01 INTRODUCTION

Section 1 INTRODUCTION

SECTION 1 : INTRODUCTION

1.1 PROJECT BACKGROUND

1.1.1 Project Title

The Project is known as the “East Coast Rail Link Phase 2 Project”, hereinafter referred to as the “Project “or “ECRL Phase 2”.

1.1.2 Project Concept

Phase 2 of the ECRL will involve two extensions from the ECRL Phase 1; one each in Kelantan and Selangor (Figure 1.1-1). The proposed Phase 2 extension in Kelantan and Selangor is needed to further realize the need for Phase 1 that is to improve the connectivity between the East Coast and the West Coast. With the extensions in place, the country’s largest port at Port Klang will be connected to the largest port on the East Coast which is the Kuantan Port. This will reduce the dependency on road and air transport in Malaysia and also evenly distributes the regional shipping and port collection for business.

The ECRL has been identified in the National Physical Plan 1, 2 and 3 as well as the State Structure Plans of Kelantan and Selangor. Phase 2 of the ECRL also supports the objective of National Land Public Transport Master Plan (NLPTMP) by providing more capacity and a broader network of movements for freight accessing and egressing major city centers around the Greater Klang Valley.

A Feasibility Study for ECRL Phase 2 was conducted in May 2017, which encompassed an economic and financial valuation, alignment study, land use study, traffic study, rail operation and systems studies, environmental screening, preliminary land acquisition information, proposed railway infrastructure and facilities, passenger and freight traffic volume estimate and preliminary cost estimate. The Feasibility Study evaluated various options for the ECRL Phase 2 such as alignment options, passenger station locations, freight station locations, railway gauge before arriving at the final Project design.

Section 1 Introduction 1-1

1.1.3 Project Location

The proposed ECRL Phase 2 measures a total of 106.2 km and will be located in two states, i.e. Kelantan (26.7 km) and Selangor (79.5 km). The alignment will pass by a number of major towns such as Wakaf Bharu, Gombak, Rawang, Serendah, Batu Arang, Bandar Puncak Alam, Kapar and Klang before it terminates at the existing KTMB Jalan Kastam station. The details of the alignment and the location of the stations are described in Table 1-1 and Table 1-2, respectively.

Table 1-1 : Length of Alignment State Main Alignment Length (km) Spur Lines (km) Kelantan 23.2 3.5 Selangor 79.5 - Total 102.7 3.5

Table 1-2 : Location of Stations Location Type of Station Latitude Longitude Kelantan Pengkalan Kubor Passenger 6°12'45.89"N 102° 5'46.40"E Wakaf Bharu Passenger & Freight 6° 7'28.68"N 102°10'39.51"E Selangor Serendah Passenger & Freight 3°21'51.93"N 101°35'19.36"E Puncak Alam Passing loop (Future 3°14'55.31"N 101°24'42.42"E passenger) Kapar Passing loop (Future 3° 7'30.00"N 101°23'39.86"E passenger) Jalan Kastam Passenger & Freight 3° 0'55.16"N 101°24'11.85"E

1.1.4 Sensitive Receptors

There are numerous sensitive receptors along the alignment in Kelantan and Selangor as the alignment passes through multiple types of land uses. The sensitive receptors along the alignment include:

 rural, suburban and urban settlements / residential areas  institutions  commercial / industrial establishments  agricultural land (paddy field & oil palm plantation)  forested area and wildlife habitats  steep slopes and high erosion risk areas  beneficial water uses (water intake, aquaculture, etc.)

1-2 Section 1 Introduction

1.2 PROJECT PROPONENT

The Project Proponent is Malaysia Rail Link Sdn Bhd (MRL), a company wholly owned by the Minister of Finance Incorporated, Malaysia. MRL was established as a government-owned special purpose vehicle to undertake the ECRL Project and is the asset owner of the ECRL Project.

Enquiries about the Project may be directed to:

Malaysia Rail Link Sdn Bhd Level 15, Menara 1 Dutamas, Solaris Dutamas, No.1, Jalan Dutamas 1, 50480 Kuala Lumpur

Tel: 03 - 2724 2524 Fax: 03 - 2724 2527 Email: [email protected] / [email protected]

Contact Person: En. Darwis Abdul Razak / Mr. Yew Yow Boo

1.3 EIA CONSULTANT

The Consultant undertaking the Environmental Impact Assessment is:

ERE Consulting Group Sdn Bhd. 9, Jalan USJ 21/6, 47630 Subang Jaya, Selangor Darul Ehsan

Tel : 03 - 8024 2287 Fax : 03 - 8024 2320 Email : [email protected] / [email protected]

Contact Person: Raja Nur Ashikin Raja Zainal / Kevin Quah Wenjie

The EIA team members are listed in Consultant’s Declaration.

1.4 LEGAL REQUIREMENT

The Project is classified as Prescribed Activity 16b: Construction of New Railway Route under the Second Schedule of the Environmental Quality (Prescribed Activities) (Environmental Impact Assessment) Order 2015 and Section 34A of the

Section 1 Introduction 1-3

Environmental Quality Act 1974 which stipulates that an Environmental Impact Assessment (EIA) report is required to be submitted to the Director - General of Environmental Quality for review and approval prior to Project implementation.

1.5 CONFORMANCE TO THE GOVERNMENT PLANS

1.5.1 National Physical Plan

1.5.1.1 National Physical Plan 1

The idea for a railway network linking the East Coast and the West Coast was proposed since the first National Physical Plan (NPP1) (2005). The NPP1, under the policy on integrating the national transportation network (NPP24), stated that a national integrated high-speed rail system shall be established (Figure 1.5-1) . The NPP1 also called for the adoption of the standard gauge to enable higher speeds.

1.5.1.2 National Physical Plan 2

The National Physical Plan 2 (2010) re-emphasized the policies of NPP1 with regards to the national integrated transportation network with rail as the main mode of transportation with greater integration of the two key land modes of movement for people and goods, i.e. rail and road (Figure 1.5-2).

1.5.1.3 National Physical Plan 3

The National Physical Plan 3 (2016) proposed two east-west crosslinks towards the northern and central sections of Peninsular Malaysia. A rail transport system is being considered for this corridor to link all state capitals and designated urban conurbations, besides unifying distinct elements of the national transportation system (Figure 1.5-3).

With the implementation of the Phase 2 alignments in Kelantan and Selangor, the objectives of the various National Physical plans can be further realized especially in providing a “land bridge” that connects the West Coast and East Coast while connecting major capitals along the ECRL route.

1.5.2 State Structure Plans

The corridor for the ECRL have been indicated in the state Structure Plans of Kelantan, Terengganu, Pahang and Selangor. The ECRL supports the State Structure Plans by fulfilling the transportation development plans of each state while

1-4 Section 1 Introduction

improving connectivity within and between states. The Structure Plans of Selangor, Pahang, Terengganu and Kelantan each reflect the National Physical Plan's national transportation policy of implementing an integrated transportation network which includes a proposed rail link from Kuala Lumpur to all East Coast state capitals, namely Kuantan, Kuala Terengganu and Kota Bharu (Figure 1.5-4).

1.5.2.1 Rancangan Struktur Negeri Kelantan 2003 – 2020

The Rancangan Struktur Negeri Kelantan (RSNK), in its policy DS-HP3, calls for the planning and construction of the East Coast high-speed rail link in Kelantan. The RSNK emphasizes that the rail link is necessary for the transportation of goods and material to and from Kelantan to other parts of Peninsular Malaysia.

1.5.2.2 Rancangan Struktur Negeri Selangor 2035

The Rancangan Struktur Negeri Selangor 2035, in its Dasar MM20, calls for the expansion and enhancement of the rail and bus rapid transits as the main mode of choice for public transportation. There is a proposal for a railroad between Serendah- Port Klang-Seremban (Figure 1.5-5), with the section from Serendah to Port Klang measuring 53 km while the Port Klang to Seremban section measures 52 km. This proposed route will facilitate the transport of goods to Port Klang and KLIA. The Serendah – Port Klang section of the ECRL Phase 2 will be in line with this proposed route.

1.5.2.3 Selangor Public Transport Master Plan

The Selangor Public Transport Master Plan was framed to overcome traffic congestion in Selangor. The Masterplan (Figure 1.5-6) will provide an alternative towards cheaper transportations means, efficient and safe as well as reducing the use of private vehicles which will minimize carbon release. The Master Plan involves 12 new route proposals, mostly extensions of existing LRT, BRT and MRT routes. Among the state’s key proposals is to construct two new freight routes under KTM where the corridors have been identified in the Master Plan as described below:

a. P1: KTM Freight Line North (Serendah – Klang) with a length of 63 km b. P2: KTM Freight Line South (Klang-KLIA-Senawang) with a length of 112 km

With the new freight route, the freight trains can now go directly to the ports without reducing the passenger capacity of the current KTM routes which shares with the freight trains.

Section 1 Introduction 1-5

1.5.3 ECER Master Plan

The ECRL is an initiative of the East Coast Economic Region (ECER) Master Plan to catalyze the economic development of the ECER by improving the land transport connectivity between major urban centres and economic growth corridors on the East Coast and providing a new east-west railway connection between the East Coast and the West Coast (Figure 1.5-7). At present, the railway network in the Eastern Region is limited to two rail lines, both of which are disjointed. The current East Coast railway line which branches off the West Coast mainline at the inter-change station in Gemas, heads north through the heart of Peninsular Malaysia and terminates at Kota Bharu, Kelantan. The other existing railway line is the Kuantan-Kertih line operated by Petronas. The ECER’s Master Plan proposes a railway network integrating Kuala Lumpur-Mentakab, Mentakab-Kuantan/Kuantan Port, Kertih- Kuala Terengganu, and Kuala Terengganu-Tanah Merah with the existing Kuantan Port-Kertih lines (Phase 1). With the extensions in place, the objective to connect the East Coast and West Coast will be further realized.

1.5.4 National Land Public Transport Master Plan

The National Land Public Transport Master Plan (NLPTMP) for Peninsular Malaysia was developed by the Land Public Transport Commission (Suruhanjaya Pengangkutan Awam Darat, or SPAD). This Master Plan was signed and approved by the Parliament on 16 October 2013 with the vision to “achieve a safe, reliable, efficient, responsive, accessible, planned, integrated, affordable and sustainable land public transport system to enhance socio-economic development and quality of life”.

To complement the main objective of the Master Plan which is to provide high impact and sustainable land public transport service for Malaysia, the National Land Public Transport Master Plan paves the way for the National Land Public Transport Policy which has identified and proposed a railway link connecting the East Coast and West Coast. This is in line with one of its strategic objectives to have a physically well- connected nation and also the supporting policy of “enhancing rural and inter-city connectivity”.

1-6 Section 1 Introduction

!

!

!

! Yala !

! Narathiwat ! Gulf of Thailand Pengkalan KEDAH Kubor Gulf of Station !H Kota Bharu Thailand THAILAND Station ! Wakaf !H !(Phase 1) Bharu Station !H

Pengkalan Kubor Station South !H Kg. Pauh China Sea Sebanjan ! Tumpat

PERAK

! !

! Kuala Terengganu MAJLIS DAERAH TUMPAT MAJLIS PERBANDARAN Kg Jirat KELANTAN THAILAND KOTA BHARU TERENGGANU !

Wakaf Bharu Wakaf Station !H Bharu ! Kota Bharu Ipoh KELANTAN e Kubang in L Kerian y ! a Wakaf Che yeh ! Chukai w Kuala Lipis il a Kota Bharu MAJLIS R DAERAH t Station ! a Teluk Intan p (Phase 1) PASIR MAS m u PAHANG T !H - Raub ! ! s Kuantan a m e G SELANGOR Pasir Mas

Serendah Station Puncak Alam Station !H MAJLIS (Future) DAERAH !H !H Gombak North Station (Phase 1) KETEREH Kapar Station Kuala Lumpur ! (Future) !H ! KUALA LUMPUR Shah! Alam !H Kelang 1:2,500,000 1:200,000 Jalan NEGERI Kastam ! SEMBILAN Straits Station of Malacca KEY PLAN JOHOR KELANTAN !

Bestari Jaya Serendah

Bdr Baru Station Sg Buaya !H MAJLIS DAERAH MAJLIS Kuala HULU SELANGOR ! PERBANDARAN Selangor Saujana Rantau Rawang BENTONG ! Panjang! PRF Selangor Heritage PAHANG Batu Arang Rawang Park

MAJLIS DAERAH MAJLIS KUALA SELANGOR PERBANDARAN SELAYANG Puncak Alam Batu Dam Station Selayang (Future) Taman Bukit !H Gombak North Bandar Permata !H Puncak Alam Station Batu Caves (Phase 1) SELANGOR Bandar Saujana Sungai Buloh Utama

KUALA Taman LUMPUR Ampang Kapar Kapar Straits of Setia Subang Malacca Kapar Station !H (Future)

Setia Alam Sg Kapar Indah Industrial Park Petaling Jaya

MAJLIS Shah Alam Subang Jaya PERBANDARAN Cheras KLANG Klang North Port Kg Pulau Ketam Sireh Puchong Seri Bandar Kembangan !H Bukit Tinggi Jalan 1:270,000 Pelabuhan Kajang Klang Kastam SELANGOR Station

LEGEND Date 16-10-2017 Project No EJ 616 Proposed Stations ECRL Phase 1 Produced by ZAB !H Revision A o Proposed Alignment (At-grade) Existing Railway Line Overview of Proposed Alignment (Elevated) State Boundary ECRL Phase 2 Alignment Proposed Alignment (Tunnel) Political Boundary FIGURE 1.1-2 Coordinate System:Kertau RSO Malaya Meters Projection: Rectified Skew Orthomorphic Natural Origin Units: Meter

Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user. Source: i-PLAN, Jabatan Perancangan Bandar dan Desa (JPBD) Semenanjung Malaysia E:\Project\EJ 616 ECRL Phase 2\Maps\MXD\EJ 616 Overview.mxd LEGEND

Date 04-10-2017 Project No EJ 616 N Produced by FCZ Revision - East Coast Rail Corridor in Integrated National Transport Not to scale Network in NPP1 FIGURE 1.5-1

Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user. Source: National Physical Plan 1 Source: National Physical Plan-2, 2010 LEGEND INTERNATIONAL AIRPORT COASTAL SEA PORT HIGH-SPEED RAIL CORRIDORS DOMESTIC AIRPORT MAIN CENTRE KTM ELECTRICFIED DOUBLE TRACK RAIL NATIONAL SEA PORT EXPRESSWAY KTM SINGLE TRACK RAIL REGIONAL SEA PORT MAJOR HIGHWAY

Date 04-10-2017 Project No EJ 616 N Produced by GJK Revision - East Coast Rail Corridor in Integrated National Transport Not to scale Network in NPP2 FIGURE 1.5-2

Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user. Source: National Physical Plan-2, 2010 Date 04-10-2017 Project No EJ 616 N Produced by GJK Revision - East Coast Rail Corridor in Proposed Railway for Penisular Not to scale Malaysia in NPP3 FIGURE 1.5-3

Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user. Source: National Physical Plan 3 LEGEND EXISTING KTMB RAILWAY PROPOSED RAILWAY IN THE STATE STRUCTURE PLANS CAPITAL CITY TOWNS

Date 04-10-2017 Project No EJ 616 N Produced by GJK Revision - Proposed Rail Network in State Structure Plans (Kelantan, 0 25km 50km Terengganu & Pahang) FIGURE 1.5-4

Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user. Source: RSN Kelantan 2003-2020, RSN Terengganu 2015-2020 & RSN Pahang 2002-2020 Proposed Reactivation of Rawang-Batu Arang Commuter Rail

Proposed KL-Bentong High Speed Train

Proposed Elmina Proposed Gombak Eastern Northern Integrated Integrated Terminal (TBT) Terminal (TBU)

MRT Route Electric Double Track Between Subang Jaya -Skypark Terminal, Subang

Proposed Puchong- Serdang-Kajang LRT

Proposed KL-Singapore High Speed Train

Proposed Kelana Jaya -Shah Alam LRT

Proposed Sungai Buloh- Shah Alam-Puchong- Cyberjaya-Putrajaya- Bandar Baru Bangi LRT

Kelana Jaya-Ampang LRT Extension

Serendah-Pelabuhan Klang-Seremban Bypass Railway

International Transit Centre Proposed Commuter Proposed Freight Rail Main Transit Centre Proposed Northern Integrated Terminal Proposed KL-Singapore Existing Commuter High Speed Train Roads District Boundary Existing LRT Proposed LRT State Boundary ERL Proposed MRT

Date 04-10-2017 Project No EJ 616 N Produced by FCZ Revision - Proposed Public Transport Network in Selangor Not to scale FIGURE 1.5-5

Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user. Source: Draft Selangor Structure Plan, 2035 LEGEND Date 12-10-2017 Project No EJ 616 N Produced by FCZ Revision A Selangor Public Transport Master Plan 0 3km 6km FIGURE 1.5-6

Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user. Source: Meteorological Department Malaysia LEGEND KOTA BHARU - PENANG EXISTING KTMB KUALA TERENGGANU - TUMPAT ECER BOUNDARY KERTIH - KUALA TERENGGANU MENTAKAB - KUANTAN / KUANTAN PORT MENTAKAB - KUALA LUMPUR

Date 04-10-2017 Project No EJ 616 N Produced by FCZ Revision - Potential Rail Network in ECER Master Plan Not to scale FIGURE 1.5-7

Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user. Source: ECER Masterplan, 2008 02 TERMS OF REFERENCE OF EIA

Section 2 TERMS OF REFERENCE OF EIA

SECTION 2 : TERMS OF REFERENCE OF EIA

2.1 INTRODUCTION

The Terms of Reference (TOR) of the EIA for the Project was submitted to the DOE HQ on 31st July 2017 with another revision submitted on 17th August 2017. The TOR Adequacy Check meeting was held on the 14th August 2017, following which the TOR was endorsed by the DOE on the 6th October 2017 via endorsement letter reference JAS.50/013/602/008 Jld.2 (3). The TOR approval letter is attached at the end of this section.

