ECRL PHASE 2 EIA Chapter 1 5 C

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: dar@mrl.com.my / ybyew@mrl.com.my
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 : rna@ere.com.my / kqw@ere.com.my
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

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.
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).
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

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.

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”.

!
Yala
!
Narathiwat ! Gulf of
Thailand
Pengkalan
KEDAH
THAILAND
Kubor Gulf of
Station H
! Kota Bharu
Station
Thailand
Wakaf H
! !(Phase 1)
Bharu Station
H
!
Pengkalan
Kubor Station
South
China Sea
H
! Kg. Pauh
Sebanjan
Tumpat
PERAK
!
Kuala
Terengganu MAJLIS
DAERAH
TUMPAT MAJLIS
PERBANDARAN
KELANTAN
THAILAND
Kg Jirat
KOTA BHARU
TERENGGANU
Wakaf Bharu
!
Ipoh
Station ! Wakaf
H Bharu Kota Bharu
KELANTAN
ne
Kubang
Li
Kerian
ay
! Wakaf Che yeh
ilw
Kuala Lipis ! Chukai
Kota Bharu
Ra
MAJLIS
DAERAH Station
at
mp
!
Teluk Intan
PASIR MAS (Phase 1)
PAHANG
H
!
Tu
s-
Raub !
! Kuantan
ma
Ge
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
of Malacca
Station
JOHOR
KEY PLAN KELANTAN
!
Bestari Jaya
Serendah
Bdr Baru Station
Sg Buaya
H
! MAJLIS DAERAH
HULU SELANGOR MAJLIS
Kuala
Selangor
!
Saujana
PERBANDARAN
Rantau Rawang BENTONG
PAHANG
! Panjang
! PRF Selangor
Heritage
Batu Arang Rawang Park
MAJLIS DAERAH MAJLIS

KUALA SELANGOR PERBANDARAN
SELAYANG
Puncak Alam Batu Dam
Station Selayang
(Future) Taman Bukit
Permata
H Gombak North
!
H
! Bandar
Puncak Alam
Station
Batu Caves (Phase 1)
SELANGOR
Bandar
Saujana Sungai Buloh
Utama
KUALA
Taman LUMPUR Ampang
Kapar
Kapar Setia
Straits of Subang
Malacca
! Kapar
H Station
(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
1:270,000
Jalan
Pelabuhan Kajang
Klang Kastam SELANGOR
Station
LEGEND Date 16-10-2017
o
Project No EJ 616
H
! Proposed Stations ECRL Phase 1 Produced by
Revision
ZAB
A
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 -
Integrated National Transport
Not to scale
Network in NPP2 FIGURE 1.5-2
Source: National Physical Plan-2, 2010
Date 04-10-2017
Project No EJ 616
N Produced by GJK
Revision -
Proposed Railway for Penisular
Not to scale
Malaysia in NPP3 FIGURE 1.5-3
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
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
Main Transit Centre Proposed Freight Rail

Proposed Northern Integrated Terminal
Proposed KL-Singapore
Existing Commuter Roads
High Speed Train
Existing LRT District Boundary
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
Source: Draft Selangor Structure Plan, 2035
Date 12-10-2017
LEGEND
Project No EJ 616
N Produced by FCZ
Revision A
Selangor Public Transport
Master Plan
0 3km 6km
FIGURE 1.5-6
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
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.

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.

Table 2-1: Terms of Reference Compliance Checklist (Cont’d)
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

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

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.

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.
shown either in the text or as appendix in the DEIA Refer Section 4.
report. Table 3-4 did not take in account environmental
considerations. Why.
iii. There is no such table for Kelantan options. Why

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.

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).

ITEM COMMENTS/ITEMS RAISED BY TECHNICAL REFERENCE IN THE EIA REPORT DOE’S COMMENTS
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.

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.

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.

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.

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.

2.3 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

Fax: 03 – 2096 5078
Email: dar@mrl.com.my/ybyew@mrl.com.my
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: rna@ere.com.my/ kqw@ere.com.my
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.

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.

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

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

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
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

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
 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 2C: High

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
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

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
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


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

Table 2-7 : Potential Impacts and Assessment Methodologies (Cont’d)
Potential Impacts
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.

