KL Monorail

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Malaysian public transit system
KL Monorail
Alignment	Titiwangsa - KL Sentral
Type	Peoplemover - Monorail
Monorail type	ALWEG straddle-beam
Service area	Kuala Lumpur city
System length	8.6 km
Stations	11
Ticketing
- TnG	Yes
- Stored value	Yes
- Travel pass	Yes (monthly)
Ridership	45,000/day
Operational mode	With driver
Operational date	31 August 2003
Operator	Syarikat Prasarana Negara Berhad

The KL Monorail is a monorail system (previously known as Peoplemover Rapid Transit - PRT) in Kuala Lumpur, Malaysia, opened 31 August 2003, and serves 11 stations running 8.6 km with two parallel elevated tracks. It connects the Kuala Lumpur Sentral transport hub with the "Golden Triangle". It was completed at a cost of RM1.18 billion by the KL Infrastructure Group (KL Infra).

KL Infra declared bankruptcy on May 15, 2007 after repeatedly missing loan repayments. On November 29, 2007, Syarikat Prasarana Negara Berhad (SPNB) has signed a sale and purchase agreement with KL Monorail Systems Sdn Bhd (KLMS), which has made SPNB, the current operator of RapidKL, the new operator of the KL Monorail. ^[1]

Contents 1 Design 1.1 Line and stations 1.2 Rolling stock 2 History 2.1 Government takeover 2.2 David Cheliah accident 3 Ridership 4 Expansion 5 Criticism 5.1 Integration with other lines 5.2 Poor ergonomics 5.3 Expensive rides 5.4 Poor planning in construction of viaducts 6 References 7 See also 8 External links

[edit] Design

[edit] Line and stations

KL Monorail route map
Legend Titiwangsa Track switch Chow Kit Medan Tuanku Bukit Nanas ( Dang Wangi 300m) Raja Chulan Bukit Bintang Imbi Hang Tuah Maharajalela Tun Sambanthan Depot Track switch KL Sentral @Brickfields KL Sentral 150m

The KL Monorail system consists of a single dual-way line that serves a total of 11 stations located along the southeast and northeast regions of Kuala Lumpur that had previously receive insufficient access to rail transport, namely Brickfields, Bukit Bintang, Bukit Nanas, Chow Kit and Titiwangsa. Only the line's two terminus stations run along a single track. Of the 11 stations, 4 are designated as "integrated stations" that are used as interchanges to and from the Ampang Line, Kelana Jaya Line or other transit services provided at Kuala Lumpur Sentral.

The stations themselves are largely designed in the same fashion, as elevated structures with a ticketing facilities on either the ground level (as seen in the KL Sentral station), or the first level. The platforms are located on the top floor, separated from the monorail lines with fencing and covered with a large cream canvas roof. Certain stations are situated above roadways, or are slightly longer than others. Each station is also designated with a sponsor, with route maps associating each station with a particular company.

The line's train depot is located between the KL Sentral and Tun Sambanthan stations.

[edit] Rolling stock

The system utilises permanently coupled 2-car trains with similar styling and designs as the Seattle Center Monorail's ALWEG trains.^[2] The KL Monorail trains are capable of accommodating 158 passengers each during regular operations. The monorail carriages themselves were constructed by MTrans, a Malaysian monorail manufacturer,^[2] at the MTrans plant in Rawang, which also featured its own tracks for monorail train tests.^[3]

[edit] History

The monorail's construction was initiated by Hitachi, Ltd., but the 1997 East Asian financial crisis led to cessation of work in December of 1997. When work was resumed in July 1998, MTrans Holdings took over, locally manufacturing its own rolling stock and completing the project to save cost;^[2] the line was completed at a cost of RM1.18 billion. As the line was opened in 2003, it was agreed that the parent company and owner of the KL Monorail, KL Infrastructure Group, would hold a 40-year concession to operate the monorail. The line and number of stations remains unchanged since 2003.

Since the start of the KL Monorail's operations, the KL Infrastructure Group suffered losses due largely to depreciation and interest repayment costs.^[4] For the financial year ending April 30, 2004 alone, KL Infra posted a net loss of RM46.24 million on a RM15.08 million revenue.^[5] KL Infra had also taken up a RM300 million Malaysian government loan and a RM260 million infrastructure loan from the Development Bank of Malaysia (Malay: Bank Pembangunan Malaysia, BPM). In addition, KL Infra had proposed to buy MTrans' three subsidiary companies to improve its business, but failed after the Scomi Group bought up some of the targeted companies.^[4]

[edit] Government takeover

In April 2007, talks were underway between KL Infra and the government and the Development Bank of Malaysia to sell the assets and liabilities of the KL Monorail to the National Infrastructure Company (Syarikat Prasarana Negara, SPN), which already owns both the Kelana Jaya Line and the Ampang Line, as well as 10% of KL Infra shares. KL Infra was cited as intending to exit Malaysia's monorail business. The takeover is part of the government's master plan to improve the urban public transport sector.^[4][6]

SPN gave its agreement in principle to the takeover of KL Monorail on December 22, 2006 and a follow-up meeting was held on February 6, 2007 with the government on the takeover of its operational assets and assumption of loan liabilities. A due diligence audit was conducted from March 5, 2007 to April 27, 2007 by consultants appointed by the government. Following the agreement to the takeover, BPM granted to KL Monorail an extension of time until April 29, 2007 for an interest repayment amounting to RM4,244,801.91 which was originally due on December 29, 2006.^[7]

However, the takeover seemed to have suffered a setback at least from the perspective of KL Infra when on March 26, 2007, it was notified by BPM that it was not going to entertain any further extensions for interest repayment. Subsequently on April 27, 2007, the bank notified that it would not be granting any moratorium on interest repayments. On April 29, 2007, KL Monorail was not able to make the repayment of the interest installment which had become due.^[7]