2.2 ENDORSEMENT OF TERMS OF REFERENCE

The DOE HQ endorsed the Terms of Reference of the EIA for the Project, subject to the conditions expressed in the TOR endorsement letter and the comments by the relevant technical agencies (Table 2-1). The EIA study has thus been prepared with consideration of the TOR endorsement conditions, including the following:

 Consideration of options  Baseline sampling locations  Water quality:  Pollutant loading and mitigation measures  Impact on Sg. Selangor  Kelantan section – Monitoring and detailed EMP for granary, fish cage rearing area / fishing village

 Flora and fauna:  Inventories list of CITES & IUCN  Issues of right-of-way to avoid collision between wildlife and train

The EIA study has been carried out taking consideration the comments and conditions contained in the TOR endorsement. The EIA has emphasized the three main components, namely water quality, air quality and waste management.

Section 2 Terms of Reference of EIA 2-1

This page has been intentionally left blank.

2-2 Section 1 Introduction

Table 2-1 : Terms of Reference Compliance Checklist ITEM COMMENTS/ITEMS RAISED BY TECHNICAL REFERENCE IN THE EIA REPORT DOE’S COMMENTS AGENCIES / APPOINTED INDIVIDUAL ITEM 1: TOR APPROVAL LETTER (DOE HQ) 1. Kesemua ulasan bertulis daripada agensi dan pakar pengulas individu yang dikemukan kepada pihak tuan termasuk ulasan sama ada secara bertulis atau yang Refer item 2 for technical agencies’ comments dibincangkan hendaklah diberikan perhatian yang sewajarnya dalam Laporan EIA. 2. Laporan Land Disturbing Pollution and Mitigation The LD-P2M2 has been prepared based on the Guidance Measures (LD-P2M2) hendaklah disediakan mengikut Document for the Preparation of the Document on Land Guidance Document for the Preparation of the Document Disturbing Pollution Prevention and Mitigation Measures on Land Disturbing Pollution Prevention and Mitiagtion (LDP2M2). Measures (LD-P2M2). Details of the LDP2M2 section can be referred to Section 8.3.1 and Appendix H in the EIA Report. ITEM 2: COMMENTS BY TECHNICAL AGENCIES Majlis Daerah Kuala Selangor 1. i. Cadangan jajaran / laluan yang dikekalkan perlu Noted. Land acquisition mitigation measures are described meminimakan pecahan lot-lot penduduk kampung in Section 8.2 in the EIA Report. tradisional sedia ada. ii. Faktor geografi dan penempatan penduduk kampung Geotechnical mitigation measures described in Section tradisional sediada seharusnya menerima kesan 8.3.7. minima atas jajaran yang dicadangkan; iii. Bagi laluan yang berhampiran kawasan atau zon Setbacks or buffer zones will be provided within the ROW kediaman perlu mempunyai zon pemampan yang of the railway. Details to be available during the detail mencukupi; design stage of the Project.

Section 2 Terms of Reference of EIA 2-3

Table 2-1: Terms of Reference Compliance Checklist (Cont’d) ITEM COMMENTS/ITEMS RAISED BY TECHNICAL REFERENCE IN THE EIA REPORT DOE’S COMMENTS AGENCIES / APPOINTED INDIVIDUAL iv. Mengambil kira kepentingan alam sekitar, kawasan sensitif Flora and Fauna impact assessment are described in alam sekitar, pengekalan flora dan fauna di sekitar tapak Section 7.4.10 & 7.5.9 and Section 8.3.10 & 8.4.7. cadangan. v. Bagi kemudahan penduduk di daerah Kuala Selangor To be addressed during the Railway Scheme dicadangkan disediakan dua stesen yang terletak di utara submission and display process. dan selatan daerah Kuala Selangor. vi. Terdapat rentis TNB sediada di kawasan cadangan dan To be addressed during the Railway Scheme perlu diambilkira untuk diselaraskan dan dijajarkan submission and display process. dengan rentis sediada. Jabatan Perhilitan 2 a. i. Maklumat berkenaan spesis-spesis hidupan liar di kawasan yang dinyatakan tidak jelas serta tiada kaedah pengambilan  Wildlife inventory using camera trap was completed data yang diambil disertakan dan sumber data tidak jelas. by DWNP Selangor in all PRFs and state land forests ii. Jabatan mencadangakn inventori hidupan liar dijalankan across the alignment from August to October 2017. di kesemua kawasan Hutan Simpan, Tanah negeri dan  The selection of site was discussed and agreed lain-lain habitat hidupan liar di sepanjang jajaran dan beforehand with DWNP Selangor based on their kawasan bersebelahan. recommendation. Refer Section 6.11.2 in EIA iii. Kaedah perangkap kamera dan inventori secara base camp dicadangkan bagi mengenalpasti sepsis mamalia bersaiz sederhana, bersaiz besar, ground birds dan mamalia kecil yang terdapat di kawasan cadangan Projek, Senarai sepsis ini amat penting bagi memudahkan pihak pemaju dan Jabatan menentukan kaedah mitigasi yang sesuai di dalam Wildlife Management Plan (WMP).

2-4 Section 2 Terms of Reference of EIA

Table 2-1: Terms of Reference Compliance Checklist (Cont’d) ITEM COMMENTS/ITEMS RAISED BY TECHNICAL REFERENCE IN THE EIA REPORT DOE’S COMMENTS AGENCIES / APPOINTED INDIVIDUAL 2b. i. Laluan elevated (eco viaduct) adalah dicadangkan bagi kawasan hutan simpan dan tanah negeri yang memounyai  Tunnels are provided across all forest reserves in laluan hidupan liar. Pelebaran river buffer zone disarankan Selangor State Park and have reduced sebagai riparian corridor untuk hidupan liar di kawasan fragmentation substantially. There will also be zero tebing sungai terutamanya kawasan hutan bakau. forest loss in the State Park. Refer Section 6.11.2 ii. Ini untuk mengelakkan habitat menjadi terpisah dan and Section 8.3.10 in the EIA memastikan ekosistem di kawasan tersebut terpelihara.  Wildlife crossing in forms of monkey bridges at Sg. Perkara ini selaras dengan keputusan Majlis Biodiversiti Puloh mangrove are recommended in Section Kebangsaan 2016 yang dipengerusikan oleh YAB 8.3.10 in the EIA. Timbalan Perdana Menteri dan juga CFS Masterplan. iii. Mohon rujuk kepada Garis Panduan Perancangan Pemuliharaan dan Pembangunan Kawasan Sensitif Alam Sekitar (KSAS) yang dikeluarkan oleh Jabatan Perancangan Bandar dan Desa bagi kawasan-kawasan yang berkaitan. 2c i. Jajaran landasan yang dicadangkan terutamanya  Human-wildlife conflict (HWC) conflict data have dari Gombak ke Klang meliputi beberapa hutan simpan dan been acquired by DWNP. Analysis of HWC is tanah negeri yang bersebelahan dengan kawasan included in Chapter 6. The findings have also been penempatan manusia yang merekodkan aduan konflik used in identifying impacts and designing manusia – hidupan liar yang tinggi. Pembinaan dan mitigation measures. Refer Section 6.11.2 in EIA pembukaan kawasan untuk jajaran rel ini dikhuatiri akan  The alignment at Rantau Panjang FR have been meningkatkan kes konflik. Oleh itu, isu knflik manusia- substantially revised to minimize fragmentation hidupan liar ini perlu diberi lebih perhatian sebagai impak and habitat loss. As such, wildlife crossings/viaduct is no longer necessary. Refer

Section 2 Terms of Reference of EIA 2-5

Table 2-1: Terms of Reference Compliance Checklist (Cont’d) ITEM COMMENTS/ITEMS RAISED BY TECHNICAL REFERENCE IN THE EIA REPORT DOE’S COMMENTS AGENCIES / APPOINTED INDIVIDUAL signifikan yang berpotensi. Section 6.11.2, Section 7.5.9 and Section 8.3.10 in ii. Pembinaan viaduct di beberapa lokasi lintasan hidupan liar EIA. adalah dicadangkan terutama di HS Rantau Panjang. 2d i. Mohon ambil kira konflik manusia- hidupan liar semasa peringkat planning/pre-development, construction dan  Pre-development activities are planning/land operations. acquisition process and doesn’t have ecological ii. Konflik manusia- hidupan liar terutamanya bagi spesis kera impacts. dan babi hutan. Walapun spesis ini boleh bergerak ke kawasan  Potential impact on HWC during construction and sekitar, tetapi sekiranya habitat sedia ada terganggu dan tiada operation are highlighted in Section 7.5.9 based on lagi habitat untuk kera-kera bermandiri, ianya berpotensi wildlife survey results, literature studies and HWC menimbulkan konflik di kawasan tersebut. data received from DWNP. iii. Konflik manusia-hidupan liar tidak hanya dikhususkan dikawasan hutan simpan sahaja tetapi perlu meliputi habitat di kawasan laut dan darat. 2e i. Wildlife Management Plan (WMP) hendaklah kemaskini bagi  Wildlife Management Plan for ECRL Phase 2 shall memastikan program mitigasi hidupan liar di seluruh jajaran be prepared and submitted to DWNP for feedback ECRL dilaksanakan dengan sempurna. and approval. 2f i. WMP seperti yang disentuh dalam Mitigation Measures perlu meliputi pelbagai pelan termasuklah pelan  The requirements under Act 716 including conflict penguatkuasaan Akta Pemuliharaan Hidupan Liar 2010 management, awareness building and mitigation (Akta 716), pelan pengurusan konflik manusia- hidupan liar, measures will be included in the WMP. pelan Pengurusan mitigasi dan program kesedaran awam.

2-6 Section 2 Terms of Reference of EIA

Table 2-1: Terms of Reference Compliance Checklist (Cont’d) ITEM COMMENTS/ITEMS RAISED BY TECHNICAL REFERENCE IN THE EIA REPORT DOE’S COMMENTS AGENCIES / APPOINTED INDIVIDUAL ii. Peruntukan sedia ada Jabatan tidak mengambilkira program mitigasi ini. Sehubungan dengan itu, mohon pihak pemaju mengambil maklum perkara ini. PLAN Malaysia 4.1 Impak sosial kepada penduduk tempatan terlibat. The social impact has been identified in Section 7.4.11 and Section 7.5.10. 4.2 Langkah mitigasi bagi impak aktiviti pembangunan kepada The mitigation measures have been identified in the alam sekitar sedia ada seperti kawasan litupan hutan, kawasan following sections: hidupan liar, system hidrologi, badan air, kualiti air sungai, Ecology (Forest and wildlife): Section 8.3.10 & Section bekalan air dan Kawasan Sensitif Alam Sekitar (KSAS). 8.4.7 Hydrology: Section 8.3.8 Water quality: Section 8.3.2 & Section 8.4.1 Water supply: Section 8.3.2 & Section 8.4.1 KSAS: Section 8.3.10 & Section 8.4.7

Appointed Individual (Dr. Pauziah Hanum bt. Abdul Ghani) 1. Alternative Consideration i. The justification on the good, average and bad (pg3-4;3- Environmental considerations have been taken into 5), is it based on any scale. account for project options. More in depth ii. The consideration on the various option should be considerations have been introduced for Kelantan. Section 4 shown either in the text or as appendix in the DEIA Refer . report. Table 3-4 did not take in account environmental considerations. Why. iii. There is no such table for Kelantan options. Why

Section 2 Terms of Reference of EIA 2-7

Table 2-1: Terms of Reference Compliance Checklist (Cont’d) ITEM COMMENTS/ITEMS RAISED BY TECHNICAL REFERENCE IN THE EIA REPORT DOE’S COMMENTS AGENCIES / APPOINTED INDIVIDUAL 2. Water quality and quantity Sampling locations are mostly selected close to where i. Justification on the location of sampling stations. the proposed alignment will be crossing for assessment ii. Pollutant loading must be calculated and recommended for PP of immediate impacts (especially during construction to implement phase i.e. soil erosion hotspots). For Segment 2B – water iii. Water quality of Sungai Selangor water in-take simulation on samples were taken at Sg. Serendah, Sg. Garing, Sg. the impact from the construction and operation phase- Kundang and Sg. Selangor for water quality modelling stringent mitigation measures must be imposed to reduce the purposes with focus on the water supply intakes in Sg. pollutant load and to maintain class II of river. Selangor. Similarly, in Sg. Mentua & Sg. Pengkalan iv. For Kelantan water requirement (granary), fish cage rearing Nangka (Segment 1), samples were taken with the in- area/ fishing village required close monitoring and detailed river fishing cages in mind. EMP. Noted. In the assessments, Scenario 3 looks at the recommended pollution loading of problematic parameters to preserve the current water quality status (baseline). This is a case-by-case basis and only prescribed when the impacts cause water quality deterioration. It is important to note that the baseline water quality at Sg. Selangor is not Class IIA but already Class III. Refer Section 7.4.2 (Construction) and 7.5.1 (Operation).

Noted. Recommendations are included in the Mitigation Measures, Section 8.3.2. It was also mentioned in the Summary of Section 7.1.1.1 Segment 1: Kelantan.

2-8 Section 2 Terms of Reference of EIA

Table 2-1: Terms of Reference Compliance Checklist (Cont’d) ITEM COMMENTS/ITEMS RAISED BY TECHNICAL REFERENCE IN THE EIA REPORT DOE’S COMMENTS AGENCIES / APPOINTED INDIVIDUAL 3. Flora and Fauna Inventory of Flora and Fauna attached in Appendix D. i. Inventories list of CITES & IUCN Impact assessment on wildlife can be referred in ii. Issues of wildlife right way much be detailed to avoid Section 7.4.10 & 7.5.9. collision between wildlife and train. Unit Perancag Ekonomi Negeri Selangor 2. Untuk makluman pihak tuan, tiada sebarang keputusan Noted. di peringkat Kerajaan Negeri Selangor pada masa ini berhubung dengan pembangunan East Coast Rail Link Project di negeri Selangor. Semakan juga mendapati, pembangunan ECRL tiada dalam senarai jajaran laluantetap pengangkutan awam komited atau cadangan jajaran laluan tetap pengangkutan awam yang akan dibangunkan dalam Pelan Induk Pengangkutan Awam Negeri Selangor (PIPANS).

Section 2 Terms of Reference of EIA 2-9

Table 2-1: Terms of Reference Compliance Checklist (Cont’d) ITEM COMMENTS/ITEMS RAISED BY TECHNICAL REFERENCE IN THE EIA REPORT DOE’S COMMENTS AGENCIES / APPOINTED INDIVIDUAL Jabatan Pengairan Dan Saliran Negeri Kelantan 3. a) Perunding hendaklah memastikan keperluan unutk List of river crossings are identified in Section 6.2. langkah-langkah kawalan diambil bagi kerja-kerja Provision if river reserves will be detailed in the ESCP yang melibatkan sungai dan rizab sungai semasa to be submitted to JPS Kelantan before construction. peringkat “Pre-Construction”, “Construcion” dan “Operational”. i. Pihak perunding hendaklah menamakan dan menandakan dalam pelan pertapakan bagi sungai yang terdapat di dalam dan sekitar kawasan tapak projek dan menyediakan rizab sungai bagi sungai- sungai yang telah diwartakan sebagaimana Seksyen 13 Kanun Tanah Negara 1965, Warta kn.2402/2014. ii. Enakmen Sungai dan Parit 1935. iii. Pihak perunding juga hendaklah menamakan dan menandakan dalam pelan pertapakan bagi sungai yang terdapat dalam dan sekitar kawasan tapak projek dan menyediakan rizab sungai bagi sungai- sungai yang belum diwartakan sebagaimana keperluan “Garis Panduan Penetapan Rizab Sungai Oleh JPS” bagi tujuan mengurangkan masalah dalam melaksanakan kerja-kerja operasi dan pemuliharan sungai di masa akan dating.

2-10 Section 2 Terms of Reference of EIA

Table 2-1: Terms of Reference Compliance Checklist (Cont’d) ITEM COMMENTS/ITEMS RAISED BY TECHNICAL REFERENCE IN THE EIA REPORT DOE’S COMMENTS AGENCIES / APPOINTED INDIVIDUAL b) Pelan Kawalan Hakisan Dan Kelodak Noted. i. Pelan Kawalan Hakisan Dan Kelodak (ESCP) secara konsep perlu ditunjukkan dan perinciannya perlu dikemukakan kepada Pengarah JPS Negeri Kelantan untuk ulasan dan perbentangan kepada Jawatankuasa Penilaian Ulasan Teknikal Pelan Kawalan Hakisan Dan Kelodak sebelum kerja-kerja tanah dijalankan. ii. Pelan Kawalan Hakisan dan Kelodak (ESCP) hendaklah dikemukakan kepada JPS Negeri Kelantan dalam tempoh dua (2) tahun daripada tarikh Kelulusan Laporan EIA dan sebelum kerja tanah dijalankan di tapak.

b) Pelan Perparitan Noted. i. Pelan Perparitan dan Pengiraan Hidraulik hendaklah disediakan berpandukan Manual Saliran Mesra lam Edisi Ke-2 (MSMA 2nd Edition@MS2526). ii. Pihak penggerak projek dikehendaki menyediakan kaedah kawalan pada punca dengan berpandukan MSMA 2nd Edition. iii. Pelan perparitan juga hendaklah mengambil kira kawasan tadahan dan kawasan berisiko banjir yang terlibat bagi mengurangkan dan mengurus risiko banjir dengan kaedah yang terbaik.

Section 2 Terms of Reference of EIA 2-11

Table 2-1: Terms of Reference Compliance Checklist (Cont’d) ITEM COMMENTS/ITEMS RAISED BY TECHNICAL REFERENCE IN THE EIA REPORT DOE’S COMMENTS AGENCIES / APPOINTED INDIVIDUAL Jabatan Perhutanan Semenanjung Malaysia i Elakkan laluan melalui Hutan Simpan Kekal (HSK) Tunnels are proposed under forest reserves of the Perlaksanaan projek ini perlu mengambil kira kepentingan Selangor Heritage Park. The alignment at Rantau alam sekitar. Seboleh-bolehnya laluan landasan keretapi Panjang PRF was also realigned to minimize hendaklah mengelak daripada melalui kawasan HSK fragmentation (from 7.3% to 1.6% fragmentation). terutama bagi kawasan dengan ciri-ciri unik. Jajaran ECRL yang merentasi HSK terutama bagi kawasan HSK di Negeri Selangor perlu dikaji memandangkan kawasan- kawasan tersebut merupakan sebahagian daripada kawasan hutan perlindungan yang dikategorikan sebagai kawasan hutan tadahan air, hutan perlindungan hidupan liar, hutan taman negeri dan juga Selangor Heritage Park. Malah kawasan tersebut juga merupakan kawasan yang dikategorikan sebagai Kawasan Sensitif Alam Sekitar (Rank 1) di bawah Rancangan Fizikal Negara. Sekiranya perlu, terowong atau penukaran jajaran adalah dicadangkan bagi memeastikan kawasan tersebut terpelihara. Pelaporan penilaian EIA yang disediakan juga perlu mengambil kira komitmen-komitmen di peringkat dasar seperti Rancangan Fizikal Negara (RFN) dan Rancangan Malaysia Ke Sebelas (RMKe-11). Perkara ini adalah penting kerana sebarang pelanggaran akan menjejaskan komitmen negara di peringkat kebangsaan dan antarabangsa.

