Transport – SeaDemon Says

February 19, 2021February 19, 2021

KESEDARAN KEBAKARAN BOT DAN KAPAL MILIK PERSENDIRIAN PERLU DIPERTINGKATKAN

M.Y Pochea yang berusia 45 tahun sedang terbakar di perairan Pulau Langkawi, Kedah. Kapal layar mewah milik persendirian tersebut yang mempunyai panjang keseluruhan 75.15 meter telah alami kerosakan teruk dalam insiden tersebut.

Pada 5 Februari 2021, sebuah bot nelayan Kelas C telah musnah dalam satu kebakaran yang berlaku 16.6 batu nautika ke Barat Daya Sungai Besar, Selangor. Dalam kejadian jam 10.20 pagi tersebut, seorang awak-awak warganegara Myanmar telah melecur di 90 peratus bahagian badan manakala dua orang lagi awak-awak warga Myanmar dan tekongnya yang merupakan warganegara tempatan dapat diselamatkan Maritim Malaysia.

Pada 18 Februari 2021, sebuah kapal layar mewah, M.Y Pochea, telah terbakar di perairan Pulau Langkawi. Kesemua enam orang yang berada diatas kapal layar tersebut telah berjaya diselamatkan oleh Maritim Malaysia. Kapal layar tersebut telah dibina pada tahun 1976 dan berusia 45 tahun.

Kedua-dua insiden tersebut adalah di antara insiden-insiden kebakaran yang melibatkan bot-bot dan kapal-kapal di perairan Malaysia. Insiden yang paling masyhur ialah penenggelaman kapal mewah M.V Sun Vista 60 batu nautika ke arah Barat Daya Pulau Pinang pada 21 Mei 1999. setelah tidak dapat mengawal kebakaran yang berlaku. Kesemua lebih 1,100 orang anak kapal dan penumpang kapal sepanjang 214 meter tersebut terselamat.

Kapal tersebut berusia 36 tahun semasa kejadian berlaku.

Kebakaran di atas sebuah vesel (terminologi yang akan saya gunakan sepanjang penulisan saya untuk merujuk kepada semua jenis bot dan kapal) adalah sesuatu yang amat ditakuti. Api dapat merebak dengan begitu cepat sekali tanpa mengira sama ada vesel tersebut diperbuat daripada kayu mahupun besi.

Perolakan haba (heat convection) yang dihasilkan oleh kebakaran tersebut sama ada akan membakar terus kayu yang menjadi dinding di antara ruang dalam kapal dengan air laut, ataupun menyebabkan pengaliran haba (heat conduction) melalui besi badan kapal yang akan menyebabkan pembakaran (combustion) bahan mudah terbakar.

Kepanasan melampau akan menyebabkan peledingan badan serta bulkheads kapal. Ini menyebabkan penutupan pintu kedap air untuk membantu memendamkan kebakaran (fire suppression) menjadi mustahil.

Bagi kebakaran yang melibatkan vesel jenis kaca gentian (fibreglass), ianya lebih cenderung untuk mengeluarkan asap toksik yang berbahaya kepada anak-anak kapal.

APA YANG LAZIMNYA MENYEBABKAN KEBAKARAN DI ATAS VESEL?

Kebakaran di laut bukanlah sesuatu yang menghairankan. Namun, penyebabnya adalah hampir sama bagi kesemua kes, melainkan dalam kes-kes yang melibatkan jenayah khianat. Bagi kes bot nelayan di perairan pantai negeri Selangor di atas, kita tidak tahu usia sebenar bot tersebut. Namun, pembinaannya lebih bersifat tradisional. Kita tidak tahu juga sama ada kontraktor pendawaian yang digunakan adalah berdaftar. Kadangkala, bot nelayan dan lain-lain vesel juga ada jalankan pengubahsuaian pendawaian sama ada kerana menggantikan yang lama ataupun menambah peralatan yang tidak datang dengan keadaan asal vesel.

