rolling stock with which the "local" stop-trains seem to be equipped. Our train, M/83, was bound for Gua Musang only. This is a kind of breaking point on the eastern line. There are 5 daily departures (6 on weekends) from Tumpat: - Local M93/94 - (ca) 03:40, for Gua Musang, arr. (ca) 09:25 ((ca) denotes timetable before 1st March, 04, new one not at hand)
- Local M91/92 - 05:35, for Gemas, arr (ca) 19:25
- Local M82/84 - 13:20, for Gua Musang, arr 19:30
- Express XST15/14 - 19:00, for Singapore, arr 09:05
- Express XW17/16 - 18:00, for Kuala Lumpur arr 07:25
- Express XK19/18 - 19:00, for Kuala Lumpur arr 08:08 (weekends only)
Also on the Eastern Line:
- Local M57/58 - Gua Musang 05:10 to Singapore arr 17:15

Our M/83 offered us an abundance of free seats at Tumpat but filled up quickly at subsequent stations. Carriages were of 1980ies vintage, probably down-graded from a former express train status and now utterly neglected. This seemed to apply to all trains north of Gua Musang; whilst express trains and the M/57 into Singapore were of much higher standard and state of maintenance. Heavy delays of upto one hour seem to be the rule, at least at the time we had the privilege of waiting! The line down to Gemas where it branches from the Singapore/Kuala Lumpur mainline, is single track throughout with token-operation. British style signals and turnouts operated with classical heavy levers and bars prevail. The major stations are in a decent state whilst many of the minor ones, eventhough still scheduled stopping points, are often in state of destruction and semi-demolished, down to the pile of sleepers serving as a platform.

Gua Musang, apart from being a kind of "railway town", had a history of a place trading with timber, rubber and other produce. The small towns, like Kota Baru and, as we should see, Kuala Lipis, are predominantly Chinese. We afforded ourselves a proper and modern Hotel and I instantly felt by design and style being back somewhere in China. Chinese restaurants offered Chinese food and Carlsberg beer (and we were still in Kelantan, under Islamic PAS-rule!). The next morning saw us waiting in the rain, having invested in one colourful umbrella. The delayed early morning departure M/93 came all way from Tumpat, terminating here and discharging loads of veiled ladies with their baskets and bags full of local merchandise.
Subsequent shunting to turn the M/93(south) into the M/94(north) allowed some photo taking of (TATA?) diesel 6665 and its decaying string of coaches. M/91 from Tumpas (scheduled/actual departure from Gua Musang 11:41/12:22) then took us on the 2hours/23 minutes run to Kuala Lipis in Pahang state.

Discharged from the conveniently located station right into the centre of a small town with rows of 1920ies Chinese shophouses we turned back-packers again. The guesthouse selected was the most suitable place with an owner/guide to get us into Kenong Rimba Park on the following day. It is almost inaccessible, requires a boat ride of 1 to 1-1/2 hours and involves fairly tough jungle-walking and sustained battles with leeches. Town and park are potential tourist treasures but remain largely untouched. A set-back was that even a Chinese restaurant (serving delicious fish from the local Sungai Jelai(River)) does offer neither beer nor pork: we have applied for a halal-license, you know, because the most affluent customer are Malays.

Just beyond Kuala Lipis ends the scenic part of the eastern line - running amidst jungle vegetation, alongside or across rivers and through about 8 short tunnels. Should anyone ever wish to go - take the slow day-trains, no aircon, open windows, local "folklore". The tickets are computerized, in general, but for the M/57 from Kuala Lipis we got a hand-completed "Tiket Tambah Tambang (Tunai)" - whatever that may mean. At least we can read what they write - and in contrast to Thailand suddenly you are not illiterate anymore... Tremendously helpful in food-outlets with Malay menus only: Ayam, Nasi,. Mee, Kari. no problem,one will soon know. No problem enjoying Kampung Ayam, village chicken, which we were so much missing in Thailand because of the bird flue - how come they did not get it in Malaysia?

M/57, although local, was airconditioned and clean. Regrettably, the - non-aircon - dining-car did not contain much else but a sleeping attendent, strange? There were no roving vendors either. The trick to avoid starvation of which most passengers seem to have been aware, is to jump and run at Gemas station to the station-based food stalls. The schedule presumably allows for this exercise - but since trains do not exactly run to schedule - who knows when they will move on? Pity, plinthed 1946 North British 504.36 was too far off to be captured for a photo. The train departed Gemas at 12:52 instead of 12:35, not so bad. But in Johore Bahru it was going to be 17:09 vs 16:16.

From now on it was more rubber plantations, palmoil plantations and other attractive scenery. Cities seemed to be considerably more bustling than Kuala Lipis; this was the west coast area.