2-12 Section 2 Terms of Reference of EIA

Table 2-1: Terms of Reference Compliance Checklist (Cont’d) ITEM COMMENTS/ITEMS RAISED BY TECHNICAL REFERENCE IN THE EIA REPORT DOE’S COMMENTS AGENCIES / APPOINTED INDIVIDUAL Jabatan Perhutanan Semenanjung Malaysia ii. Penggantian Kawasan Hutan Simpan Kekal (HSK) Noted. Sekiranya jajaran ECRL tidak dapat dialihkan dan melibatkan pewartaan keluar HSK, maka pemilik projek bertanggungjawab untuk menggantikan kawasan yang terlibat dengan kawasan lain yang lebih kurang sama keluasannya sepertimana peruntukan di bawah seksyen 12, Akta Perhutanan Negara 1984. Manakala sekiranya jajaran ECRL tidak dapat dialihkan dan tidak melibatkan pewartaan keluar HSK, maka pemilik projek perlu mematuhi syarat yang akan dikenakan oleh pihak Berkuasa Negeri yang berkaitan antaranya bayaran pampasan/gantirugi dan bayaran permit penggunaan. Artikel 74 (2) Perlembangaaan Persekutuan menyatakan tanah dan hutan adalah di bawah bidang kuasa Kerajaan Negeri. Oleh itu, pemilik projek perlu membuat permohonan secara terus dengan setiap Kerajaan Negeri yang berkaitan untuk mendapatkan kelulusan dan mematuhi apa juga syarat yang dikenakan oleh Kerajaan Negeri.

Section 2 Terms of Reference of EIA 2-13

Table 2-1: Terms of Reference Compliance Checklist (Cont’d) ITEM COMMENTS/ITEMS RAISED BY TECHNICAL REFERENCE IN THE EIA REPORT DOE’S COMMENTS AGENCIES / APPOINTED INDIVIDUAL Jabatan Perhutanan Semenanjung Malaysia iii. Pelaksanaan Kajian Penilaian Flora Flora surveys are conducted and attached in Pemilik projek perlu menjalankan kajian flora yang Appendix D in the EIA. terperinci bagi kawasan HSK yang terlibat dengan jajaran menyediakan pelan pemeliharaan yang sewajarnya serta dinyatakan di dalam pelaporan EIA. iv. Pelaksanaan Kajian Impak Bagi Pelaporan EIA Potential ecological impact are elaborated in Sections Pelaporan EIA juga perlu memberi tumpuan kepada isu- 7.4.10 & 7.5.9 while mitigation measures are proposed isu impak terhadap ekologi kawasan hutan sekitar selain in Sections 8.3.10 & 8.4.8 in the EIA. daripada fragmentasi kawasan yang terlibat dengan jajaran. Langkah atau tindakan mitigasi yang bersesuaian bagi mengatasi kedua-dua isu tersebut perlu diperjelaskan untuk panduan pihak agensi yang terlibat.

2-14 Section 2 Terms of Reference of EIA

2.3 TERMS OF REFERENCE

As a reference for the reader, this section presents the Terms of Reference in its original form as submitted to the DOE HQ. The content, details and findings in the TOR were based on the Project information that was available at the time of TOR preparation in July 2017. Certain details and findings of the original TOR presented in this section have been superseded, as the Project design has undergone several revisions and changes to improve the Project during the period after the TOR submission. These revisions and changes have been incorporated in the EIA study and presented in the final EIA Report.

2.3.1 Introduction

1. The Terms of Reference (TOR) is formulated for the preparation of an Environmental Impact Assessment (EIA) Report for the “East Coast Rail Link Phase 2 Project” (hereinafter referred to as ECRL Phase 2 or the Project), involving two extensions from the original alignment (ECRL Phase 1): one each in Kelantan and Selangor.

2. The purpose of the TOR and Environmental Scoping Information (ESI) is to present the scope of work and the methodology for undertaking the EIA, and to briefly describe the Project, the existing environment and potential anticipated issues and proposed mitigation measures. The TOR is essentially a summary of the more detailed ESI document. The proposed work programme for the EIA process is shown in Chart 2-1.

3. The Project is classified as Prescribed Activity 16b: Construction of New Railway Route, under the Second Schedule of the Environmental Quality (Prescribed Activity) (Environmental Impact Assessment) Order 2015.

4. The Project Proponent is Malaysia Rail Link Sdn Bhd (MRL), which is a company wholly owned by the Ministry of Finance Incorporated, Malaysia.

5. Enquiries about the Project may be directed to:

Malaysia Rail Link Sdn Bhd. Level 15, Menara 1 Dutamas Solaris Dutamas No.1, Jalan Dutamas 1 50480 Kuala Lumpur

Tel: 03 – 2096 5079

Section 2 Terms of Reference of EIA 2-15

Fax: 03 – 2096 5078 Email: [email protected]/[email protected]

Contact Person: En. Darwis Abdul Razak/ Mr. Yew Yow Boo

6. The Consultant undertaking the Environmental Impact Assessment study is:

ERE Consulting Group Sdn Bhd. 9, Jalan USJ 21/6 47630 Subang Jaya Selangor Darul Ehsan

Tel: 03 – 8024 2287 Fax: 03 – 8024 2320 Email: [email protected]/ [email protected]

Contact Person: Raja Nur Ashikin Raja Zainal / Kevin Quah Wenjie

2.3.2 Statement of Need

7. Enhances connectivity of ECRL Phase 1 - With the extensions in place, the country’s largest port at Port Klang will be connected to the largest port on the East Coast which is the Kuantan Port. This will reduce the dependency on road and air transport in Malaysia and also evenly distributes the regional shipping and port collection for business.

8. Enhancing Freight Transport Capacity - The proposed extension especially at Selangor not only provides the “missing link” between west coast with East Coast ports, it also provides the much-needed freight relief by connecting at the existing KTMB Serendah Station, enabling transfer of freight to and from the North.

9. Transportation Developments Plan in Selangor – Phase 2 of the ECRL supports this objective and strengthens the feasibility of the relief line by providing more capacity and a broader network of movements for freight accessing and egressing major city centers around the Greater Klang Valley.

10. Reduce Greenhouse Gases – the electric-powered trains have no emissions at the point of use and therefore air pollution impacts along the railway alignment is negligible. This will also reduce greenhouse gas emissions in Malaysia due to the reduction in road traffic and higher efficiency of electric trains for passenger and freight transportation.

2-16 Section 2 Terms of Reference of EIA

11. A Feasibility Study for the ECRL Phase 2 was conducted in May 2017, which encompassed an economic and financial valuation, alignment study, land use study, traffic study, rail operation and systems studies, environmental screening, preliminary land acquisition information, proposed railway infrastructure and facilities, passenger and freight traffic volume estimate and preliminary cost estimate.

2.3.3 Basic Project Information

Planning and Design Basis

12. During the Feasibility Study for the ECRL, a set of planning guidelines were used to develop the design concept for the ECRL corridor and the alignment (Table 2-2).

Table 2-2: Planning Guidelines for ECRL Phase 2 Aspect Description Strategic position  Enhancing existing railway stations close to town centers to provide connectivity for freight transport Future development  To avoid encroaching on areas committed for future development Connectivity  Provide connectivity to: . Major urban centers . Industrial clusters . Sea ports and internal container depot . Airports . Tourism zones . Integrated transport terminals Environment  Minimize encroaching to Environmentally Sensitive Areas (ESAs) such as swamp forest, river corridors, forest reserves, ecological linkages and wildlife habitats wherever possible

Project Alignment

13. The proposed ECRL Phase 2 measures a total of 108 km and will be located in two states, i.e. Kelantan (24.5 km) and Selangor (83.5 km). The alignment structure in both states will include a mixture of at-grade, elevated and tunnel structures as shown in Table 2-3. The ECRL will traverse 7 jurisdictions in Kelantan and Selangor.

Section 2 Terms of Reference of EIA 2-17

Table 2-3: Approximate Alignment Structural Components State Elevated (km) At grade (km) Tunnels (km) Total (km) Kelantan 20.5 4.0 - 24.5 Selangor 18.5 47.8 17.2 83.5 Total (km) 39.0 51.8 17.2 108.0

14. The northern extension commences from Kota Bharu (Phase 1) to Pengkalan Kubor, where ECRL is proposed to link with the proposed new Customs, Immigration and Quarantine (CIQ) complex at Pengkalan Kubor.

15. The alignment in Selangor is proposed to spur off from Gombak North Station (Phase 1), where it will run northwest to Serendah and then southwards where it shall terminate at Port Klang (adjacent to existing KTM Jalan Kastam Station).

Stations

16. A total of 4 stations are proposed for the ECRL Phase 2. There will be two new stations in Kelantan, namely Wakaf Bharu and Pengkalan Kubor while another two stations in Selangor will involve the expansion of the existing Serendah Freight Terminal into a passenger & freight station and the existing Jalan Kastam Station into a freight station. The Kota Bharu and Gombak North stations will be constructed under the ECRL Phase 1 Project. A summary of the proposed stations and their configurations is shown in Table 2-4.

Table 2-4: Summary of Proposed Stations and Station Configuration No. State District Station Station Configuration Wakaf Bharu Passenger & Freight 1. (new) Kelantan Tumpat Pengkalan Kubor Passenger 2. (new) Serendah 3. Selangor Hulu Selangor Passenger & Freight (Expansion)

Table 2-4: Summary of Proposed Stations and Station Configuration (Cont’d) No. State District Station Station Configuration Jalan Kastam Passenger & Freight 4. Selangor Klang (Expansion)

Principal Project Activities

17. The anticipated principal Project activities are mainly related to construction activities, which may cause environmental impacts. The key construction

2-18 Section 2 Terms of Reference of EIA

activities of the ECRL Phase 2 include, but are not limited to, the following activities (Table 2-5).

Table 2-5: Principal Project Activities Stage Activities Pre-Construction  Land acquisition, utilities relocation Construction  Site clearing and earthworks  Alignment Construction  At-grade embankment construction  Railway bridge and viaduct construction  Tunnel construction  Station construction / Expansion  Installation of railway tracks and systems Operation  Train and station operations (passenger and freight)

2.3.4 Alternatives Consideration

18. For the Kelantan extension, four proposed routes were studied to determine the best alignment. The options were:

 Option A & D: Generally, in the same northwest direction from Kota Bharu Station to Pengkalan Kubor Station with some differences in curvature of the alignments.  Option B: From Kota Bharu but will turn northeast at Wakaf Bharu to join the existing KTM line before heading northwest again and ending at Pengkalan Kubor.  Option C: Commences from Jelawat station and travels closer to the coast, passing Kota Bharu and Pengkalan Chepa and then continuing northwest before ending at Pengkalan Kubor.

19. Option D was preferable as it had the lowest construction and land costs (shorter and more straightforward alignment) and the least social impacts (shorter alignment passing through less communities).

20. For the Selangor Feasibility Study, three proposed routes were studied for freight relief and connectivity. The options were:

 Option 1: Gombak – Batu Caves – Sg Buloh – SkyPark – Subang Jaya – Port Klang  Option 2: Gombak – Bandar Malaysia – Subang Jaya – Port Klang  Option 3: Gombak – Serendah – Port Klang

Section 2 Terms of Reference of EIA 2-19

21. An appraisal of the three main options indicates that Option 3 is preferred for its better geometry, passing through less residential areas (less acquisition issues), easier constructability and cheaper costs and creation of a new corridor to spur nearby development.

2.3.5 Potential Impacts

22. Based on a preliminary assessment of the Project, the potential environmental impacts and the likely magnitude of these impacts are shown in Table 2-6.

Table 2-6: Potential Impacts and Anticipated Magnitude of Impacts Potential Magnitude Potential Impacts Activities of Impacts Pre-Construction Stage Relocation/displacement  Land acquisition Segment 1: High Segment 2A: Moderate Segment 2B: Moderate Segment 2C: Moderate Soil erosion and  Utilities relocation Segment 1: Low sedimentation Segment 2A: Low Segment 2B: Low Segment 2C: Low Construction Stage Water Quality  Site clearing and earthworks Segment 1: Moderate  Soil erosion and  Excavation works and spoil Segment 2A: Very high sedimentation disposal Segment 2B: High  Tunneling works Segment 2C: Low Water Quality  Site clearing and earthworks Segment 1: Moderate - Sedimentation  Excavation works and spoil Segment 2A: Very high - Sewage and sullage disposal Segment 2B: High discharge  Tunneling works Segment 2C: Moderate - Oil and grease spills  Workers’ camps (if any)  Machinery and equipment maintenance, loading trucks Air pollution  Earthworks Segment 1: Low  Movement of construction Segment 2A: Low vehicles and machinery Segment 2B: Low Segment 2C: Moderate Increased noise level for  Concreting and piling works Segment 1: High receptors located close to  Use of high noise generating Segment 2A: Moderate construction zones machinery such as generator Segment 2B: Moderate sets, power tools, hydraulic Segment 2C: Moderate breaker, grinding and cutting equipment

2-20 Section 2 Terms of Reference of EIA

Table 2-6: Potential Impacts and Anticipated Magnitude of Impacts(Cont’d) Potential Magnitude Potential Impacts Activities of Impacts Construction Stage Increased vibration for  Movement of construction Segment 1: High receptors located close to vehicles Segment 2A: Moderate construction zones  Operation of construction Segment 2B: Moderate machinery Segment 2C: Moderate Waste generation  Site office and workers camp Segment 1: Moderate  Site clearing (biomass) Segment 2A: Moderate  Demolition of structures Segment 2B: Moderate Segment 2C: Moderate  Spoil/unsuitable material disposal - Hydrology/Flooding  Blockage of drainage / irrigation Segment 1: High canals Segment 2A: Moderate  Reduced capacity of the existing Segment 2B: Moderate drainage system/ rivers Segment 2C: Moderate  Diversion of drainage / irrigation canals Ecology - Habitat  Site clearing and earthworks Segment 1: Very low destruction,  Concreting and piling works Segment 2A: Moderate fragmentation and  Use of high noise generating Segment 2B: High disturbance to wildlife machinery such as generator Segment 2C: Moderate sets, power tools, hydraulic breaker and grinding and cutting equipment Traffic Congestion  Road diversion and closures; Segment 1: Moderate  Construction traffic that will be Segment 2A: Low generated from/to the Segment 2B: Moderate construction works. Segment 2C: Moderate Social well-being of  Influx of workers Segment 1: Moderate population residing  Noise/Vibration from Segment 2A: Moderate nearby the Project site construction works Segment 2B: Moderate  Increased road traffic around Segment 2C: Moderate project site Hazards & Public Safety  Hazards to public due to Segment 1: Low construction activities Segment 2A: Moderate Segment 2B: Moderate Segment 2C: High

Section 2 Terms of Reference of EIA 2-21

Table 2-6: Potential Impacts and Anticipated Magnitude of Impacts(Cont’d) Potential Impacts Activities Potential Magnitude of Impacts

Operational Stage Water Quality  STP at stations, and/or yards Segment 1: Moderate - Sewage and sullage  Maintenance works at station Segment 2A: Low discharge yards, if any Segment 2B: Low - Oil and grease spills Segment 2C: Moderate Reduced greenhouse gas  Increased efficiency of rail-based Segment 1: Low (GHG) emissions transport system Segment 2A: Low  Reduction in road traffic Segment 2B: Low Segment 2C: Moderate Increased noise level for  Train traffic on the railway Segment 1: Moderate receptors located close to Segment 2A: Low the railway tracks and Segment 2B: Low stations Segment 2C: Low Potential vibration  Train traffic on the railway Segment 1: Moderate impacts particularly to Segment 2A: Low the receptors close to the Segment 2B: Low railway tracks &stations Segment 2C: Low Waste  Domestic waste from passengers Segment 1: Low and stations Segment 2A: Low Segment 2B: Low Segment 2C: Low Hydrology/Flooding  Embankment obstructing / Segment 1: Moderate limiting existing flow Segment 2A: Moderate  Reduced capacity of the existing Segment 2B: Moderate drainage system/ rivers Segment 2C: Moderate  Diversion of drainage / irrigation canals Barriers to wildlife  Presence of railway track cutting Segment 1: Very low movement; Severing of through forests and wildlife Segment 2A: Low wildlife corridors corridors Segment 2B: High  Train traffic on the railway Segment 2C: Low Fragmentation of land  Presence of railway tracks cutting Segment 1: High use and settlements; through existing communities Segment 2A: Moderate Physical barrier splitting and settlements Segment 2B: Moderate existing communities  Railway tracks being restricted Segment 2C: Moderate and off-limits to the public Social well-being of  Noise/vibration from train Segment 1: Low population along the operation Segment 2A: Low alignment  Increased road traffic/risks Segment 2B: Low around the stations Segment 2C: Low Catalyst for development  Improved connectivity and High in the East Coast accessibility for East Coast communities and businesses

2-22 Section 2 Terms of Reference of EIA

Table 2-6: Potential Impacts and Anticipated Magnitude of Impacts(Cont’d) Potential Impacts Activities Potential Magnitude of Impacts Operational Stage Enhanced Freight  Increased freight transport High Transport capacity capacity between East and West Coast, and within East Coast  Reduced travel time Disruption in road  Railway track intersecting Segment 1: Moderate traffic flow existing roads resulting in new Segment 2A: Moderate railway crossings Segment 2B: Moderate  Trains having right-of-way over Segment 2C: Moderate road traffic  Traffic from the stations entrance/exit Hazards & Public Safety  Hazards to public due to Segment 1: Low railway operations Segment 2A: Moderate Segment 2B: Moderate Segment 2C: Moderate

23. The scope of the EIA study as presented in this TOR and ESI will focus on the following environmental issues of concern:

1. Water  River Water Quality  Erosion Risk 2. Air Quality 3. Greenhouse gas emissions 4. Noise and vibration 5. Waste Others 1. Geotechnical & geological risks 2. Hydrology/ flooding 3. Ecology 4. Socio- economic 5. Traffic 6. Hazards and public safety

Section 2 Terms of Reference of EIA 2-23

This page has been intentionally left blank.

