Keep expanding rail network
THE successful launch of the MRT SBK Line is another milestone and a greatly welcomed connectivity improvement to our public transportation system.
SPAD, MRT Corp, MMC–Gamuda (PDP) and all contractors involved in completing the SBK line should be applauded for a job well done.
However, our past mistakes must not be repeated. The Ampang and Kelana Jaya lines were stagnant for almost 20 years after they were launched, before they got a badly needed extension. This must not be allowed to happen again.
A continuous extension to and expansion of the rail network must happen, for Kuala Lumpur and Greater Kuala Lumpur to achieve the targeted public transport modal usage of 40% by 2030.
SPAD, MRT Corp and Prasarana must ensure that the planning of all rail lines includes the expansion of existing or even future lines, such as MRT SSP and LRT3 lines.
When I was studying in South Korea, I noticed that they continuously expand their rail network, even to this day, so they are able to keep people moving even though the urban areas keep growing. It’s proven to be successful by the high ratio of people using public transport as well as the 20 train lines covering the Seoul capital area.
Opening of new extensions and addition of stations or lines are expected annually for the next five years. This has been the case for the past decades, thus making their already reliable and expansive coverage of the city metro area even better. The people of Seoul are said to be proud of their own “BMW”: bus, metro and walking. This is what we should strive for.
The following are my proposals:
Kelana Jaya Line
The current terminus station of Gombak should be extended northwards all the way to the International Islamic University (UIA), which has a sizeable student population. The connection can go through MRR2 and then to Jalan Gombak before reaching UIA. The university is currently isolated from any rail network.
On the other end, the terminus station of Putra Heights should be extended further to cover Putra Prima, Putra Perdana and eventually Cyberjaya. This will ease the burden of future MRT SSP Line which only covers Putrajaya. This will then be an option for Putrajaya/Cyberjaya residents to access Subang Jaya and Petaling Jaya without having to go into Kuala Lumpur city.
Ampang Line
The current terminus station of Sentul Timur should be extended northwards all the way. The alignment can follow the Duke highway which has a good catchment on both sides of the highway. Utilities, though, need to be addressed.
This could possibly end at Taman Sri Gombak or all the way north-west to the Selayang area. These areas are currently deprived of any rail connectivity.
The other terminus station of Putra Heights should be extended to cover Kota Kemuning and Alam Impian/Taman Sri Muda, and even Setia Alam whose main access road to the city is the NKVE which is badly congested during peak hours.
Extension of SBK Line
The SBK line seems to have improved connectivity with its many interchange stations as well as connectivity to surrounding areas and buildings. The various paid-to-paid links as well as the direct link bridge must be used and applied by all future rail lines and stations. The more there are, the better it is for commuters.
From Kajang station, it can be extended south-west to include Bandar Baru Bangi, then the training centre areas and continue to Uniten, Serdang Hospital and possibly end in eastern Putrajaya or PICC. Though the SSP line will be covering some parts of Putrajaya, its vast area could only warrant multiple stations covered by different lines for improved connectivity.
MRT SSP Line and LRT3
The SBK line has shown that direct connectivity to the surrounding commercial areas or eateries has a huge impact on businesses. Some people take the MRT just to have meals at Satay Kajang or Bukit Bintang.
More entrances should be added, too. For example, on the SSP Line S14 to Hospital Kuala Lumpur (HKL), those going to the nearby National Art Gallery and Istana Budaya will use Entrance B. They could have a separate entrance. It could go as far as the National Heart Institute (IJN), with an underground pedestrian link for convenient access. Seoul Station has 15 exits, some used as pedestrian-crossing access at many of its stations (unpaid areas). It is normal for their subway stations to have up to eight entrances while busier stations with high connectivity have double-digit entrances.
Commercial activities can make the otherwise dull and long linkage more lively.
Seoul’s subway entrance branches out in two different directions, so that commuters don’t need to make a “U-turn” from an exit if their actual destination is opposite of the direction of the entrance, which is currently the case of Entrance B of S14 HKL which faces the National Art Gallery.
It is indeed an exciting time for public transportation. However, we should not let the current system stay stagnant but continuously improve and expand our rail networks where possible.
AZRI YUNUS Petaling Jaya, Selangor