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
management can degrade (based on their types) from chipping,
surrounding waters published literature mulching or
 Qualitative impact assessment to timber extraction
 Site office and workers camp
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

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

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
 Uneven grades of planning
 Fractured granites
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

Potential Impacts
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
alignment Noise Limits and acceptable limits
 Noise prediction using CADNA
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

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

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

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

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

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

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).

4.4.2 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.

 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)

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

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.

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.

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

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

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.

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

5.3 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

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

5.3.3 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.

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

Chart 5-1a : Typical Cross Section for Single Track Embankment
Source: HSS Integrated Sdn Bhd, 2017

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

Chart 5-2 : Typical Cross Section of Bridges

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

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.

Plate 5-5 : Visualization of station at Jalan Kastam

Chart 5-4: Diagrammatic Layout of Stations


Chart 5-5: Typical Section Track Schematic (Serendah)
Source: Railway Scheme Report for ECRL Phase 2, September 2017


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

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.

5.6.3 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.

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

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

 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)

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.

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).

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).

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

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

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.

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.

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

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.

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

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

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.

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.

 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
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
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.

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


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Date 28-09-2017
LEGEND
Project No EJ 616
N Produced by FCZ
Revision A
At-Grade Platform Station
Not to scale
FIGURE 5.3-1
Source: Railway Scheme for The East Coast Rail Link Project, MRL 2017
EJ 616 ECRL Phase 2\Drawing\EIA\Fig 5.3-1

ECRL PHASE 2 EIA Chapter 1 5 C

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ECRL PHASE 2 EIA Chapter 1 5 C

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01 INTRODUCTION

1.1 PROJECT BACKGROUND

1.1.1 Project Title

1.1.2 Project Concept

Section 1 Introduction 1-1

Table 1-1 : Length of Alignment

Table 1-2 : Location of Stations

1.1.4 Sensitive Receptors

 rural, suburban and urban settlements / residential areas

1-2 Section 1 Introduction

Enquiries about the Project may be directed to:

Malaysia Rail Link Sdn Bhd

Tel: 03 - 2724 2524

1.3 EIA CONSULTANT

The Consultant undertaking the Environmental Impact Assessment is:

ERE Consulting Group Sdn Bhd.

Tel : 03 - 8024 2287

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

1.4 LEGAL REQUIREMENT

Section 1 Introduction 1-3

1.5 CONFORMANCE TO THE GOVERNMENT PLANS

1.5.1 National Physical Plan

1.5.1.1 National Physical Plan 1

1.5.1.2 National Physical Plan 2

1.5.1.3 National Physical Plan 3

1.5.2 State Structure Plans

1-4 Section 1 Introduction

1.5.2.1 Rancangan Struktur Negeri Kelantan 2003 – 2020

1.5.2.2 Rancangan Struktur Negeri Selangor 2035

1.5.2.3 Selangor Public Transport Master Plan

a. P1: KTM Freight Line North (Serendah – Klang) with a length of 63 km

Section 1 Introduction 1-5

1.5.4 National Land Public Transport Master Plan

1-6 Section 1 Introduction

MAJLIS DAERAH MAJLIS

MAJLIS Shah Alam Subang Jaya

LEGEND Date 16-10-2017

Proposed Elmina Proposed Gombak Eastern

Proposed Kelana Jaya

Proposed Sungai Buloh-

Kelana Jaya-Ampang LRT

International Transit Centre Proposed Commuter

Main Transit Centre Proposed Freight Rail

2.2 ENDORSEMENT OF TERMS OF REFERENCE

 Flora and fauna:

Section 2 Terms of Reference of EIA 2-1

2-2 Section 1 Introduction

Section 2 Terms of Reference of EIA 2-3

2-4 Section 2 Terms of Reference of EIA

Section 2 Terms of Reference of EIA 2-5

2-6 Section 2 Terms of Reference of EIA

Appointed Individual (Dr. Pauziah Hanum bt. Abdul Ghani)

Section 2 Terms of Reference of EIA 2-7

Noted. Recommendations are included in the

2-8 Section 2 Terms of Reference of EIA

Section 2 Terms of Reference of EIA 2-9

2-10 Section 2 Terms of Reference of EIA

b) Pelan Perparitan Noted.

Section 2 Terms of Reference of EIA 2-11

2-12 Section 2 Terms of Reference of EIA

Section 2 Terms of Reference of EIA 2-13

2-14 Section 2 Terms of Reference of EIA