2-24 Section 2 Terms of Reference of EIA

Table 2-7 : Potential Impacts and Assessment Methodologies Environmental Study Boundaries/ Impact Assessment/ Models/ Assessment Possible Mitigation Potential Impacts Aspect Receptors Tools Standards Measures Construction Stage Water Quality  Hilly areas, tunnel  Earthworks may lead to  Soil erosion risk mapping and  National Water  LD-P2M2 to control  Soil erosion and portals, major erosion and subsequently calculation of sediment yield Quality Standards soil erosion and sedimentation earthwork areas sedimentation of receiving at selected high erosion risk (NWQS) sedimentation for  Receiving waters: waters areas (RUSLE & MUSLE) pre-construction, Rivers and  Comparison against pre- construction and waterways along project conditions operational stages the alignment Water Quality  Water intakes  Sedimentation of receiving  Establish baseline conditions  National Water  Sedimentation - Sewage and downstream of waters through water quality Quality Standards control (LD-P2M2) sullage discharge alignment  Site clearing and earthworks sampling (NWQS)  Effluent treatment - Oil and grease  Rivers and  Excavation works and spoil  Use Mixing Zone Model for spills waterways disposal point source pollution  Aquaculture  Tunneling works  Assessment model activities  Workers’ camps (if any) (QUAL2K) downstream e.g.  Machinery and equipment fish farms maintenance, loading trucks Air pollution  Air sensitive  Generation of dust from site  Comparing against baseline  Malaysian Ambient  Control of dust receptors along the clearing and earthworks conditions and air quality Air Quality dispersion alignment  Dust from movement of standards Standards particularly during construction vehicles  Qualitative assessment (MAAQS) especially earthworks and for PM10 and PM2.5 from vehicular emissions

Section 2 Terms of Reference of EIA 2-25

Table 2-7 : Potential Impacts and Assessment Methodologies (Cont’d) Environmental Study Boundaries/ Impact Assessment/ Models/ Assessment Possible Mitigation Potential Impacts Aspect Receptors Tools Standards Measures Construction Stage Noise Quality and  Noise sensitive  Concreting and piling works  Qualitative assessment at  Planning Guidelines  Control noise and Vibration receptors along the  Use of high noise generating sensitive receptors for Environmental vibration levels to - Increased noise alignment machinery such as generator  Noise prediction using Noise Limits and acceptable limits level and vibration sets, power tools, hydraulic CADNA modelling Control, 2007 for receptors breaker, grinding and cutting  Compare baseline conditions  Planning Guidelines located close to equipment with noise guidelines for Environmental construction zones  Federal Transit Vibration Limits Administration, USA and Control, 2007 procedures  British Standards BS 5228-4, 1992 “Noise control on construction and open sites; Part 4: Code of practice for noise and vibration control applicable to piling operations”, Appendix B - Prediction of vibration levels.

2-26 Section 2 Terms of Reference of EIA

Table 2-7 : Potential Impacts and Assessment Methodologies (Cont’d) Environmental Study Boundaries/ Impact Assessment/ Models/ Possible Mitigation Potential Impacts Assessment Standards Aspect Receptors Tools Measures Construction Stage Waste  Receiving waters  Generation of biomass from  Estimation of wastes generated  -  Proper biomass  Residential areas clearing of oil palm and forest will be quantified following the management nearby  Improper biomass waste accepted waste generation rate strategies such as (based on their types) from chipping, management can degrade surrounding waters published literature mulching or timber extraction  Site office and workers camp  Qualitative impact assessment to the environment and human  Disposal to  Demolition of structures health approved  Spoil/unsuitable material disposal dumpsite Hydrology/  Existing identified  Blockage of drainage / irrigation  Comparison against pre-project  -  Ensure all soil Flooding flood prone areas canals conditions erosion and  Reduced capacity of the existing  Secondary information such as sediment control drainage system/ rivers the hydrology report and are functioning  Diversion of drainage / irrigation drainage plan for the Project. canals Ecology  Flora within forest  Potential human-wildlife conflicts  Literature review  IUCN Red List of  Wildlife reserves  Fragmentation of habitats  Consultation with government Threatened Species Management  Fauna within  Disruption of wildlife corridors agencies  High Conservation Measures forest reserves  Consultation with relevant key Value Forests (HCVF) experts Toolkit for Malaysia  Assessing extent and area of habitat fragmentation  Wildlife survey

Section 2 Terms of Reference of EIA 2-27

Table 2-7: Potential Impacts and Assessment Methodologies (Cont’d) Environmental Study Boundaries/ Impact Assessment/ Models/ Possible Mitigation Potential Impacts Assessment Standards Aspect Receptors Tools Measures Construction Stage

Traffic  Construction routes  Minimal increase in  Identify route of  -  Traffic and accesses into construction traffic volume transportation and access Management Plan the construction along surrounding roads points sites along the  Safety risks for road users  Identify quantity and volume alignment using road crossing of construction vehicles  Road users using alignment during peak hours roads intersected by the Project alignment Socio-Economics  Residents and local  Land acquisition  Engage stakeholders  -  Early communities  Disruption of community involved via perception engagements and located within 500  Noise and dust surveys, interviews and early m distance  Traffic meetings to gather dissemination of information on positive and information and  Influx of foreign workers negative impacts from the support if may pose social problems Project necessary Hazards & Public  Adjacent  Hazards to public due to  Hazard identification  -  Implement Safety communities, construction activities construction safety public road users measures

2-28 Section 2 Terms of Reference of EIA

Table 2-7 : Potential Impacts and Assessment Methodologies (Cont’d) Environmental Study Boundaries/ Assessment Possible Mitigation Potential Impacts Impact Assessment/ Models/ Tools Aspect Receptors Standards Measures Construction Stage

Geotechnical Risks  Groundwater  Groundwater  Geological, hydrogeological and  -  Proper ground  Fault lines contamination geotechnical investigations and treatment works planning  Fractured granites  Uneven grades of weathering  Soil investigations  Landslide areas  Instable layered  Detailed geological investigation  Peat areas rocks

Operation Stage

Water Quality  Water intake  Effluent discharge  Non-point source will be assessed  Environmental  Proper treatment and points downstream from STP at stations, through catchment runoff estimation Quality (Sewage) control of effluent of the project and/or yards to estimate the load of non-point Regulations 2009 discharges  Maintenance works source pollution at station yards, if  Use Mixing Zone Model for point any source pollution  Assessment model (QUAL2K) Greenhouse Gas  Regional and  Reduction in GHG  GHG estimation calculation using  Carbon emission  No mitigation Emissions national GHG due to reduction in emission factors and traffic volumes calculator tool, measures required for emissions road traffic Mobile Combustion: positive impacts GHG Emissions Calculation Tool Version

Section 2 Terms of Reference of EIA 2-29

Table 2-7 : Potential Impacts and Assessment Methodologies (Cont’d) Environmental Study Boundaries/ Impact Assessment/ Models/ Assessment Possible Mitigation Potential Impacts Aspect Receptors Tools Standards Measures Operation Stage

Noise and vibration  Noise sensitive  Noise levels from  Qualitative assessment at sensitive  Planning Guidelines  Control noise receptors along the movement of trains receptors for Environmental levels to Noise Limits and alignment  Noise prediction using CADNA acceptable limits Control, 2007 modelling  Planning Guidelines  Compare baseline conditions with for Environmental noise guidelines Vibration Limits and Control, 2007 Waste  Surrounding  Domestic waste from  Estimation of wastes generated will  -  Proper waterways stations: be quantified following the accepted  Environmental management  Nearby residential  Passenger waste generation rate (based on their Quality (Scheduled strategies areas  Café types) from published literature Waste) Reg 2005  Office  Qualitative impact assessment to the  Kiosk environment and human health  Scheduled waste

2-30 Section 2 Terms of Reference of EIA

Table 2-7 : Potential Impacts and Assessment Methodologies (Cont’d) Environmental Study Boundaries/ Assessment Possible Mitigation Potential Impacts Impact Assessment/ Models/ Tools Aspect Receptors Standards Measures Operation Stage

Hydrology /  Flood prone area  Flooding upstream  Identify location of irrigation  -  To liaise with Flooding due to embankment schemes Department of sections of the railway  Identify existing flood prone area Irrigation and Drainage with regards to the engineering design for the alignment including for drainage and flood mitigation. Ecology  Flora within forest  Restriction of wildlife  Assessing fragmentation  -  Wildlife management reserves movement  Engagement with Department of measures  Fauna within forest  Human wildlife Wildlife and National Parks & key reserves conflict experts  Wildlife collisions  Wildlife survey

Socio-  Surrounding towns  Downstream  No assessment required for positive  -  No mitigation measures Economics and settlements along economic impacts required for positive alignment opportunities impacts  Increased economic activity  Improved standard of living

Section 2 Terms of Reference of EIA 2-31

Table 2-7 : Potential Impacts and Assessment Methodologies (Cont’d) Environmental Study Boundaries/ Assessment Possible Mitigation Potential Impacts Impact Assessment/ Models/ Tools Aspect Receptors Standards Measures Operation Stage Socio-  Surrounding towns  Fragmentation of  Engage stakeholders involved via  -  Early engagement with Economics and settlements along land use and perception surveys, interviews and affected communities alignment settlements meetings to gather information on positive and negative impacts from the Project Traffic  Surrounding roads  Change in traffic  Traffic Assessment to be conducted  -  Traffic management patterns and volume by traffic consultant. plan along major roads  Calculate projected traffic during  Reduced travel time operation  Identify positive & negative impacts

2-32 Section 2 Terms of Reference of EIA

Chart 2-1 : Project Assessment (EIA) Timeline 2017 No. Task July August September October November December 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 5 1 2 3 4 1 2 3 4 5 Term of Reference (TOR) and Environmental Scoping Information (ESI) Drafting and confirmation of 1.1 TOR and ESI for EIA Submission of TOR and ESI to 1.2 DOE HQ Review Period & presentation of 1.3 TOR and ESI to the DOE HQ Approval of TOR and ESI by 1.4 DOE HQ Environmental Impact Assessment (EIA) Baseline surveys, ecological 2.1 survey and investigations 2.2 Laboratory analysis and results 2.3 Collection of secondary data Prediction of significance of 2.4 environmental impacts Evaluate results from modelling 2.5 and impact assessment Determine the appropriate 2.6 mitigating measures 2.7 Prepare Draft EIA report

Section 2 Terms of Reference of EIA 2-33

Chart 2-1: Project Assessment (EIA) Timeline (Cont’d) 2017 No. Task July August September October November December 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 5 1 2 3 4 1 2 3 4 Environmental Impact Assessment (EIA)

Finalise EIA report and submit 2.8 to DOE HQ 2.9 Public display of EIA Presentation to EIA Technical 2.10 Review Committee DOE

2-34 Section 2 Terms of Reference of EIA

03 STATEMENT OF NEED

Section 3 STATEMENT OF NEED

SECTION 3 : STATEMENT OF NEED

3.1 NEED FOR THE PROJECT

3.1.1 Enhances Connectivity of ECRL Phase 1

The proposed Phase 2 extension in Kelantan and Selangor is needed to further realize the need for Phase 1 that is to improve the connectivity between the East Coast and the West Coast. With the extensions in place, the country’s largest port at Port Klang will be connected to the largest port on the East Coast which is the Kuantan Port. This will reduce the dependency on road and air transport in Malaysia and also evenly distributes the regional shipping and port collection for business.

There is currently no direct railway connection between the East Coast and the West Coast except for the KTMB railway line from Kota Bharu to Kuala Lumpur via Gemas. There is an existing Kuantan-Kertih railway line but it is isolated from the rest of the national railway network. Furthermore, the overall transportation infrastructure and capacity of the East Coast Economic Region (ECER) requires significant improvement and upgrading in order to support the economic growth.

The ECRL, which is envisaged to comprehensively serve all main centers in the East Coast Region and connect to the overall rail network in Peninsular Malaysia, is mentioned in several development plans, namely the National Physical Plan, ECER Master Plan and State Structure Plans (Section 1.5).

3.1.2 Enhancing Freight Transport Capacity

Presently, KTMB provides freight services from the North and South of Peninsular Malaysia to Port Klang and vice versa. However, the freight trains have to pass through KL Sentral which is highly congested, making freight transport via rail very unattractive. The proposed extension especially at Selangor not only provides the “missing link” between west coast with East Coast ports, it also provides the much- needed freight relief by connecting at the KTMB Serendah Freight Terminal, enabling transfer of freight to and from the norther states (Chart 3-1).

Section 3 Statement of Need 3-1

Chart 3-1 : Freight Relief Provided for KL Sentral

Source: Feasibility Study of The East Coast Rail Link Project Extension Line (Gombak To Port Klang), May 2017

3.1.3 Reduction in Greenhouse Gases

The increase in CO2 emission has become an important global issue due to the intensification in demand from the transport sector. The increase has a strong correlation between the upward surge in urbanization and rapid economic growth.

Shifting from private vehicles to public transportation such as trains is an effective mitigation strategy to reduce the CO2 emissions. The extension lines will be clean operations as the electric-powered trains have no emissions at the point of use, resulting in negligible air pollution impacts along the railway alignment. This will also reduce greenhouse gas emissions in Malaysia due to the reduction in road traffic and higher efficiency of electric trains for passenger and freight transportation. For example, up to 146,366 MT CO2e/yr emission is expected to be avoided in 2045 for ECRL Phase 2.

3.1.4 Transportation Developments Plan in Selangor

Greater Kuala Lumpur / Klang Valley Land Public Transport Masterplan (SPAD)

A number of issues and opportunities are raised within the National Land Public Transport Master Plan (NLPTMP) relating to freight and passenger movement, including the impact of rail freight on passenger service capacity, particularly on the Batu KTMB line and towards Port Klang.

3-2 Section 3 Statement of Need

Under the urban rail proposals of the NLPTMP, a freight relief line is proposed and needed to divert trains away from Kuala Lumpur and the Klang line. Phase 2 of the ECRL supports this objective and strengthens the feasibility of the relief line by providing more capacity and a broader network of movements for freight accessing and egressing major city centers around the Greater Klang Valley. As part of the benefits of this freight relief, KTMB services will be able to enjoy a 5 minute “Metro Style” headway for East-West movement through central Greater Klang Valley.

Malaysia Logistics and Trade Facilitation Masterplan (2015-2020) (EPU)

Strategic Shift 3: Developing Infrastructure and Freight Demand of the Masterplan focuses on better connectivity to entry points (such as Port Klang and Kuantan Port) and also optimizing usage of existing infrastructure to promote the modal shift from road to rail.

Phase 2 of the ECRL is particularly valuable to achieving the objectives of this Masterplan by improving connectivity between the East Coast and West Coast. The Phase 2 will also alleviate road congestion at Port Klang besides linking into the Freight Relief Line which will provide capacity resilience for the existing KTMB freight services. This in-turn will provide additional train paths on the passenger line from Port Klang to Kuala Lumpur.

3.2 BENEFITS OF THE PROJECT

An integrated transport infrastructure network is crucial for the development of the nation. The ECRL Phase 2 as an extension of the Phase 1 alignment will continue to bring major economic growth and can act as a catalyst for further development of both the west and east coasts of Peninsular Malaysia.

 The ECRL Phase 2 will serve a large population catchment area where more travelling will occur along the alignment corridor for business, tourism and personal trips.  Facilitates long distance travel and transport of bulk goods that are not easily transported through motor vehicles.  Increases competitiveness of the urban centers in Selangor and promotes urbanization in Kelantan.  Enhances quality of life, business opportunities, cultural integration and national integration.  Facilitates tourist travel and promotes tourism development.  Promotes the development of Education Hubs.  Strengthen Port Klang linkages with Kuantan port, connecting the Western Gateway with the Eastern gateway and further to the international market.  Reduction in traffic congestion, road maintenance and repair cost, road accidents and land consumption.  Enhancement of land values around key station nodes.

Section 3 Statement of Need 3-3

This page has been intentionally left blank.

3-4 Section 3 Statement of Need

04 PROJECT OPTIONS

Section 4 PROJECT OPTIONS

SECTION 4 : PROJECT OPTIONS

4.1 INTRODUCTION

Various alignment options were identified and evaluated in the process of selecting the preferred, optimum alignment for the Project. The options varied according to the physical characteristic, socio-economic constraints and transport network design requirements of each alignment options. In addition to the alignment options, two options for railway gauge were also considered, namely standard gauge and meter gauge.

4.2 PLANNING & DESIGN BASIS

During the Feasibility Study for the ECRL Phase 2, a set of planning guidelines were used to develop the design concept for the ECRL Phase 2 corridor and the alignment (Table 4-1).

Table 4-1 : Planning Guidelines for ECRL Phase 2 Aspect Description Strategic position  Enhancing existing railway stations close to town centers to provide connectivity for freight transport Future development  To avoid encroaching on areas committed for future development Connectivity  Provide connectivity to: . Major urban centers . Industrial clusters . Sea ports and internal container depot . Tourism zones . Integrated transport terminals Environment  Minimize encroaching to Environmentally Sensitive Areas (ESAs) such as swamp forest, river corridors, forest reserves, ecological linkages and wildlife habitats wherever possible

Additionally, a set of criteria will also be used to evaluate alignment options and to determine the preferred alignment (Table 4-2).

