Tun ada menyebut dalam posting terbarunya mengenai keretapi double tracking:
Apart from the bridge he did not go ahead with the double tracking and electrification of the railway line from J.B. to Padang Besar which had been agreed upon but was dropped by Abdullah.
For 14 billion Ringgit we would have this project completed by 2010. Instead, forced by the demand, he sanctioned the continuation of the track from Ipoh to Padang Besar for 12 billion Ringgit. We lost a lot of money.
Laman web www.railway-technology.com SINI memberitahu ada kebenaran kepada tulisan Tun M tersebut berkenaan landasan Ipoh-Padang Besar. Berikut pertikan:
The project runs between Ipoh in Perak to Padang Besar in Perlis, located in north Malaysia and the border town with Thailand.
The project covers four states, Perak, Penang, Kedah and Perlis. The first section stretches from Ipoh to Butterworth for 171km. The second section stretches from Bukit Meritahan to Padang Besar for 158km.
The construction of the first section will be given high priority as it is a continuation of the Rawang-Ipoh line, which will eventually shorten the distance between Kuala Lumpur and Butterworth to three hours from the current nine hours.
Malaysia's costliest rail project
Estimated to cost RM16.5bn, the Ipoh-Padang Besar electrification is Malaysia's largest and costliest railway project.
A multi-layer construction method is being followed, in which the construction takes place in a sequence from the bottom of the ground to the stations on the surface of the ground, to the signalling systems. This method facilitates simultaneous construction in all four states.
Two million pieces of pre-cast concrete sleepers, 1.5 million tons of cement and 400,000t of steel will be required to build the entire railway line.
EDTP project
The EDTP project was initially conceived in 2003 but was shelved by the new government due to increasing deficits of the state. The project was again resumed in 2007 and was awarded to the MMC-Gamuda joint venture, who was also the contender of the project in 2003.
"The project covers four states, Perak, Penang, Kedah and Perlis."
The project was given a temporary stop order by the Penang State Government in December 2008 as MMC-Gamuda had not furnished the track-laying plan for a 63km stretch. The order was issued with regards to a flood caused due to damage in the river bund in Titi Hitam, Seberang Prai, during the construction of the Ipoh-Padang Besar electrified double track. The project resumed again in January 2009 on the grounds that it is a national importance project.
The EDTP project was awarded to MMC-Gamuda, an equal joint venture partnership, on a design and build basis for a lump sum amount of RM12.48bn in July 2008. The contract was awarded with a precondition that any extra cost related to the project was to be borne by the main contractor. The project cost has now increased to RM16.5bn due to a rise in oil and steel prices.
In September 2008, it was reported that Betterworth to Pedang Besar would not be electrified as this section would mostly be used for the movement of cargo. This move is expected to reduce the project cost by a few hundred million Malaysian ringgit.
In December 2009, it was announced that the project completion date would be extended from December 2013 to January 2013, due to late approvals of the design and delays in the handover of the land caused by the relocation process of 3,000 squatters.
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Jika dilihat dari kronologi, sebahagian projek Padang Besar -JB ini disambung dan dianugerah pada MMC Gamuda pada harga mahal pada 2007.
Kontrak tersebut meliputi klausa sebarang kenaikkan ditanggung kontraktor. Adakah MMC Gamuda terjejas dengan kenaikkan besi keluli?
Mungkinkah MMC Gamuda bakal terjejas teruk dan terbengkalai jila kontrak sama diteruskan menurut terma asal?
Adakah kenaikkan besi keluli saja yang menyebabkan kenaikkan kontrak? Jika projek melibatkan JB ke Padang Besar, berapa pula kos akhirnya? Berapa rakyat mampu bayar intuk tambang keretapi?
Menurut maklumat, double tracking yg dijalankan MMC Gamuda dah sepatutnya siap.
Projek tersebut adalah sebahagian dari projek elektrfikasi keretapi Malaysia. Adakah tancangan elektrifikasi dan double tracking tidak dijalankan Dato Najib?
Berikut petikan dari WIkipedia:
Railway electrification in Malaysia is a relatively recent development of rail transport in Malaysia. While the first railway in the country dates back to 1885, it was not until 3 August 1995 that the first electrified railway service, KTM Komuter, began operations.
The term "railway electrification" mainly refers to the project to electrify the Keretapi Tanah Melayu'sWest Coast Line from Padang Besar to Johor Bahru, combined with the duplication of the single-trackline and the elimination of level crossings. As of November 2012, the stretch between Ipoh and Sungai Gadut Komuter station has been completed, with two electrified train services operating on the stretch: the KTM Komuter and the ETS.