The Causeway connects Malaysia's Johore Bharu and Singapore . The surprise came at the Singapore end. A new immigration complex has replaced the former facilities at Keppel Road, obliging all passengers-cum-luggage to disembark, push through customs and immigration and reboard the train - minus those who decide to end their journey at the Woodlands area. Not few did so decide, in fact it seemed to have been the majority. The remaining 30-odd kilometer through Singapore showed the city from its greenest side. No trace was there of any of the spur lines to Jurong, still shown on earlier maps. At least at one level crossing British style gates were in place. Keppel station is still pretty busy with 6 daily arrivals/departures from/to Kuala Lumpur (3 pairs), Tumpat, Gua Musang and Gemas. The station in its location remains in isolation, and even a tourist map titled "Singapore by rail" neither depicts it nor the line. Hotel staff, challenged for comments, referred to "politics" which are not subject to any public expression of opinions. For many years the Singapore government has been pondering over cutting the line at Woodlands - practical implementation seems to be blocked by Malaysia who is the souvereign over the railway land. Should the day come eventually, one wonders how passengers are expected to reach downtown Singapore, considering the probably "purpose"-built border facilities are a distance away from the Woodlands MRT-line.

One more Singapore development: MRT is now on a contact-less ticket-system only. Effective 4th November 2003 the "ez-link"-card (which used to be along the lines of Hong Kong's "Octopus"-card) now incorporates non-refundable card costs of S$ 5.--, besides a "Refundable Travel Deposit" of S$3.-- and a stored value of S$7.--. The single ride tickets incorporate a S$1.--deposit which has to be redeemed at the end of the trip at the ticket vending machines. We donated our S$2.-- to the Cathay check-in girl because we failed to redeem them. Wonder which sick brain has conceived that system - and Hong Kong, beware!

Best regards
Reiner Zimmermann

Regarding Singaporean railway politics, the situation is indeed that Malaysia owns the track that goes into Singapore. Thus, Singapore has no incentive to promote rail travel (because all the money goes to KTMB), and Malaysia has no incentive to promote rail travel (because it would serve just Singaporeans). The only reason the line survives at all is that KTMB makes wads of dough selling X ringgit tickets for X Sing dollars...!

The Woodlands immigration point is intended primarily for car traffic. Train passengers also clear there because it's the easiest option fo Singov and, again, they have no incentive to make train travel easier. If schedules permit the train is still the fastest way to bypass the Causeway's traffic jams though...

And oh yes, the $5 nonrefundable EZ-Link payment was introduced because even with the previous deposit they were sold at a loss. People snapped up a bunch because they were "free" and it's convinient to have a couple, so the issuing company lost money... but why didn't they just increase the deposit then?

mista_blur

hi all..
saya pendatang baru disini.. hehe
saya pun pernah naik ketapi several time
from bangkok tohadyai naik thai railways
from hadyai to kl naik ktmb
from kl to wakafbahru naik ktmb
from jb to kl naik ktmb

compare antara thai railways ngan ktmb..
ktmb tersusun sikit.. kemas.. tapi tempat tido kecik ar
best gak naik ketapi...
kalau waktu siang.. dapat tgk pemandangan...

kalau naik ketapi thai... memang takde air panas..
tapi naik ktmb.. leh beli air panas...
kalau orang travel jauhg.. better amik tempat tido.. tapi try ar tiru cara tipin
cari yang tengah2... senang nak tido..hehe.. tu pun kalau takde bayi..

jangan lupa baca doa sebelum perjalanan...hehe

Dulu selalu gak naik ketapi, terutama masa nak balik kampung kat utara. Dulu ada gak sinaran pagi ke sinaran petang ke,  ketapi sekarang ni Xpress langkawi cuma ada servis malam aje. kalau tak silaplah

Malam nak tengok apa? tak nampak apa pun.

Kalau ke singapore masih ada lagi servis waktu siang. Ke utara dah takde.

harap2 ada balik lepas ni tren waktu siang. Seronok tengok pemandangan indah negara kita ni.

faraway

Originally posted by mista_blur at 11-9-2006 12:08 AM
hi all..
saya pendatang baru disini.. hehe
saya pun pernah naik ketapi several time
from bangkok tohadyai naik thai railways
from hadyai to kl naik ktmb
from kl to wakafbahru naik ktmb
from j ...

keretapi thai dr butterworth ke bangkok ada sedia air panas percuma kan...

cam me dah tulis, ktmb selalu singapore dan butterworth,
keretapi lain cam ke thai dan sehingga ke thai border.
Amtrak kat US dan jugak Keretapi kat India.

Kulit Luar brochure bagi jadual perjalanan keretapi yang pernah dikeluarkan oleh KTM  pada 1951.....

Gadis desa dan keretapi....Antara poster yang pernah dikeluarkan oleh Keretapi Negeri-Negeri Melayu Bersekutu dahulu...




Nostalgia....Ibu dan Anak-anaknya, Satu lagi poster promosi keretapi yang dikeluarkan oleh pihak Keretapi Negeri-Negeri Melayu Bersekutu pada suatu ketika dahulu...

KTM Komuter

KTM Komuter started revenue services as the first electric rail service in Malaysia on 14 August 1995 between Kuala Lumpur and Rawang. The service was later expanded to cover 153 route-km of electrified double track between Rawang and Seremban, and Sentul and Port Klang (Pelabuhan Klang). The KTM Komuter network has 40 stations including the new KL Sentral Station (Fig. 1). The electrification system consists of a 25-kVac catenary with six substations drawing power from Tenaga Nasional Berhad, the national power company.