Section 5 Project Description 4-1

Table 4-2 : Alignment Criteria for ECRL Phase 2 Aspect Objective Criteria Policy  Compliance to,  Connect Key Development Areas Considerations National Physical Plan identified in the structure and local plans and State Structure  Integration with other transport system Plans (e.g freight accessibility to railway line,  Compliance with the intercity bus routes) statutory local plans  Conform with local plan alignment  Promote regional wherever possible development  Good accessibility to state capital and town centres (5-8km from town centre) Economic &  Maximize economic  Achieve acceptable Financial Internal Financial and financial returns Rates of Return  Achieve acceptable Economic Internal Rates of Return Engineering  Minimize construction  Avoid coastal zone (5km from coastline) cost of the proposed and flood prone areas alignment  Compliance with speed & geometrical  Optimize the use of requirements existing infrastructure  Prefer flat land with less than 1% gradient  Minimize operation & wherever possible maintenance cost  Suitable geology & bedrock Environment  Minimize intrusion Avoid: into environmentally  ESA Rank 1 sensitive areas (ESA)  Storm surge areas (Area affected by climate change)  Wildlife habitat and Ecological linkages  Coastal River corridors  Coastal Swamp forests  Minimize land Avoid: Social acquisition cost  High density built up areas  Mitigate objections  Committed development areas from local  National security installations stakeholders  Small holding agricultural land  Promote sustainable  Avoid local community severance public transport  Avoid culturally sensitive land and  Optimize end to end historical sites such as cemetery, places of journey time worship etc  Provide increased Prefer: connectivity between  Route alignment to traverse state land East Coast states and and large land holdings wherever the West Coast possible  Connect all existing railway lines / stations  Scenic route (promote experiential tourism)

4-2 Section 4 Project Options

4.2.1 Station Planning Criteria

ECRL stations can serve as passenger, mixed passenger and freight stations, or as freight-only stations. The design planning criteria principles considered when determining the station locations in the Feasibility Study are as follows:

• Connecting all state capitals as well as major urban centers that have sufficient population catchment for intercity transit or commuter stations • Easy accessibility to a wide segment of the population by a central location within urban limits • Availability of land for development of station and its ancillary uses • Adjacent to bus routes and KTMB transit routes for interchanges • Avoidance or minimized severance of communities

The stations in Kelantan will be located as close to the coast as possible, without intruding on the coastline and its potential for tourism and other industries (at least 5 km away from the coastline). These considerations will allow easy access from the stations to towns, tourism hotspots and industrial zones yet still avoid the coastal zone.

4.3 NO PROJECT OPTION

The No Project would have resulted in foregoing the benefits of the east-west railway link between the East Coast and the West Coasts of Peninsular Malaysia as envisaged and planned in the various National Physical Plans, State Structure Plans, ECER Master Plan, Land Transport Master Plan and the Feasibility Study.

4.4 ALIGNMENT OPTIONS

4.4.1 Kelantan Options

Alignment option study was carried out to assess route options. For the Kelantan extension, four proposed routes were studied for to determine the best alignment (Chart 4-1). The options were:

 Option A & D: Generally in the same northwest direction from Kota Bharu Station to Pengkalan Kubor Station with some differences in curvature of the alignments.  Option B: Also starts from Kota Bharu but will turn northeast at Wakaf Bharu to join the existing KTM line before heading northwest again and ending at Pengkalan Kubor.

Section 5 Project Options 4-3

 Option C: Commences from Jelawat station and travels closer to the coast, passing Kota Bharu and Pengkalan Chepa and then continuing northwest before ending at Pengkalan Kubor.

Chart 4-1 : Kelantan Route Options

Source: Presentation to EXCO Kelantan, 2017

The criteria used in deriving these options are construction costs, alignment geometry, social impact, constructability, station location and land costs. The evaluation of options is shown in Table 4-3.

Table 4-3: Kelantan Alignment Options Evaluation

Evaluation Criteria Weightage % Option A Option B Option C Option D Alignment Description Construction Costs 15 10.5 10.5 12 15 Alignment Geometry 15 15 15 15 15 Social and 20 9 1.5 9 9.5 Environmental Impact Constructability 20 14 6 10 12 Station Location 25 17 18 17 16 Land Costs 5 3.5 3.5 4 5 Total Score 100 69 54.5 67 72.5

From this study, Option D was preferable as it had the lowest construction and land costs (shorter and more straightforward alignment) and the least social impacts (shorter alignment passing through less communities).

4-4 Section 4 Project Options

4.4.2 Selangor Options

Three proposed routes were studied for freight relief and connectivity (Chart 4-2). The options were:

 Option 1: Gombak – Batu Caves – Sg Buloh – SkyPark – Subang Jaya – Port Klang  Option 2: Gombak – Bandar Malaysia – Subang Jaya – Port Klang  Option 3: Gombak – Serendah – Port Klang

The criteria used in deriving these three options are: • To further enhance connectivity of the ECRL Phase 1 by providing a link to Port Klang • To provide freight relief to the existing KTMB North-South Line by providing an alternative route for freight trains. • Should utilize road and other government reserves so as to minimize private land take

Chart 4-2 : Selangor Route Options

Source: Feasibility Study of The East Coast Rail Link Project Extension Line (Gombak To Port Klang), May 2017

An appraisal of the three main options indicates that Option 3 is likely to have the most significant benefits while at the same time satisfying the project requirements. Comparison of the alignment options are summarized in Table 4-4.

Section 5 Project Options 4-5

 Although Option 2 has the highest ridership catchment, it is not recommended due to its poor alignment geometry, social impact, potential construction issues from sharing KTMB corridor as well as risks of having a long tunnel in Kuala Lumpur. The long stretch of tunnel under the city centre other than being expensive is unsuitable for the transfer of freight and poses safety issues / concerns in an event of a disaster such as tunnel fire or train fire.  Option 3 has the better alignment geometry, allowing for higher operating speed and lower maintenance costs.  Option 3 also has the least social impact as it passes through more agriculture areas.  Constructability is not a major issue with Option 3, compared with the other options which require construction adjacent a live railway line and also construction of a tunnel under the Kuala Lumpur city.  Option 3 with moderate land acquisition is much preferred compared to Option 2 for less social issues and shorter acquisition time.  The new rail corridor along Option 3 will open up new opportunities for further development & growth along the corridor. Option 3 also does not duplicate existing railway corridors as it does for Option 1 (28km) and Option 2 (33km).  In terms of construction cost, Options 1 and 3 have been determined to be the cheapest. As Option 3 best meets the requirements for freight relief, the investment can be easily paid up as it will provide a competitive option for the transport of goods.

Table 4-4: Selangor Alignment Options Evaluation Option 1 Option 2 Option 3 Criteria

Journey time  Length = 64 km  Length = 67 km  Length = 83 km (Shortest route) (Longest route)

Alignment  Alignment passes  Alignment passes  Alignment with best Geometry through built-up areas through built-up geometry with many areas with many substandard curves substandard curves

Freight  Links Port Klang with  Long stretch of  Links Port Klang with connectivity East Coast Ports tunnel under city East Coast Ports  11.6 MTPA per center – unsuitable  11.6 MTPA per annum (year 2030) for freight transfer annum (year 2030)

4-6 Section 4 Project Options

Table 4-4: Selangor Alignment Options (Cont’d) Evaluation Option 1 Option 2 Option 3 Criteria

Social and  High social and  Moderate social and  Moderate social and environmental environmental environmental impact environmental impact impact – passes impact through built up areas

 Proposed corridor  19 km tunnel  Mostly through Constructability may not be able to green area accommodate ECRL

ROW and land issues  Moderate land  Significant land  Moderate land acquisition acquisition acquisition

Duplication of  Shared KTMB  Shared KTMB  New corridor – rail corridor corridor for 28 km corridor for 33 km opportunity for local growth

Construction cost  Lowest construction  Highest construction  Second lowest cost cost construction cost

Freight relief  Partially meets TOR  Does not meet TOR  Meets TOR for KTMB line requirements of requirements of requirements of KTMB freight relief KTMB freight relief KTMB freight relief

 Moderate population  High population  Moderate population Ridership catchemnt catchment catchemnt  555k pax per annum  692k pax per annum  432k pax per annum (year 2030) 9year 2030) (year 2030) Source: Feasibility Study of The East Coast Rail Link Project Extension Line (Gombak To Port Klang), May 2017

Note: Good Average Bad

4.5 RAILWAY GAUGE OPTIONS

The Feasibility Study examined options for railway gauge, namely standard gauge and the meter gauge. The main advantage of the meter gauge was the compatibility with the existing KTM railway system, which would enable interoperability of the

Section 5 Project Options 4-7

rolling stock between the ECRL and KTMB railway systems. The standard gauge would enable higher operating speeds, more stability and wider options of rolling stock from international suppliers as the standard gauge is more widely used globally. For Phase 2, the standard gauge was eventually adopted from Gombak North – Serendah while a combination of standard gauge and meter gauge is proposed from Serendah to Port Klang to integrate with the existing KTMB lines from Serendah.

4.6 Structural Options

In addition to the alignment options, a number of options for structural design of the ECRL railway were evaluated, namely the options for the alignment structure in hilly terrain and in low-lying areas. For construction of the railway through hilly terrain, the option of tunneling was preferred for areas hilly areas, in order to avoid massive hill cutting and minimize risks of erosion and slope instability. Another benefit of tunneling was that it avoided fragmentation of forests in areas where the alignment passed through forest reserves, which tended to be on hilly terrain. For construction of the alignment in low-lying areas, the two options were embankment (filling) and elevated viaducts, which were designed for the railway formation level to be above flood levels as well as to avoid flooding impacts to the surrounding areas.

4-8 Section 4 Project Options

05 PROJECT DESCRIPTION

Section 5 PROJECT DESRIPTION

SECTION 5 : PROJECT DESRIPTION

5.1 INTRODUCTION

The ECRL Phase 2 consists of two extension lines, namely:

 Northern Extension at Kelantan (Kota Bharu – Pengkalan Kubor) – 26.7 km  Southern Extension at Selangor (Gombak – Serendah – Port Klang) – 79.5 km

The total mainline length for Phase 2 will be of 102.7 km with 3.5 km of spur lines hence totaling 106.2 km. Phase 2 will follow the theme of Phase 1 by connecting all major towns and industrial zones with stations (passenger or combination of passenger and freight station) to ensure connectivity.

5.2 PROJECT ALIGNMENT

For ease of description in this EIA, the alignment is divided into the following segments (Figure 5.2-1a-c and Figure 5.2-2a-f ).

 Segment 1: Kelantan (MD Ketereh – MD Pasir Mas – MD Tumpat) – 26.7 km

 Segment 2: Selangor – 79.5 km

 Segment 2A: Gombak North to Serendah (MP Selayang- MD Hulu Selangor) – 24.4 km  Segment 2B: Serendah to Bandar Puncak Alam (MD Hulu Selangor – MD Kuala Selangor) - 25.4 km  Segment 2C: Bandar Puncak Alam to Port Klang (MD Kuala Selangor – MP Klang) – 29.7 km

The main line of the Project alignment is mostly at-grade (55.9%) but will also include 26.6 km of elevated sections and 18.7 km of tunnels as described in Table 5-1. In addition to the main line, the Project alignment will include one spur line at Wakaf Bharu with a length of 3.5 km.

Section 5 Project Description 5-1

Segment 1 in Kelantan will be a single track standard gauge line on a double track formation similar to Phase 1. For Selangor, Segment 2A will still follow this single line and standard gauge arrangement. Starting from Segment 2B until the end of Segment 2C, the alignment will be travelling on double tracks. One track will be standard gauge as a continuation from Segment 2A while the second track will be meter gauge to accommodate the KTMB line starting from the Serendah Station. Both tracks will travel parallel to each other.

Table 5-1(a): Description of Project Alignment in Kelantan Alignment / Station Description Length / Quantity

Elevated 8.3 km At-grade 14.9 km Mainline Tunnel - Total 23.2 km Wakaf Baru 3.5 km Spur Line Total 3.5 km Mainline & Spur Line Total Length 26.7 km Passenger 1 no Stations Passenger & Freight 1 no Gauge & Track Single track with standard gauge

Table 5-1(b): Description of Project Alignment in Selangor Alignment / Station Description Length / Quantity

Elevated 18.3 km At-grade 42.5 km Mainline Tunnel 18.7 km Total Length 79.5 km Passenger 2 nos** Stations Passenger & Freight 2 nos  Segment 2A : Single track with standard gauge Gauge & Track  Segment 2B & 2C : Double track with Standard gauge and Meter gauge Note: 1. ** means future passenger station at Bandar Puncak Alam and Kapar

5-2 Section 5 Project Description

Table 5-2(a): Alignment Lengths According to District in Kelantan State Local Authorities Station Length

Majlis Daerah Ketereh - 1.1 Majlis Daerah Pasir Mas - 6.1 Kelantan Wakaf Bharu Majlis Daerah Tumpat 19.5 Pengkalan Kubor Total 26.7 km

Table 5-2(b): Alignment Lengths According to District in Selangor State Local Authorities Station Length

Majlis Perbandaran Selayang - 26.1 Majlis Daerah Hulu Selangor Serendah 16.3 Selangor Majlis Daerah Kuala Selangor *Puncak Alam 15.2 *Kapar Majlis Perbandaran Klang 21.9 Jalan Kastam Total 79.5 km Note: 1. * means future passenger station which will serve as passing loops

5.2.1 Segment 1: Kelantan – 26.7 km

The northern extension line will be an electrified single-track standard gauge railway line built on a double track formation at 23.2 km in length for mainline. A new meter gauge spur line of 3.5 km will be provided at the Wakaf Bharu Station for easier integration of passengers to/from the existing KTMB line. Segment 1 in total will be 26.7 km. Segment 1 will be mostly at-grade with elevated sections at waterway and road crossings.

The alignment starts off with an elevated section right after Kota Bharu Station of Phase 1 (Phase 2 assessment does not include this station) and travels west before crossing Sg. Kelantan. After the river crossing, the alignment will descend to at-grade and slightly curve towards northwest near Kg. Tendong. Next the at-grade section will travel by some paddy fields (Kemubu Agricultural Development Authority – KADA), and mostly village areas until the proposed at-grade Wakaf Bharu Station.

From the alignment will continue northwest parallel to Jalan Kota Bharu – Pengkalan Kubor (Route 134). Along this route, the alignment will pass by mainly village areas such as Kg. Lati, Kg. Kubang Batang, Taman Murni, Kg. Telok, Kg. Jirat, Kg. Kubang Panjang before crossing Sg. Peng Nangka. After crossing the river, the alignment continues northwest and crosses a vast expanse of paddy fields and also Sg. Mentua before arriving at the at-grade Pengkalan Kubor Station. After the station, the alignment crosses more paddy fields before before terminating near the proposed

Section 5 Project Description 5-3

Customs, Immigration & Quarantine (CIQ) Complex at Pengkalan Kubor and the proposed future Tak Bhai - Pengkalan Kubor cross-border bridge crossing.

5.2.2 Segment 2: Selangor – 79.5 km

The ECRL Phase 2 in Selangor of 79.5 km comprises combination of both single and double track and also a mixture of Standard Gauge Railway (SGR) and Meter Gauge Railway (MGR) as below:

 Segment 2A : Gombak North – Serendah – 24.4 km Standard Gauge Railway on single track formation

 Segment 2B & 2C :Serendah – Port Klang – 55.1 km Meter and Standard Gauge Railway lines laid on double track formation

The Selangor alignment will start at Gombak North (branching off from Phase 1) and will run northwest to Serendah and then southwards where it shall terminate adjacent to the existing KTMB Jalan Kastam Station at Port Klang. The alignment in Selangor consists a mixture of tunnels across hilly areas, elevated sections at for sections crossing water bodies, existing developments and infrastructure and at- grade sections . The detailed description of the alignment crossing will be discussed in the following segments.

Segment 2A: Gombak North to Serendah – 24.4 km

Branching off from ECRL Phase 1, Segment 2A starts off at-grade at Gombak North before crossing Karak Expressway and skirting the edges of Kg. Batu Dua Belas and Kg. Batu Sebelas Gombak. The alignment will then tunnel southwest through hilly terrain before it swings west at Taman Bukit Permata and emerges as elevated near Batu Dam while crossing Taman Jasa Utama.

After Taman Jasa Utama, the alignment tunnels back into the hilly terrain and continues northwest, crossing under the Ulu Gombak Permanent Reserved Forest, Templer Permanent Reserved Forest and Serendah Permanent Reserved Forest (part of Selangor Heritage Park) in its path. The alignment emerges as at-grade near Rawang after exiting the Serendah Permanent Reserved Forest and turns north towards Serendah, traversing a series of ponds and turning northwest while crossing the Masjid Serendah lake (ex-mining) and Jalan Ipoh-Kuala Lumpur (Route 1). The alignment will then cross the existing KTM line and turns west Kg. Tok Pinang, Taman Desa Kiambang and Taman Melati before it meets with the existing KTMB Serendah Freight Terminal, where a new integrated passenger and freight station called the Serendah Station will be constructed to enable transfer services between the ECRL and KTMB. Segment 2B: Serendah to Bandar Puncak Alam – 25.4 km

5-4 Section 5 Project Description

This segment starts from the proposed Serendah Station and continues to the west while passing by Taman Ehsan Ibu and crossing Jalan Bukit Beruntung (Federal Route 3208). This new westward line will then cross the North South Expressway and tunnels through the hills south of Bandar Baru Sungai Buaya.

The alignment will emerge as at-grade and turn southwest near Saujana Rawang and crosses the Rantau Panjang Permanent Reserved Forest before passing by Batu Arang and Bandar Tasik Puteri. The alignment continues to fly over Jalan Kuala Selangor and LATAR Expressway, passing through mainly oil palm estates and turning south near Bandar Puncak Alam. There will be a future passenger station at Bandar Puncak Alam which will serve as a passing loop.

Segment 2C: Bandar Puncak Alam to Port Klang – 29.7 km

From Bandar Puncak Alam, the alignment will continue southwest across oil palm plantations and then crosses the West Coast Expressway (WCE) which is under construction. Then, it will continue south through more oil palm plantations while passing by Kapar. A future passenger station is proposed at Kapar which will serve as a passing loop.

After that, the alignment will travel across the Sg. Kapar Industrial Area and runs alongside Kg. Sementa before crossing Sg. Puloh and the surrounding mangrove area. The alignment will then cross the New North Klang Straits Bypass (NNKSB) and heads towards southeast direction crossing Sg. Klang, Kg. Delek and Kg. Sireh. While following Sg. Klang’s curvature, the alignment continues south-westerly while crossing Sg. Telok Gadong Besar and Kg. Sg. Sireh Tambahan till it reaches the existing KTMB Jalan Kastam Station which will be expanded into a passenger and freight station for Phase 2. From the station, the alignment will continue south-west and terminates near the Klang Port Authority.

5.2.3 Alignment Design

The design parameters applied to the engineering of the ECRL alignment are given in Table 5-3.