On May 3, 2007, KL Monorail was issued a default notice by BPM which sought repayment of the entire principal sum of RM609,616,423.73 and capitalised interest of RM296,428,910.88 totalling RM906,045,334.61. The company was granted seven days from that day to repay the entire sum, which it failed to do. On May 14, 2007, Mohd Anwar Bin Yahya and Cho Choo Meng were appointed receivers and managers by Amanah Raya, the Security Trustee for BPM. Nevertheless, the takeover process is still deemed on-going with KL Infra stating that it will continue to engage the government and BPM to address the proposed takeover of KL Monorail by SPNB based on earlier discussions and an approval in principle.^[8]

One of the effects of the appointment of receivers and managers is the possibility that KL Infra will not be receiving any compensation for KL Monorail should the takeover by SPN go through.^[9]

The trading of KL Infra was suspended from May 15, 2007.^[10] On the same day, KL Infra's board announced to Bursa Malaysia that it had formed the opinion that it was not solvent and will not be able to pay all its debts in full within a period not exceeding twelve months.^[11]

On November 28, 2007, Syarikat Prasarana Negara Bhd has signed a sale and purchase agreement with KL Monorail Systems Sdn Bhd, effectively making SPNB the operator of KL Monorail. SPNB will assume the RM882 million loan to Bank Pembangunan Malaysia^[12]

[edit] David Cheliah accident

Prior to the opening of the KL Monorail an accident occurred involving a safety wheel from a train falling off and hitting a pedestrian walking under the monorail viaduct. The victim, Mr. David Cheliah, a journalist by profession, suffered injuries that required hospitalisation. The matter was settled out of court under undisclosed terms.

The monorail company reported that any such accident was "unlikely" as 6 bolts would have to be removed for it to occur. Furthermore a check of all 23 other safety wheels on the train involved did not turn up any other issues.

As a result of this accident, the launch of the monorail was postponed.

[edit] Ridership

The monthly ridership has increased from 341,850 passengers in September 2003 to 1.18 million passengers in August 2004. As of 2005, ridership is currently averaging 45,000 passengers per day.^[2] The monorail has carried 25 million passengers since its opening.

[edit] Expansion

The Kuala Lumpur Monorail system is evident to accommodate future expansion. The system's stations are significantly longer than the current monorail train set, allowing ample room for more cars for each monorail train. Any introduction of longer or larger monorail trains would help alleviate passenger congestion in trains and stations.

In 2004, a shuttle line from the Tun Sambanthan station to the Mid Valley Megamall and an extension of the southern end of the line closer to Kuala Lumpur Sentral were also proposed,^[13] but was not approved, as of July 2007.

[edit] Criticism

This section may contain original research or unverified claims. Please improve the article by adding references. See the talk page for details. (May 2007)

[edit] Integration with other lines

The Klang Valley public rail transit system are not seamlessly integrated for ticketing or changing trains. The monorail, the newest component of the system, has been publicly criticised over the way its stations have been connected to the other systems. The KL Sentral monorail station is 140 metres away from the main KL Sentral building, separated by a giant car park and a busy road. Pathways were not covered until well after construction.

Recently, stalls for petty traders have been put up along the covered pathway causing the pathway to be crowded, poorly ventilated and difficult to navigate due to poor signage^{[citation needed]}.

The KL Monorail has accepted Touch 'n Go cards since August 2005 but does not accept the Rapid KL passes for the Klang Valley public transportation system of which it is a critical part.

[edit] Poor ergonomics

Not many escalators have been provided. Platforms are narrow and ventilation is poor. Users have to walk up and down many stairs to reach the platform. "Overhead bridges" allow passengers to cross from one platform to another, confirming the monorail's reputation of it being merely a joy-ride.^{[citation needed]} The stations are also devoid of support for disabled passengers, lacking elevators or wheelchair lifts along the stairs.

In terms of the rolling stock, the ride is bumpy and there have been safety concerns, especially after the David Cheliah incident. The seating configuration, where seats are arranged in the middle of the carriage, have been criticised as it encourages standing passengers to stand by the doors and not move into the middle of the carriages, causing congestion when passengers embark or disembark.

Platforms are narrow and roofs are low causing uncomfortable waits for trains. Navigating the station involves climbing many short flights of steps. Escalators, when present at all, only head upwards.

Weaknesses in design and planning is evident at busy stations such as at KL Sentral. For example, at rush hour on a rainy day, passengers transferring from the monorail station to the main KL Sentral building have to cross busy Jalan Tun Sambanthan using a signalled crossing. Commuters would have to crowd at the station entrance before crossing the road.

[edit] Expensive rides

Ticket prices have also been criticised. Compared to other similar journeys of similar distances on other modes of rail transport in the Klang Valley, monorail ticket prices are the highest. For example, a one station ride from Bukit Bintang to Imbi (a walking distance) is RM1.20, while a longer one station ride from Masjid Jamek to Pasar Seni on the Kelana Jaya Line costs RM1.00.

[edit] Poor planning in construction of viaducts

Columns supporting the rails have been poorly placed at a few locations. Most notably is at Jalan Sultan Ismail of which the parts between Bukit Bintang and Jalan P Ramlee are one way. The columns have been constructed in the middle of the road, before it was turned one way, so much so that in spite of Jalan Sultan Ismail being one way, it remains a dual carriageway. This has been potentially confusing for road users.

[edit] References

[edit] See also

• Monorails in Malaysia
• Public transport in Kuala Lumpur
• List of rapid transit systems

[edit] External links

• Official KL Monorail website.
• Kuala Lumpur Monorail - a Photo Essay at the Monorail Society.
• Kuala Lumpur Monorail - Map Station from kiat.net.

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