The meter-gauge track with multiple aspect signalling allows trains to run at up to 120 km/h. KTM Komuter uses three-car electric multiple units (EMUs) from three different suppliers桱enbacher Transportation System (18 sets), Marubeni Corporation (22 sets) and Union Carriage and Wagons (22 sets).

The EMUs have the automatic train protection (ATP) system, which monitors the train speed and applies the brakes automatically if the driver fails to respond. This safety feature permits one-man operation, which had never been used before in Malaysia.


KTM Komuter's 215 daily services start at 05:30 and stop at 24:00. Services run at a headway of 15 minutes during the morning rush from 05:30 to 09:30, and this frequency is also maintained during the evening peak from 15:30 to 20:00. The service frequency is reduced to one train every 30 minutes at other times.


To ensure efficient ticketing, KTM Komuter uses an automatic fare collection (AFC) system with ticket vending machines (TVMs), automatic gates and magnetic-strip tickets. Although the AFC system has a closed-system design, KTM Komuter faces some problems, especially where the railway fences have been breached by villagers for illegal crossing of tracks. To control fare evaders, KTM Komuter employs roving ticket inspectors to make spot ticket checks.



At present, KTM Komuter carries about 64,000 passengers daily, 61% of whom are young people between 19 and 29. It is also carrying increasingly more white-collar passengers than when it started. KL Sentral, Kuala Lumpur, Subang Jaya, Bank Negara, Serdang, Seremban, and Kajang stations have high ridership because they are either in densely populated residential areas or are situated close to government offices or commercial buildings. KL Sentral is the biggest connecting station where passengers can transfer between LRT, ERL and intercity trains.


Although located 73 km from KL, Seremban Station collects high revenues because it serves many commuters. Property in and around Seremban is cheaper than in KL and its suburb, so some people are willing to spend more time commuting to enjoy the advantages of larger houses. This trend is expected to continue with more property development occurring further from the city but closer to commuter lines. A similar phenomena will probably occur in the north when commuter services are extended to Tanjung Malim.

To cater for long-distance commuters, KTM Komuter operates two express services in the morning from Seremban to KL, and two express services from KL back to Seremban in the evening. They make only three stops, reducing the journey time from 1 hour 15 minutes to exactly 1 hour.
To increase peak capacity, especially over the section between Sentul and Port Klang, two three-car sets are coupled together to form a six-car set with only one driver. Three six-car services run during the morning and evening peak hours.
KTM Komuter caters for various travel requirements with various types of tickets. In addition to the normal single and return tickets, regular users can buy 12- and 24-trip tickets at 20% discount. Regular travellers using a monthly season ticket enjoy a 33% discount. To encourage people to travel during off-peak times, the Tiket Mana-Mana pass entitles the holder to unlimited travel anywhere on the network on any weekday after 09:00. It costs just MYR6.00 (MYR1.00 = US$0.26). A similar Tiket Kembara day pass for weekends and public holidays costs MYR10.00. It is more expensive than the weekday pass because many people use KTM Komuter at weekends for leisure, shopping, visiting friends and returning to their hometowns. In line with the government intention to create common ticketing, KTM Komuter will be installing contactless Touch'n Go smart card readers in 2003, giving passengers the choice of using a normal KTM Komuter ticket or a prepaid contactless Touch'n Go smart card that is also accepted by the STAR and PUTRA LRTs, buses and toll highways.



Commuter services have affected property development around commuter stations. When commuter services first started, most stations could only be accessed from one side. However, development of housing estates and commercial properties around stations has required the opening of second access points. The need for better access and links with bus stops and other transport modes like taxis has required construction of covered walkways, etc. Popular stations like Seremban, Kajang, Serdang and Sungai Buloh also need larger car parks.



Property development near commuter lines has created new markets. KTMB identified a few locations such as Mid Valley, Sri Damansara and Seremban Two for construction of new stations to meet increasing demand. The most attractive site is at Mid Valley where there is a mega-shopping complex as well as a hotel, offices, and condominiums. This new station is expected to be completed in mid-2004.

Currently, KTMB is constructing an electrified double track between Rawang and Ipoh. When completed in 2005, services will run 55 km further north to Tanjung Malim with five additional stations from Rawang.

This project will also include rapid train services with new train sets between KL Sentral and Ipoh. Another big project in the pipeline that should be completed in 2006 is the double-tracking and electrification of a 7.2-km extension from Sentul to Batu Caves, passing through new stations at Batu Kentonmen, Kg. Batu and Taman Wahyu. The extension will serve a new Sentul Station that will be built for the joint-venture Sentul Raya property development on the site of a former railway central workshop

chumpon

fuh banyaknya maklumat berguna  ;)

chumpon

Guillemart bridge yg merentasi Sungai Kusial, Kelantan... cantik .. pernah collapse di kala pendudukan Jepun di Malaya ...

chumpon