Section 5 Project Description 5-5

Table 5-3 : ECRL Design Parameters Standard Gauge Meter Gauge Railway No Description Railway (SGR) (MGR)  Gombak North – Port  Serendah to Port Klang Klang 1 Segment  Kota Bharu –  Spurline – Wakaf Pengkalan Kubor Bharu 2 Number of tracks Single Track Single track Distance between centers of  4.2 m- 5.3 m 3 tracks (track spacing)  Track spacing will be widened in curved section 4 Gauge 1435 mm 1000 mm 5 Rail Section CHN 60Kg/m 60E1 Passenger -160 km/h 6 Maximum Train Speed Freight – 80 km/h Freight – 80 km/h 7 Maximum cant 150 mm 100 mm 8 Maximum cant deficiency 90 mm 70 mm 9 Maximum surplus cant 50 mm Not applicable Maximum track gradient 10 0.9% 1.0% (mainline) Minimum radius of vertical 15,000 m (parabolic 10,000 m (parabolic 11 curves shape) shape) Desirable minimum: 1600 Desirable minimum: 1600 m m Absolute minimum: 600 Absolute minimum: 500 12 Horizontal radius m m Exceptional minimum: Exceptional minimum: 300 m 300 m Algebraic difference between 13 grades where vertical curves 0.1% (minimum) 0.25% (minimum) shall be provided Maximum track gradient in 0.1% (1:1000) 0.1% (1:1000) station yard limits including 0.6% (6:1000) for passing 14 0.2% (2:1000) in crossovers, loop lines and loop under difficult exceptional cases sidings conditions Headroom control 6.55 m from finished rail 6.1 m from finished rail Bridges over Rail (ROB)-ECRL level to soffit of over level to soffit of over under existing tracks/roads 15 bridge bridge Road Under Bridges (RUB)- 4.5 1~ 5.4 m from finished level of road to soffit of ECRL over existing estate railway bridge tracks /roads 16 Traction type Electric Electric / Diesel 17 Traction tonnage 3,500t 2,500t Source: Railway Scheme Report for ECRL Phase 2

5-6 Section 5 Project Description

5.3 ALIGNMENT TYPE

As described in Section 5.2, the alignment structure in both the states will include a combination of at-grade, elevated and tunnel structures depending on many factors including the terrain, geomorphic features, geological and geotechnical conditions.

5.3.1 At-Grade Sections

The main line of the Project alignment is mostly at-grade with 57.4 km in length and another 3.5 km of spurline giving a total of 60.9 km.

Segment 1 : Kelantan will involve mainly at-grade sections measuring up to 18.4 km (69%) along villages and agriculture land. Only a small portion elevated sections (8.3 km) are provided for crossings.

Selangor will comprise 42.5 km (53%) of at-grade sections. In Selangor, at-grade sections are concentrated in Segment 2B and 2C where the terrain is flatter such as in Rawang, Batu Arang, Bandar Puncak Alam, Kapar and Klang. Chart 5-1a-b shows the typical cross section at embankment sections.

Plate 5-1 : Visualization of at-grade Section at Kg. Sementa

5.3.2 Elevated Sections

About 26.6 km of the alignment will be elevated at urbanized locations, flood prone areas and at area with swampy /poor ground. In addition, bridges and culverts are needed to carry the rail line over existing roads and rivers or streams. Chart 5-2

Section 5 Project Description 5-7

shows the typical cross section of bridges. Special spans will be provided where necessary for longer crossings (to be determined during the detailed design stage).

In Kelantan, elevated sections (8.3 km, 31%) can be found along main river crossings such as Sg. Kelantan, Sg. Peng Nangka, Sg. Mentua and other waterways such as irrigation canals and smaller drains and streams. Road crossings will also be elevated.

Similar to Kelantan, elevated sections in Selangor (18.3 km, 23%) will occur along main river crossings such as Sg. Puloh, Sg. Klang, waterbodies and also other smaller waterway crossings. Road crossings are also elevated. Additionally, elevated sections in Selangor have also been proposed at populated/developed areas such as Taman Jasa Utama, Serendah, Sg. Kapar Industrial Area and near Perdana Industrial Park.

Plate 5-2 : Visualization of elevated section at Kelantan

Plate 5-3 : Visualization of elevated section along Jalan Sg. Puloh, Klang

5-8 Section 5 Project Description

5.3.3 Tunnel Sections

As the alignment traverses through hilly and undulating terrain, tunneling will be required at locations where the alignment passes though steep terrain and forest reserves. After technical comparison of numerous alternatives, it has been determined that 10 short tunnels with a total length of 18.7 km will be required. Tunnels are only proposed in Selangor as Kelantan has relatively flat terrain.

In Selangor, the main tunnels are proposed under the Ulu Gombak Permanent Reserved Forest, Templer Permanent Reserved Forest and Serendah Permanent Reserved Forest (part of Selangor Heritage Park). Other tunnels are proposed under hilly areas in Gombak, near Bandar Sg. Buaya and near Bandar Puncak Alam.

The standard cross section for the tunnels have been determined based on the comprehensive considerations of many factors including construction limitations, number of tracks and line spacing, the aerodynamic effects of trains, disaster prevention and rescue and ventilation requirements.

From Gombak to Serendah, the track will be of standard gauge single track and as such will utilize only a single-track tunnel. From Serendah to Jalan Kastam, the track comprises of standard gauge track and a meter gauge track running parallel. Double track tunnel will be constructed to accommodate the twin tracks. Rescue walkways will be provided along the tunnel. The typical section of the tunnel as shown in Chart 5-3a-b.

Measures to prevent and limit fire damage at tunnels are as follows:

 Emergency measures for tunnel facility fires  Emergency measures for freight train fires  Emergency measures for passenger train fires  Emergency escape exits  Emergency lighting  Firefighting

All tunnels will have escape walkways and in any emergency conditions, it will be used for evacuation of passengers and for rescue personnel to enter the accident scene. The requirement of Emergency Escape Exits will be based on the length of tunnel, the environment conditions which will be determined based on the simulation analysis during the detailed design stage.

The emergency exits will be equipped with emergency ventilation, emergency lighting system and fire-fighting, signal and communication system. Escape signs, which will indicate the direction and distance to emergency exits and secure areas will be positioned on the tunnel walls adjacent to the escape walkways.

Section 5 Project Description 5-9

Plate 5-4 : Visualization of tunnel Portals at Templer Park

5-10 Section 5 Project Description

Chart 5-1a : Typical Cross Section for Single Track Embankment

Source: HSS Integrated Sdn Bhd, 2017

Section 5 Project Description 5-11

Chart 5-1b : Typical Cross Section of Double Track Embankment

Source: HSS Integrated Sdn Bhd, 2017

5-12 Section 5 Project Description

Chart 5-2 : Typical Cross Section of Bridges

Source: HSS Integrated Sdn Bhd, 2017

Section 5 Project Description 5-13

Chart 5-3a: Cross Section of Single-Track Tunnel

Chart 5-3b: Cross Section of Double-Track Tunnel

Source: HSS Integrated Sdn Bhd, 2017

5-14 Section 5 Project Description

5.4 STATIONS

There will be 6 stations along the ECRL Phase 2 (Table 5-4 and Chart 5-4). The types of stations are based on their function, i.e. passenger station and mixed passenger and freight stations, and passing loops. The ECRL Phase 2 has also taken into consideration of interchanges with existing KTMB lines to enable the transfer of passengers and goods from one line to another.

Table 5-4 : ECRL Stations and Configuration Station Coordinates  No. State Name Latitude Longitude Type of Station Interchanges Pengkalan Passenger - 1 6°12'45.89"N 102° 5'46.40"E Kubor Kelantan Passenger & KTMB 2 Wakaf Bharu 6° 7'28.68"N 102°10'39.51"E Freight Passenger & KTMB 3 Serendah 101°35'19.36"E 3°21'51.93"N Freight 4 Puncak Alam (P) 3°14'55.31"N 101°24'42.42"E Passenger - Selangor 5 Kapar (P) 3° 7'30.00"N 101°23'39.86"E Passenger - Passenger & KTMB 6 Jalan Kastam 3° 0'55.16"N 101°24'11.85"E Freight Note: (P) denotes passing loops and future station

5.4.1 Station Facilities & Layout

The stations will be equipped with two platforms connected by an overpass. All passenger platforms and overpass will be covered by canopies. Similarly to ECRL Phase 1 stations, every station in Phase 2 will consist of station buildings that includes necessary operating offices. A retail store, public telephones, public restrooms, seating areas, surau, lifts, escalators and barrier-free facilities will be provided for passengers too. All stations will be at-grade (or on raised embankment) which is shown in Figure 5.3-1. A typical section track schematic showing the integration of standard gauge (ECRL) and meter gauge lines (KTMB) is shown in Chart 5-5.

Section 5 Project Description 5-15

Plate 5-5 : Visualization of station at Jalan Kastam

5-16 Section 5 Project Description

Chart 5-4: Diagrammatic Layout of Stations

Source: Railway Scheme Report for ECRL Phase 2

Section 5 Project Description 5-17

This page has been intentionally left blank.

5-18 Section 5 Project Description

Chart 5-5: Typical Section Track Schematic (Serendah)

Source: Railway Scheme Report for ECRL Phase 2, September 2017

Section 5 Project Description 5-19

This page has been intentionally left blank.

5-20 Section 5 Project Description

5.5 DEPOT AND MAINTENANCE BASES

5.5.1 General

The maintenance workload for ECRL Phase 2 locomotives, wagons and EMUs are not expected to be significant. Maintenance bases, EMU stabling line and locomotive stabling lines will be established to stable and maintain the infrastructure and systems.

5.5.2 Depot and Stabling Lines

Standard Gauge (Gombak North – Port Klang)

For Standard Gauge lines, inspection and maintenance of locomotives, wagons and EMUs will be at Kuantan Port City Depot under ECRL Phase 1.

One EMU stabling line will be established at Jalan Kastam Station for Phase 2. There will also be locomotive stabling lines at the Serendah and Jalan Kastam stations.

Meter Gauge (Serendah– Port Klang / Wakaf Bharu Spurline)

For the Meter Gauge lines (KTMB), infrastructure maintenance and light maintenance of rolling stock will be provided by staff familiar with KTMB’s maintenance practices for both on-track maintenance as well as rolling stock maintenance. Light and heavy maintenance will utilize the existing KTMB’s maintenance facilities in the Batu Gajah Depot. Locomotive stabling lines for meter gauge railway will be set both at the Serendah and Jalan Kastam stations for Phase 2.

5.5.3 Light and Medium Maintenance Bases

Standard Gauge (Gombak North – Port Klang / Kota Bharu – Pengkalan Kubor)

For Phase 2, only light and medium maintenance bases are provided within some stations. In order to provide distributed maintenance service along the line, Light Maintenance bases will be established at Wakaf Bharu and Bandar Puncak Alam. One more capable, Medium Maintenance base will be located at Serendah. The locations of the maintenance facilities are shown in Chart 5-4.

Light Maintenance are provided from bases spaced at around 50km along the main line – which are generally co-located with stations or yards. Larger bases will be better equipped to serve or provide Medium Maintenance. Heavy Maintenance will

Section 5 Project Description 5-21

make use of the facilities of Kuantan Port City Depot (ECRL Phase 1) for comprehensive maintenance facility.

The Light and Medium Maintenance will be responsible for:  daily inspection and detection and repair of infrastructure and minor systems issues  providing facilities for parking, servicing and maintenance of large maintenance machinery such as rail mounted maintenance vehicles

5.6 SYSTEMS

5.6.1 Trackwork

Standard Gauge

The track works will be designed for a speed of 160 km/hr for passenger and 80 km/hr for freight trains. The maximum axle load will be 25 tonnes and the rails will generally be continuously welded. Bolted rail will be used for spur lines and low speed areas, such as sidings and stabling lines, etc.

Ballasted track will be adopted for both the mainline and spur lines.

Meter Gauge

The track works will be designed for a speed of 80 km/hr for freight trains. The maximum axle load will be 20 tonnes and the rails will generally be continuously welded inclusive of sidings and stabling lines, etc.

Ballasted track will be adopted for both the mainline and spur lines.

5.6.2 Ballasted Track

Standard Gauge

The rail standard for mainline track will be CHN60 and for spur lines, sidings and yards rails will be CHN50. The gauge will be 1435 mm.

Meter Gauge

The rail standard for mainline track will be 60E1, and for spur lines, sidings, yards rails will be 54E1. The gauge will be 1000 mm.

5-22 Section 5 Project Description

5.6.3 Electric Power Supply System for Railway Facilities

The electric power supply system will provide power for all railway facilities which will be sourced from the nearest 132kV consumer bulk supply system. A dedicated 11//0.4 kV substation will be installed at each station to provide supplies for communications, signals loads and its facilities. For crucial systems such as communications, signals equipment, fire equipment and emergency lighting a second totally independent source of power supply will be provided. Other less crucial systems will be served by just one source.

Intermediate communication bases and fibre -optic repeaters will be provided with a reliable power supply taken directly from the 11kV cable running along the line and transformed locally down to 400V. A power remote control system will be installed which will incorporate PSCADA at the dispatch end. The system will consist of a power dispatching point in the railway’s dispatching centre, a reliable communication channel and remote terminals.

5.6.4 Traction Power Supply System

The traction power requirement of overall ECRL (Standard Gauge Rail and the Meter Gauge Rail) system shall be taken at traction power substation (TPSS) of 132kV from TNB. Based on the voltage and current required for train traction, the traction power substations will transform 132kV electricity to 25kV supply needed for the Overhead Catenary System (OCS) that will feed the trains. The typical Overhead Catenary System (OCS) is shown in Chart 5-6.

For ECRL Phase 2, one additional traction power substation will be required for the Selangor alignment. The Kota Bharu traction substation in the northern end of the ECRL Phase 1 will be expanded to supply power for the Phase 2 Kelantan alignment.

The Selangor meter gauge alignment (Serendah – Port Klang) will be using diesel for traction power. However, provision for electrified traction power will be made available too since KTMB is currently testing electric freight locomotives.

Section 5 Project Description 5-23

Chart 5-6 : Typical Overhead Catenary System (OCS)

Embankment Section Elevated Section

Source: Railway Scheme Report for ECRL Phase 2

5-24 Section 5 Project Description

5.6.5 Signalling System

A fail-safe signalling system must be seen as crucial infrastructure for the ECRL project. It is the key system to effect train command and dispatch, to guarantee the safety of train operation and to improve the efficiency of operation. The signalling system for ECRL Phase 2 will include the following four subsystems:

 Dispatching Subsystem  Train Operation Control Subsystem  Computer Based Interlocking Subsystem  Centralized Supervision & Monitoring Subsystem

5.7 ROLLING STOCK

Passenger trains will be power centralized Electric Multiple Units (EMU) and will be comprised of one motor car and seven trailer cars, have 600 seating capacity and design speed of 160 km/h. Freight trains on the meter gauge, which will have up to 30-40 wagons will be powered by current KTMB’s rolling stock, having 2500t traction power and design speed of 80 km/h. Freight trains operating on standard meter gauge will have up to 45 wagons, powered by electric locomotives, having 3500t traction power. The design speed will be 80 km/h for freight trains.

For the initial stage of the Project, all EMUs, locomotives and wagons running on the standard gauge should share with Phase 1. In addition to this, three locomotives and 242 wagons will be supplied for Phase 2 (Table 5-5).

Table 5-5 : ECRL Stations and Configuration Maintenance Operation No. Rolling stock In service Total spare spare 1 EMU 2 sets (Phase 1) Share with Phase 1 - 2 Locomotives 2 sets 1 set 3 sets 3 Wagons 208 sets 6 sets 28 sets 242 sets

As for the meter gauge operation, the existing locomotives and wagons of KTMB will be utilized.

5.7.1 Electric Multiple Units

Passenger trains for the ECRL will be EMU with the following specifications:

 Model: Power centralised model  Train formation:1M +7T  Train total length: 206 m

Section 5 Project Description 5-25

 Width: 3300 mm  Seating capacity: 600

Plate 5-6: Electric Multiple Unit Passenger Train (Source: Railway Scheme Report for ECRL Phase 2)

5.7.2 Locomotives

The specifications of the freight locomotives are as follows:

Standard Gauge Meter Gauge  Axle model: C0-C0  Axle model: C0-C0  Length: 22.5 m  Length: 20.668 m  Width: 3.1 m  Width: 2.8 m  Axle Load: 25 T  Axle Load: 20 T  Traction tonnage: 3500 T  Traction tonnage: 2500 T

Plate 5-7: Electric Freight Locomotive (Source: Railway Scheme Report for ECRL Phase 2)

5-26 Section 5 Project Description

Plate 5-8 : KTMB Diesel Locomotive (Source: http://www.toshiba.co.jp)

Plate 5-9 : KTMB Electric Locomotive (under testing) (Source: https://www.flickr.com)

5.7.3 Wagon

The main wagons to be considered for the ECRL freight services area open top box cars, closed box cars and flatbed wagons. It is likely that some regular users of the railway might have particular requirement to suit the products they will ship.

Section 5 Project Description 5-27

Plate 5-10 : Freight Wagons (Source: Google Images)

5.8 PRINCIPAL PROJECT ACTIVITIES

This section describes the key project activities related to construction and operations of the ECRL Phase 2 that may cause environmental impacts. The key activities of the ECRL include, but are not limited to, the following activities (Table 5-6).

5-28 Section 5 Project Description

Table 5-6 : Principal Project Activities Stage Activities Pre-Construction  Land acquisition  Utilities relocation  Site surveys and investigations Construction  Site clearing  Earthworks and embankment construction  Railway bridge and viaduct construction  Tunnel construction  Station construction  Surface works – roads, drainage  Access roads  Installation of railway tracks and systems  Other Advanced works: establishment of site office, workers' quarters, kitchen cum dining hall, recreational facilities, batching plant, pre-casting yard, raw material storage yards (if required) Operation  Train operations  Station operations  Light and medium maintenance works at stations

5.8.1 Pre-Construction Stage

5.8.1.1 Land Acquisition

In areas where the proposed ECRL Phase 2 alignment passes through private land and property, land acquisition will be required in order to secure the right-of-way for the ECRL railway tracks and railway reserve. Land acquisition will also likely be required for the construction of stations and maintenance facilities, which generally take up large plots of land.

It is estimated that a total of 5,852 lots of land will be acquired for this project. On average, 37% of this land will be state land while 63% will be private land (Table 5- 7).