Rapid transit and monorail systems in Malaysia are relatively new (the first of which is the Ampang Lineon 16 December 1995); they are designed and built fully electrified and grade separated from the start.
Baca seterusnya tentang projek-projek terebut melibatkan:
Narrow gauge
KTM menggunakan sistem keretapi lama yang dipanggil narrow gauge.
Wikipedia SINI ada memberi maklumat tentang landasan narrow gauge di Malaysia. Baca petikan berikut:
Malaysia's oldest railway systems are solely 1,000 mm (3 ft 3 3⁄8 in) gauge, a standard that has been adopted since the British colonial government laid down the first railway lines in 1885.
Keretapi Tanah Melayu, the main railway operator in Peninsular Malaysia, uses metre gauge for the main west and east coast intercity lines, as well as railway lines spanning Singapore, from the Johor-Singapore Causeway to the Tanjong Pagar railway station. Existing metre gauge lines are also used forKTM Komuter, the country's commuter rail service, which links Kuala Lumpur with neighbouring suburbs. However, standard gauge is used by the newer light rail operators in Kuala Lumpur city (Putra LRT, Star LRT) as well as the privately operated Express Rail Link to the airport.
In Sabah, the North Borneo Railway ("Keretapi Negeri Sabah") runs a metre gauge line from Kota Kinabalu up to Tenom in the Crocker Ranges, via Beaufort. Steam trains are also used in this route.
Ada pihak menimbulkan samada perlu diteruskan double tracking tanpa menukar "gauge". Ada kelebihan dan kekurangan "narrow gauge". Baca petikan Wikipedia berikut:
Advantages
Narrow gauge railways usually cost less to build because they are usually lighter in construction, using smaller cars and locomotives (smaller loading gauge), as well as smaller bridges, smaller tunnels(smaller structure gauge) and tighter curves. Narrow gauge is thus often used in mountainous terrain, where the savings in civil engineering work can be substantial.
It is also used in sparsely populated areas where the potential demand is too low for broader gauge railways to be economically viable. This is the case in some of Australia and most of Southern Africa, where extremely poor soils have led to population densities too low for standard gauge to be viable.
For temporary railways that will be removed after short-term use, such as for construction, the logging industry, the mining industry, or large-scale construction projects, especially in confined spaces, such as the Channel Tunnel, a narrow gauge railway is substantially cheaper and easier to install and remove. The use of such railways has almost vanished due to the capabilities of modern trucks.
In many countries, narrow gauge railways were built as "feeder" or "branch" lines to feed traffic to more important standard gauge lines, due to their lower construction costs. The choice was often not between a narrow gauge railway and a standard gauge one, but between a narrow gauge railway and none at all.
Disadvantages
Narrow gauge railways cannot interchange rolling stock such as freight and passenger cars freely with the standard gauge or broad gauge railways with which they link, and the transfers of passengers and freight require time-consuming manual labour or substantial capital expenditure.
Some bulk commodities, such as coal, ore, and gravel, can be mechanically transshipped, but this still incurs time penalties and the equipment required for the transfer is often complex to maintain.
Also in times of peak demand, it is very difficult to move rolling stock to where it is needed when abreak of gauge exists, so enough rolling stock must be available to meet a narrow gauge railways' own peak demand, which might be much more than needed by equivalent standard gauge railways, and the surplus equipment generated no cash flow during periods of low demand.
Solutions to these problems of transshipment are bogie exchange between cars, a rollbock system,variable gauge, dual gauge, or even gauge conversion. European standard gauge trains normally usebuffers and chain couplers, which do not allow such tight curves, a main reason to have narrow gauge. Therefore, narrow gauge trains normally use other couplers, which makes bogie exchange meaningless.
Another problem for narrow gauge railways was that they lacked the physical space to grow: their cheap construction meant they were engineered only for their initial traffic demands.
While a standard or broad gauge railway could more easily be upgraded to handle heavier, faster traffic, many narrow gauge railways were impractical to improve. Speeds and loads hauled could not increase, so traffic density was significantly limited.
In the case of Queensland, Australia, the Queensland Rail passenger network has nearly reached its capacity due to the narrow gauge and an ever increasing population, as such, new lines are to be built, thus negating the original cost savings.
http://theunspinners.blogspot.com/2015/04/memahami-isu-landasan-keretapi-double.html
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