Section 5 Project Description 5-29

Table 5-7 : Land Acquisition in Kelantan And Selangor No. of Lots/ Area Affected No. Type of Land Locations Acres Hectares Kelantan 1 Private Land 2,852 1,326.3 536.8 2 State Land/ Road/ JPS/ Utility/ Reserve - 435.4 176.2 SUBTOTAL 1,761.7 713.0 Selangor 1 Private Land 3,000 3,809.1 1,541.5 2 State Land/ Road/ JPS/ Utility/ Reserve - 537.1 1,026.7 SUBTOTAL 6,346.2 2,568.2 Overall Land Acquisition 1 Private Land 5,852 5,135.4 2,078.3 2 State Land/ Road/ JPS/ Utility/ Reserve - 2,972.5 1,202.9 GRAND TOTAL 8,107.9 3,281.2 Source: Railway Scheme for ECRL Phase 2, 2017

5.8.1.2 Utilities Relocation

Advanced works such as relocation of utilities will be carried out before the commencement of the construction works. Utilities located along the alignment will be detected and piloted. This exercise is conducted in order to facilitate and further determine the utilities that need to be relocated along the alignment.

The types of utilities include TNB transmission line, water and sewer mains, electrical cables, telecommunication cables, gas pipes and other surface and underground utility lines. Certain roads and junctions may also need to be realigned and reconfigured to accommodate the railway alignment. Table 5-8 shows some major utilities identified during the EIA stage. Underground utilities can only identified during the detailed design stage.

Table 5-8 : Major Utilities within ECRL Phase 2 Corridor No. Utilities Coordinates Alignment Type Locality Selangor TM1 Transmission Line 3°16'53.15"N Tunnel Gombak north 101°43'37.44"E TM2 Transmission Line 3°16'4.13"N Elevated Taman Jasa Utama / Batu 101°41'4.39"E Dam TM3 Transmission Line 3°21'56.88"N Elevated Serendah, Jalan Bkt. 101°33'44.85"E Beruntung TM4 Transmission Line 3°19'45.82"N At-grade Rantau Panjang PRF 101°30'21.28"E TM5 Transmission Line 3°14'41.09"N At-grade Bandar Puncak Alam 101°24'27.91"E

5-30 Section 5 Project Description

Table 5-8 : Major Utilities within ECRL Phase 2 Corridor (cont’d) No. Utilities Coordinates Alignment Type Locality TM6 Transmission Line 3°10'41.07"N At-grade Kapar, Near Kg. Bkt 101°23'30.58"E Kerayong G1 Gas Pipeline 3° 9'53.10"N At-grade Kapar, Near Kg. Bkt 101°23'38.46"E Kapar TM7 Transmission Line 3° 8'42.09"N At-grade Kapar, Near Tmn. 101°23'48.23"E Perindustrian Meru TM8 Transmission Line 3° 7'2.72"N At-grade Kapar, Near Sg. Kapar 101°23'39.50"E Industrial Park TM9 Transmission Line 3° 3'41.40"N Elevated Perdana Industrial Park 101°23'19.70"E

5.8.2 Construction Stage

5.8.2.1 Site Clearing and Earthworks

Site clearing and earthworks will be carried out for the alignment, stations and access road construction. The intensity of the site clearing and earthworks to be carried out will depend on the types of railway track (embankment or viaduct structure) and also land uses where the alignment traverses through.

The site clearing will involve the removal of vegetation from agricultural areas (oil palms and paddy field), forested areas and scrubland/secondary forests. Structures such as residential units, workshops etc. that are acquired and located within the ROW will also be demolished. Site clearing will be carried out by means of bulldozers or equivalent machinery within the railway ROW, stations and access roads.

Earthworks will be carried out by either cutting or filling to achieve the design platform levels. Unsuitable material will be removed and disposed of at disposal sites approved by the respective local authority. The top soil may be kept and used for landscaping works at a later time. At areas where imported fill material is required, dump trucks will bring in the fill material, which will be spread by bulldozers on site. Rollers will then compact the earth in layers to the required density and level. Station construction will also involve the construction of support infrastructure such as access roads, drainage system and utilities. Major earthworks are expected at at- grade areas, portals of tunnels at hilly areas and also stations (Section 5.3.1, 5.3.3 & 5.4) and will be more extensive in Selangor (Segment 2B and 2C) such as in Rawang, Batu Arang, Rantau Panjang PRF, Bandar Puncak Alam, Kapar and Klang.

Demolition works will be carried out using excavators to knock down the large structures, and manually using hand tools. Piloting works will be carried out to determine if there are any existing utilities running in the area, and shall be relocated if any are found. Demolition of acquired structures is expected in Kelantan (village

Section 5 Project Description 5-31

houses), Taman Jasa Utama (residential houses), Taman Desa Kiambang, Kg. Delek, Kg. Sireh and Kg. Sireh Tambahan.

5.8.2.2 Access Roads

Access roads are important to connect the construction site with the existing road network especially at rural areas, plantations and forests where there is limited accessibility. The access roads for ECRL Phase 2 will be identified in the Environmental Management Plan. Nevertheless, access roads will avoid passing through or near sensitive receptors such as residential areas, schools, worship areas and also ecologically sensitive habitats. The construction of the access roads will also be accompanied with adequate Best Management Practices (BMPs) to minimize soil erosion and sedimentation.

5.8.2.3 Embankment Construction

Most of ECRL alignment will be built on earth embankment which will form the rail foundation (Chart 5-7). The excavation will be carried out when the subsoil which form part of the embankment foundation is not suitable. The soft compressible cohesive soils are excavated out and replaced with compacted suitable fill that will provide a stronger and less compressible foundation for the railway track. Embankment or retaining walls are built either side of the track, using earth material. The ballast will then be laid on the track foundation (Chart 5-1a-b). The typical Right of Way (ROW) for embankments range from 50 m to 70 m.

Chart 5-7 : Typical Railway Formation

In certain, areas cutting of slopes will be necessary for reducing the level of the rail formation to maintain the required gradient (Chart 5-1a-b). Major earthworks (cut and fill) will be carried out at certain locations (Section 5.8.2.1) in order to achieve the required railway formation level and platform level. Cut and fill works will be balanced within the Project site as much as possible. Where imported fill material is required, such fill material will be transported from designated approved borrow pit areas and unsuitable material will be disposed of at disposal sites approved by respective local authorities.

5-32 Section 5 Project Description

Areas where loose or soft cohesive deposits are found usually give rise to problems such as excessive settlements, deformations and stability problems. Several measures will be implemented to avoid or reduce those problems such as replacement of soft soil, constructing piles or stone columns.

For high embankments, stone columns will be utilised as ground treatment once the combination of temporary surcharge and geotextile basal reinforcement are found not viable. The presence of stone columns creates a composite material of lower compressibility and higher shear strength than the in-situ very soft to soft clay. Therefore, stone columns can be adopted to support high embankments.

5.8.2.4 Railway Bridge and Viaduct Construction

About 27 km of the alignment will be elevated (viaduct) at urbanized locations, flood prone areas and at areas with swampy /poor ground. In addition, bridges and culverts are needed to carry the rail line over existing roads and rivers or streams. Special spans will be provided where necessary such

Plate 5-11 : Example of Railway Bridge (Light Rail as Sg. Kelantan, Sg. Puloh and Transit) Sg. Klang for large crossings.

The viaduct superstructures are typically formed from beam and slab (Chart 5-2). Post-tensioned or pre-tensioned precast beam depending on the length of the beam will be adopted. Precast beam and in-situ slab has the advantage that it is a technology that is well understood, it is generally a cost-effective solution, and as the beams are precast it should be a high quality finished form.

The viaduct substructures generally comprise reinforced concrete piers, with flared pier heads to support the deck, and reinforced concrete abutments. All piers and abutments are founded on large diameter in-situ bored piles with diameters between 1.0 m and 1.5 m or precast spun piles.

Section 5 Project Description 5-33

The typical span decks (~30 m) are all erected on a span-by-span basis, using crane. There are two types of deck, one for the double track and one for the single track arrangement, with both being erected in a similar manner. The beams are transported to the construction site, which later will be lifted into position using crane. After the beam has been positioned onto the bearing, cast in-place deck slab will be done using formwork. Plate 5-12 : Example of Beam Launching Using Mobile Crane

Plate 5-13 : Example of Bridge Construction Machine

Span decks can also be installed using bridge construction machines whereby precast spans can be self-launched to the next span leading to a greater rate of span erection. Typical ROW for elevated sections range from 6 m to 10 m.

5.8.2.5 Tunnel Construction

The alignment will traverse through undulating to mountainous terrain which requires the construction of a total of 18.7 km of tunnels to maintain a constant, gentle gradient of the alignment (Section 5.3.3).

The method of tunneling will depend on the geological conditions of the tunnel alignment and will be determined during the detailed design stage. In addition to

5-34 Section 5 Project Description

the geology, project specific conditions such as tunnel length and cross section acutely influence the choice of the tunneling method.

Tunnels will be constructed to severely limit water ingress using appropriate measures to be determined as the investigation and the design proceeds once the environmental and geotechnical circumstances become clear. A waterproof layer will be applied to the primary lining before the secondary lining is cast using high quality impermeable concrete. Multiple waterproofing measures will be taken at construction joints and expansion joints. Where permissible along lengths of the tunnel, water seepage from the surrounding rock will be collected and drained through French drains will be positioned outside the waterproof layer. Nevertheless, comprehensive drainage measures will be installed to remove any water that does enter the tunnels.

The New Austrian Tunnelling Method (NATM) will be used for tunnel construction. It is essentially a sequential excavation method with composite lining of the tunnel (a reinforced shotcrete primary lining with an in-situ reinforced concrete secondary lining).

The NATM, which includes methods traditionally known as the “drill and blast” method, involves a sequence of activities such as drilling of blast holes, charging, blasting, ventilating, mucking out, scaling, shotcreting, rockbolting and surveying as shown in the Plate 5-7.

Source: http://bestsupportunderground.com/natm-shotcrete Plate 5-14 : New Austrian Tunnelling Method Cycle

The cycle begins with surveying of the rock face to determine the appropriate drilling and charging pattern. The drilling process takes about 1.5 to 4 hours and typical charging is about 0.5 – 2 hours. The blasting will be conducted sequentially whereby a single blasting round only ranges from 0.8 m to a maximum of 4 m. Following the detonation of the blast charge, the tunnel will be ventilated to remove airborne dust. The blast material will be transported out via mucking trucks, and suitable blast spoil material will be used for railway ballast and/or road construction.

Section 5 Project Description 5-35

After removal of blast material, the scaling process will be commenced. Scaling is necessary in order to bring down potentially unstable blocks of rock around the tunnel surface. It is also an important process for cleaning and preparing the rock surface for spraying of shotcrete.

Rockbolts will then be installed to further reinforce the tunnel lining. The tunneling work advances forward with a new cycle beginning with surveying and drilling.

5.8.2.6 Station Construction

The construction of station will involve the following major civil works:

 Demolition of existing structures and relocation of existing utilities (if any)  Preparatory earthworks  Foundation and substructure works  Superstructure works  Infrastructure and utility works

The typical land area for stations ranges from 5 ha to 25 ha as described in Table 5.9.

Table 5-9 : Station Footprint No Station Area (ha) Kelantan 1 Wakaf Bharu 24.57 2 Pengkalan Kubor 8.57 Selangor 3 Serendah 5.7 4 Jalan Kastam 4.55 5 Puncak Alam 4.42 6 Kapar 4.76

5-36 Section 5 Project Description

Ground treatment works will be carried out at areas where required and the foundation works will include piling. The main structure will be constructed using steel beams and the building frame. Steel beams and columns will be delivered to site from the casting factory and installed at the site. The floor shall be concrete slab and will Plate 5-15 : Example of Railway Station be cast with concrete delivered to (Electrified Double Track) the site. The canopy roof is prefabricated in a factory and delivered onto site for assembly before being erected onto the station superstructure.

5.8.2.7 Installation of Railway Tracks and Systems

After the earthworks and civil and structural works for the alignment have been completed, the railway tracks and systems for control and signalling will be installed. The trackworks system covers the track network that provides support and guidance to the rolling stock, including the major elements such as rails, rail fastenings, sleepers and ballast.

The signaling and control system is important for controlling train movements, enforcing train safety and controlling operations. The system will ensure safe train separation functionality and allows the trains to travel at maximum consistent speed safely. Following the installation of these components, testing and commissioning will be carried out.

5.8.3 Operation Stage

During the operation of the ECRL Phase 2, trains will be running on the railway tracks at regular intervals (Table 5-10). The train operations will consist of passenger trains operating at 160 km/h and freight trains operating at 80 km/h. At passenger stations, the typical activities will occur, such as pick-up and drop-off of passengers, with the associated road traffic connecting to the stations. At freight stations, cargo in various forms will be transported and transferred. At stations with maintenance facilities, maintenance work will be carried out on a scheduled basis. For the initial stage of the ECRL Phase 1, 11 EMUs, 18 locomotives and 1003 wagons will be

Section 5 Project Description 5-37

supplied. Phase 2 will share these facilities at the initial stage. In addition to that, three locomotives and 242 wagons will be supplied for Phase 2.

Table 5-10 : Operation Schedule Normal Operations Passenger service: between 5am – 1am next morning Freight service: 22.5hrs daily (outside of maintenance period)

Maintenance window Between 1.00am – 2.30am daily

Carrying Capacity Passenger train: Seating for 600

Design Operating Speed Passenger train: 160 km/h Freight trains: 80 km/h

Stations Passenger and freight stations – 3 Passenger only stations – 3 (2 future)

Interchange 3 interchange opportunities at Wakaf Bharu, Serendah and Opportunities Jalan Kastam

5.8.4 Passenger Train Operations

Passenger trains will be power centralized EMUs and will comprise of one motor car and seven trailer cars, have 600 seating capacity and a design speed of 160km/h.

The operating time for passenger train services will be from 05:00am each day until 01:00am the next morning. The timing of the first train and the last train of this schedule could be adjusted according to day to day traffic demand.

In determination of annual ridership, EMU utilisation rate, passenger fluctuations and other factors that affects the passenger flow are taken into consideration. The Serendah Station manages the passenger transfer between KTMB Mainline Meter Gauge Railway and ECRL Phase 2 while the Jalan Kastam Station manages the passenger transfer between ECRL Phase 2 and the KTMB Port Klang Line. Table 5- 11 & Table 5-12 show the ridership forecast for Kelantan and Selangor from 2025 to 2045.

5-38 Section 5 Project Description

Table 5-11 : ECRL Phase 2 Kelantan Passenger Journey Forecast Passenger Journeys Passenger Journeys Year Year (Thousand) (Thousand) 2025 73.3 2036 87.9 2026 74.6 2037 89.4 2027 75.9 2038 90.9 2028 77.3 2039 92.4 2029 78.6 2040 93.9 2030 79.9 2041 95.4 2031 81.2 2042 97.0 2032 82.5 2043 98.5 2033 83.8 2044 100.0 2034 85.1 2045 101.5 2035 86.4 -

Table 5-12 : ECRL Phase 2 Selangor Passenger Journey Forecast Passenger Journeys Passenger Journeys Year Year (Thousand) (Thousand) 2025 196.6 2036 237.1 2026 200.2 2037 241.2 2027 203.9 2038 245.3 2028 207.5 2039 249.4 2029 211.2 2040 253.5 2030 214.8 2041 257.5 2031 218.4 2042 261.6 2032 222.1 2043 265.7 2033 225.7 2044 269.8 2034 229.4 2045 273.9 2035 233.0 - -

Source : ECRL Phase 2 Railway Scheme (MRL)

5.8.5 Freight Train Operations

Standard Gauge  Freight trains, which will have up to 45 wagons, will be powered by electric locomotives, having 3500t traction power and design speed of 80km/h.

Section 5 Project Description 5-39

 Outside the period between 01:00 and 02:30 each day, which will be reserved for general inspection and repair, freight trains will operate 22.5hours per day, seven days per week.  In order to determine the number of freight trains, the annual freight volume per direction between two stations as obtained from the freight study is converted into the actual number of wagons required per day. Then, considering the freight train traction power of 3500t and coupling limit of 45 wagons, the number of trains per day can be determined.

Table 5-13 : Standard Gauge Railway Freight Train Operation Plan (Train/day/direction) Section 2025 2030 2035 2040 2045 Jalan Kastam - Serendah 7 10.5 14 19.5 24.5 Serendah - Gombak 8.5 13 17 22 26.5 Source : ECRL Phase 2 Railway Scheme (MRL)

Meter Gauge  Freight trains, which will have up to 30-40 wagons, will be powered by current KTMB’s rolling stock, having 2500t traction power and design speed of 80km/h. KTMB is currently testing and commissioning electric locomotives.  Freight trains will operate based upon demand or schedule as per service providers.  In order to determine the number of freight trains, the annual freight volume per direction between two stations as obtained from the freight study is converted into the actual number of wagons required per day. Then, considering the freight train traction power of 2500t and coupling limit of 30-40 wagons, the number of trains per day can be determined.  KTMB may use either electric or diesel locomotives for freight services.

Table 5-14 : Meter Gauge Railway Freight Train Operation Plan (Train/day/direction) Section 2025 2030 2035 2040 2045 Jalan Kastam - Serendah 4 5 6 7.5 9 Source : ECRL Phase 2 Railway Scheme (MRL)

Similar to Phase 1, the type of goods to be carried by the freight trains include containers, coal, cement, steel, rubber, polyethylene and palm biomass, which may be transported in various forms such as containers, packages, dry bulk and liquid bulk. The annual freight traffic forecast of containers for the different routes of ECRL Phase 1 and 2 is shown in Table 5-15.

5-40 Section 5 Project Description

Table 5-15 : Freight Traffic Forecast Freight Traffic Commodity Description 2025 2035 2040 (mtpa) (mtpa) (mtpa) ECRL Corridor 1.45 3.00 4.70 ECRL Land- 2.30 4.60 7.30 bridge Containers KTMB 0.85 1.70 2.70 Transhipment Meter Gauge 1.37 2.37 3.74 Total 5.97 11.67 18.44 Source : Railway Scheme (MRL), Note: mtpa = metric tonnes per annum

5.9 LABOUR QUARTERS AND CONSTRUCTION WORKERS

Maximum of 30,000 workers are expected to be involved during peak period of the construction stage for Phase 1 and Phase 2. All foreign workers will be housed at centralized camps. The labour quarters will be established at the depot and yards area in Phase 1.

5.10 PROJECT IMPLEMENTATION SCHEDULE

Construction works of the ECRL Phase 2 is planned to begin in January 2019. The construction will take six years. The railway operational is expected by end June 2024 (Table 5-16).

Table 5-16 : Project Implementation Schedule Work Activity Start Date Completion Date

Construction Works (Infrastructure) January 2019 December 2022

Track, Communication, signaling, Power, Electrification & Superstructure Works June 2021 February 2024 (Procurement, Manufacturing & Installation) Testing & Commissioning February 2024 May 2024 Trial Operation April 2024 June 2024 Revenue Service Date - 30 June 2024

Section 5 Project Description 5-41

This page has been intentionally left blank.

5-42 Section 5 Project Description

675,000 KampungBechah Temalang ÔÓ209 Kampung Kulim Kg Perupok

J a la n P i ntu Ge ng KampungPauh Kampung Kumbang Teliar MasjidMuk im KampungLama AlorDurian WakafCheYeh

KgKubang Mas

g n o b J a la n K ota B h a r u – Gua Mus a ng ri e S .

KampungSekil L Sg e

b

u

675,000 h J a la n S a lor SKBechah KgPadang R a

y Durian Embon a

T u KOTA BHARU n

j D180 o STATION ÔÓ n

g

- (PHASE 1) S Jalan Bunut Susu a l o r !H Kampung ÔÓ8 Pak Kampung KgTendong Selamah Padang Kampung Terang KayuTing g i Kampung Perang k ap

KampungManan PusatKesihatan MasjidHajjah KgTok Buak Tendong Fatimah Kampung SMKTendong Masjid HutanCeng al Muk im Tendong

Gemas - Tumpat Railw ay Line ay Railw Tumpat - Gemas

Gulf of Thailand ÔÓ3

n

a Peng k alan t Kubor n a l THAILAND e K

.

g WakafBharu KotaBharu S

KELANTAN

long . Mu Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID, IGN, and Stheg GIS User Community

LEGEND Date 20-11-2017 Proposed Alignment (At-grade) Existing Railway Line Waterbodies Project No EJ 616 Produced by ZAB Major Road State Boundary o Proposed Alignment (Elevated) Revision A 1:25,000 @ A3 size paper SegmentKelantan 1: 0 0.375 0.75 !H Proposed Stations ECRL Phase 1 (KotaPengBharu - k alanKubor) km FIGU RE5.2-1a Coordinate System:Kertau RSO Malaya Meters Projection: Rectified Skew Orthomorphic Natural Origin Units: Meter

Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user. Source: ERE Consulting Group (2015). E:\Project\EJ 616 ECRL Phase 2\Maps\MXD\EJ 616 Segment 1 (Kelantan).mxd

a

k

g

n

a

N

n

a

l a

Kg Nechang k

g

n

e

P

. g S Kg Pasir Puteh Kg Kebakat Kg Telaga ÔÓ134 Bata Kg Kubang Jalan Berangan Panjang Kg Telok SMK Chabang Empat Kg Jirat

SMU (A) Tarbiah Islamiah Jalan Kota Bharu - Pengkalan Kubor Kampung Menjual Taman Murni Kg Padang SK Kubang Rokmo Batang Masjid Mukim Kubang Batang Baru Kg Talak Kampung Kubang Batang Kampung Surau Al Belukar Jalan Masjid Muttaqim

Taman Kasturi !H WAKAF BHARU Kampung Kg Lati STATION Padang Lati ÔÓD23 Gulf of Kampung Kampung Thailand Bechah Delima Temalang Masjid Pengkalan Kampung Kulim Kubor Mukim Delima THAILAND Kg Perupok Wakaf Bharu Kota Bharu Gemas - Tumpat Railway Line

KELANTAN Kampung Teliar 675,000

Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID, IGN, and the GIS User Community

675,000

LEGEND Date 20-11-2017 Proposed Alignment (At-grade) Existing Railway Line Waterbodies Project No EJ 616 Produced by ZAB Major Road State Boundary o Proposed Alignment (Elevated) Revision A 1:25,000 @ A3 size paper Segment 1: Kelantan 0 0.375 0.75 !H Proposed Stations (Kota Bharu - Pengkalan Kubor) km FIGURE 5.2-1b Coordinate System:Kertau RSO Malaya Meters Projection: Rectified Skew Orthomorphic Natural Origin Units: Meter

Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user. Source: ERE Consulting Group (2015). E:\Project\EJ 616 ECRL Phase 2\Maps\MXD\EJ 616 Segment 1 (Kelantan).mxd Kampung Pengkalan Kubur

k lo o G . g S Kg Ketil

Kg Geting

S S

g PENGKALAN g

. .

P

M KUBOR e

e n

n

g

t STATION . u N

a

a

n !H g k

a

ran elabo Sg. K Wat Mentua Silaloi

Kg Pauh Sebanjan THAILAND

Kg Baroh

Kok Pauh a Gulf of k

Thailand g

n a

Pengkalan

Tapak n N Kubor a

Perkuburan l THAILAND Kg Nechang a

Bunohan k

g

Wakaf Bharu Kota Bharu n e

P

.

g KELANTAN S Kg Telaga Bata 134 Wat ÔÓ Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID,Sukhontharam IGN, and the GIS User Community

LEGEND Date 20-11-2017 Proposed Alignment (At-grade) Waterbodies Project No EJ 616 Produced by ZAB State Boundary o Proposed Alignment (Elevated) Revision A 1:25,000 @ A3 size paper Segment 1: Kelantan 0 0.375 0.75 !H Proposed Stations Major Road (Kota Bharu - Pengkalan Kubor) km FIGURE 5.2-1c Coordinate System:Kertau RSO Malaya Meters Projection: Rectified Skew Orthomorphic Natural Origin Units: Meter

Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user. Source: ERE Consulting Group (2015). E:\Project\EJ 616 ECRL Phase 2\Maps\MXD\EJ 616 Segment 1 (Kelantan).mxd 101.686

Pahang

Selangor Serendah

Gombak

Bandar Puncak Alam WP Kuala Straits of Lumpur Malacca

Port Klang Putrajaya Ulu Gombak PRF

Serendah PRF J a

l a

n

H

u

l

u

Y

a

m

B

h

a

r u

-

B

a t u Ca v e s

L eb u

h

r

a

y

a

K

a

Templer Park r a

Kanching PRF k Kg. Batu Sebelas Templer PRF Batu Dam

ÔÓE8

Taman Jasa Utama GOMBAK NORTH Bukit Lagong PRF Taman Bukit !H STATION Taman Bandar Baru Permata (PHASE 1) Amansiara Selayang Taman Gemilang Astana Gemilang

101.686

Date 04-10-2017 Legend ProjectNo 616EJ o H! Prop osedStation ExistingRailway PermanentReserve Forest Prod ucedby AFZ Segment 2A: Revision A 1:40,000 @A3sizepaper Prop osedAlignm (At-grade) ent Highway ECRLPhase 1 Gombak 0 0.5 1 Prop osedAlignm (Elevated) ent MajorRoads - Serendah km FIGURE 5.2-2a CoordinateSystem:GCS WGS 1984 Units: DegreeUnits: Prop osedAlignm (Tunnel) ent

Disclaimer:This map prodis ucedsolely intend forits edpurpose only. Allreasonable hascarebeen informationthe takenensure that to presented subjectaccavailabilityhereisthe to urate, and quality ofsourcesdata Thereused.howeveris no mapthisguarantee fromthat omorfreeis forany useerrors issions.otherpurposessole theIts riskof thereforeuser.theis at Source:ERE Consulting OpGroup SatelliteImagery JPBDMap enStreet(2017)., (2017), courtesy (2017), of USGS (2016) G:\Project\EJThe616CoastRail East Link –Phase (2)\Maps\MXD\EIA\Fig5.2-2a-f_Segm ent_South.mxd Ran ta u Pan janPRF g Ran taPan u janTam g bahanPRF Pahan g

Selan gor Serendah

Go m bak

Ban dar PuncakAlam WPKuala Straits of Lum pur SeriKg. Malacca Serendah

PortKlan g DatukKg. Putra jaya ÔÓE1 TokKg. Harun J a

l n a Pina n g

Bu Serendah n

ki

a

t t a l B e e Pero dua J S a r la – u n Su a n ga i n Ma n ufacturing Bu r a y a t a t u U n g a !H y a r h Ban darBaru u SERENDAH

b

e

S g . BuayaSg. L STATION

Tam a n Ehsa n ibu

s

s

a

SungaiChoh p

y

B

g

n

a

w

a

R

SerendahPRF Bukit Beruntung Raw a n g Tam a n DesaMa s

Ban dar Country KotaEm era ld Tem pler Hom es Kan chingPRF PRF

Date 04-10-2017 Legend ProjectNo 616EJ o H! Prop osedStation ExistingRailway PermanentReserve Forest Prod ucedby AFZ Segm ent2A: Revision A 1:40,000 @A3sizepaper Prop osedAlignm (At-grade) ent Highway North-SouthHighway Go m bak 0 0.5 1 Prop osedAlignm (Elevated) ent MajorRoads Serendah - km FIGURE5.2-2b CoordinateSystem:GCS WGS 1984 Units: DegreeUnits: Prop osedAlignm (Tunnel) ent

Disclaimer:This map prodis ucedsolely intend forits edpurpose only. Allreasonable hascarebeen informationthe takenensure that to presented subjectaccavailabilityhereisthe to urate, and quality ofsourcesdata Thereused.howeveris no mapthisguarantee fromthat omorfreeis forany useerrors issions.otherpurposessole theIts riskof thereforeuser.theis at Source:ERE Consulting OpGroup SatelliteImagery JPBDMap enStreet(2017)., (2017), courtesy (2017), of USGS (2016) G:\Project\EJThe616CoastRail East Link –Phase (2)\Maps\MXD\EIA\Fig5.2-2a-f_Segm ent_South.mxd 101 .461 J al an S BandarBaru un Pahang g a S g. BuayaSg. i B u aya Selangor Serendah

Gombak

Bandar PuncakAlam WPKuala Straits of Lump ur Malacca

PortKlang Taman RantauPanjangPRF Putrajaya Ehsanibu Saujana Rawang Taman DesaMas Bukit Beruntung BatuArang Bandar Country a m Homes a t U

a s e J at a lan B u D A n r a a l n a g J KotaEmerald

n ta la Se a– ar Ut ya ra uh ri eb ute Ja L P la s ek n ÔÓE1 lan Ta R Ja a w a n g U-Turn

ÔÓE25 Bandar TasikPuteri

101 .461

Date 04-10-2017 Legend ProjectNo 616EJ o H! Prop osedStation ExistingRailway PermanentReserve Forest Prod ucedby AFZ Segment2B: Revision A 1:40,000 @A3sizepaper Prop osedAlignm (At-grade) ent Highway North-SouthHighway Serendah 0 0.5 1 Prop osedAlignm (Elevated) ent MajorRoads Bandar - Puncak Alam km FIGURE5.2-2c CoordinateSystem:GCS WGS 1984 Units: DegreeUnits: Prop osedAlignm (Tunnel) ent

Disclaimer:This map prodis ucedsolely intend forits edpurpose only. Allreasonable hascarebeen informationthe takenensure that to presented subjectaccavailabilityhereisthe to urate, and quality ofsourcesdata Thereused.howeveris no mapthisguarantee fromthat omorfreeis forany useerrors issions.otherpurposessole theIts riskof thereforeuser.theis at Source:ERE Consulting OpGroup SatelliteImagery JPBDMap enStreet(2017)., (2017), courtesy (2017), of USGS (2016) G:\Project\EJThe616CoastRail East Link –Phase (2)\Maps\MXD\EIA\Fig5.2-2a-f_Segm ent_South.mxd 101.461

Pahang ÔÓE25 Selangor Serendah

Gombak

L AT Bandar AR Puncak Alam WP Kuala

Straits of Lumpur P u Malacca n c a k A l Port Klang a PUNCAK m Putrajaya ALAM Kg. Bukit STATION Latar Jeram Hijau (FUTURE) H!

Taman Bandar Industri Puncak Alam Jaya Alam Perdana Simpang Tiga Alam ersiaran P n P un ala c J ak 6 A m la Ala m Alam Jaya cak 6 Pun Persiaran

P Taman Alam e r s i Sutera a ra n P

.21012 u

3 n W c ak e A

s l a t - m C

o 1

a

s

t E 3 x m Laluan 1210 a pr l

A

e

k s

a s

c w n a u y P n iara Kg. Bukit Pers n a h Kerayong a

b m P

a

T e r

u s

r i

e a

M r a

n n a l M a J o k h ta r D a

h .21012

a 3 r i

101.461

Date 04-10-2017 Legend ProjectNo 616EJ o H! Prop osedStation ExistingRailway PermanentReserve Forest Prod ucedby AFZ Segment 2B: Revision A 1:40,000 @A3sizepaper Prop osedAlignm (At-grade) ent Highway West-CoastExp ressway Serendah 0 0.5 1 Prop osedAlignm (Elevated) ent MajorRoads - Bandar Puncak Alam km FIGURE 5.2-2d CoordinateSystem:GCS WGS 1984 Units: DegreeUnits: Prop osedAlignm (Tunnel) ent

Disclaimer:This map prodis ucedsolely intend forits edpurpose only. Allreasonable hascarebeen informationthe takenensure that to presented subjectaccavailabilityhereisthe to urate, and quality ofsourcesdata Thereused.howeveris no mapthisguarantee fromthat omorfreeis forany useerrors issions.otherpurposessole theIts riskof thereforeuser.theis at Source:ERE Consulting OpGroup SatelliteImagery JPBDMap enStreet(2017)., (2017), courtesy (2017), of USGS (2016) G:\Project\EJThe616CoastRail East Link –Phase (2)\Maps\MXD\EIA\Fig5.2-2a-f_Segm ent_South.mxd Pahang

Serendah an Kapar Selangor u T bah er am PRF M n Gombak a Kg. Bukit l a Kapor J Bandar Puncak Alam WP Kuala Straits of Lumpur Malacca Jalan Akob Port Klang Putrajaya

Kg. Tok Muda Jalan Kpg. Bukit Kerayong

anIsk Jal an da i r uar ar K Kapar Kap ukit n B Jala Taman Perindustrian Meru

West-Coast Expressway Taman Kapar

Setia Persiaran Hamzah Alang (Jalan TAP)

Kg .Perepat KAPAR STATION (FUTURE) .461

H! 101 Taman Meru Putra Kampung Haji Mohamad Shariff

m i u Meru s r s e a M K n n a a l l a a Aman Perdana J J Kg. Sementa

101.461

Date 04-10-2017 Legend ProjectNo 616EJ o H! Prop osedStation ExistingRailway PermanentReserve Forest Prod ucedby AFZ Segment 2C: Revision A 1:40,000 @A3sizepaper Prop osedAlignm (At-grade) ent Highway West-CoastExp ressway Bandar Puncak Alam 0 0.5 1 Prop osedAlignm (Elevated) ent MajorRoads - Port Klang km FIGURE 5.2-2e CoordinateSystem:GCS WGS 1984 Units: DegreeUnits: Prop osedAlignm (Tunnel) ent

Disclaimer:This map prodis ucedsolely intend forits edpurpose only. Allreasonable hascarebeen informationthe takenensure that to presented subjectaccavailabilityhereisthe to urate, and quality ofsourcesdata Thereused.howeveris no mapthisguarantee fromthat omorfreeis forany useerrors issions.otherpurposessole theIts riskof thereforeuser.theis at Source:ERE Consulting OpGroup SatelliteImagery JPBDMap enStreet(2017)., (2017), courtesy (2017), of USGS (2016) G:\Project\EJThe616CoastRail East Link –Phase (2)\Maps\MXD\EIA\Fig5.2-2a-f_Segm ent_South.mxd Pahang

Selangor Serendah Taman Klang Utama Gombak Industrial Park

Bandar Puncak Alam WP Kuala West-Coast Expressway Straits of Lumpur Malacca loh Pulau Klang PRF Pu Taman g. Port Klang S Klang Putrajaya Utama intasan ya P Sela hra t K u lan eb g U L tar a B Perdana aru Industrial ÔÓE30 Park Kg. Rantau Ja Panjang lan Ha ji Sirat

Northport Bandar Sultan Sulaiman J STRAITS OF MALACCA a la n K e r e t a p g i lan L . K a g m S a .461 101 Kg. Delek

h ti J r a hTa e la bu pah B n Le J i T a a e l g J a n Klang p a n i S S unga l Kg. Sireh u i a

i S mas n r E e n P a Ja n h Kg. Sg. l l la ara a a a a t s J n J a B a T y Sireh e a r Taman lu R Tanjung k n P a Tambahan Gembira u l la a a W i J n Harapan la e e stp JALAN K u o k r KASTAM g t- n

N n Te o Jala

r STATION

t a

h H! j J a a P Kampung R l o .98529 a a

2 t r n

LebuhTuri o t Raja Uda K

H K

n i a

g

im Persiaran l

h C S a e J w h u ra a Pelabuhan a y

y n Klang a 2.98529 101.461

Date 04-10-2017 Legend ProjectNo 616EJ o H! Prop osedStation ExistingRailway PermanentReserve Forest Prod ucedby AFZ Segment 2C: Revision A 1:40,000 @A3sizepaper Prop osedAlignm (At-grade) ent Highway West-CoastExp ressway Bandar Puncak Alam 0 0.5 1 Prop osedAlignm (Elevated) ent MajorRoads - Port Klang km FIGURE 5.2-2f CoordinateSystem:GCS WGS 1984 Units: DegreeUnits: Prop osedAlignm (Tunnel) ent

Disclaimer:This map prodis ucedsolely intend forits edpurpose only. Allreasonable hascarebeen informationthe takenensure that to presented subjectaccavailabilityhereisthe to urate, and quality ofsourcesdata Thereused.howeveris no mapthisguarantee fromthat omorfreeis forany useerrors issions.otherpurposessole theIts riskof thereforeuser.theis at Source:ERE Consulting OpGroup SatelliteImagery JPBDMap enStreet(2017)., (2017), courtesy (2017), of USGS (2016) G:\Project\EJThe616CoastRail East Link –Phase (2)\Maps\MXD\EIA\Fig5.2-2a-f_Segm ent_South.mxd Taman Binaraya

LEGEND Date 28-09-2017 Project No EJ 616 N Produced by FCZ Revision A At-Grade Platform Station

Not to scale FIGURE 5.3-1

Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user. Source: Railway Scheme for The East Coast Rail Link Project, MRL 2017 EJ 616 ECRL Phase 2\Drawing\EIA\Fig 5.3-1