Litar arus terus (DC circuit), sambungan yang longgar ke bateri, suis serta pendawaian bateri yang lama dan berkarat, saluran bahanapi adalah di antara punca-punca berlakunya kebakaran vesel.

Selain itu, sebarang pendawaian yang sudah berusia melebihi 25 tahun seharusnya diganti dengan yang baharu semasa vesel menjalani major survey. Anggota kejuruteraan sesebuah kapal harus jadikan amalan memeriksa setiap pendawaian dan saluran bahanapi untuk rekahan salutan atau pelunturan warna salutan pendawaian dan saluran bahanapi sebagai satu kebiasaan.

Pemeriksaan teliti juga harus dilakukan ke atas kesemua pengapit saluran minyak supaya tidak ada yang terlalu longgar sehingga menyebabkan tumpahan bahanapi, dan tidak dipasang terlalu ketat sehingga ‘menggigit’ saluran bahanapi dan boleh menyebabkan kebocoran saluran bahanapi. Sebarang kebocoran boleh juga mengakibatkan pembentukan wasap petrol atau disel yang boleh mengakibatkan kebakaran atau letupan sekiranya bilge blower tidak dihidupkan atau tidak berfungsi dengan baik.

Satu lagi sebab utama kebakaran vesel yang lazim ialah tahap pengemasan dalam kapal adalah lemah (poor housekeeping). Kebakaran-kebakaran yang melibatkan kapal-kapal layar mewah jutaan Dollar seperti M.Y Barbie, M.Y The One, M.Y Lalibela, M.Y Pamela IV kesemua musnah dalam kebakaran yang disebabkan oleh tahap pengemasan yang lemah. Apa yang menyebabkan kebakaran M.Y Pochea pada 18 Februari 2021 belum kita ketahui. Tetapi adalah tidak menghairankan sekiranya puncanya adalah salah satu atau lebih sebab yang telah dibincangkan di atas.

KOMPETENSI ANAK KAPAL

Kalau kita amati video temuramah anak kapal M.Y Pochea yang disiarkan dalam laman Facebook Agensi Penguatkuasaan Maritim Malaysia, kita dapat lihat reaksi anak-anak kapal yang agak kelam-kabut semasa berlakunya insiden tersebut. Semasa menonton video tersebut, saya rasakan kemungkinan mereka tidak diberi latihan yang sempurna yang memenuhi kehendak undang-undang maritim.

Sebagai contoh, anak-anak kapal terpaksa menggunakan baju T untuk dilambai untuk menarik perhatian kapal ronda Maritim Malaysia yang lalu berhampiran. Tiada disebut mengenai sistem pemendaman dan pemadaman api dihidupkan. Tiada juga disebut penggunaan radio VHF yang mempunyai Digital Selective Calling (DSC) untuk berhubung pihak Maritim Malaysia atau Pasukan Gerakan Marin PDRM untuk memohon bantuan. Tiada langsung disebut mengenai penggunaan suar merah untuk menarik perhatian vesel-vesel yang berdekatan dengannya.

M.Y Pochea adalah merupakan sebuah kapal layar mewah yang boleh membawa seramai 12 orang penumpang dan 13 orang anak kapal yang panjangnya melebihi 75 meter dan beratnya 530 tan metrik. Sekiranya ianya digunakan untuk sewaan komersil, maka ianya perlu patuhi banyak peraturan-peraturan maritim seperti COLREGS, Passenger Yacht Code, ITC, Ballast Water Management, BUNKERS, Konvensyen Buruh Maritim 2006, SOLAS Bahagian I, II, III, V, XI, STCW dan lain-lain. Sekiranya ianya tidak digunakan untuk tujuan komersil, ia masih perlu mematuhi kesemua di atas kecuali STCW, Konvensyen Buruh Maritim 2006, SOLAS Bahagian II, III, dan XI.

Ini bermakna pemilik M.Y Pochea wajib menentukan anak-anak kapal adalah terlatih, biasa dan mahir mengendalikan sistem dan kecemasan kebakaran dan lain-lain termasuk penggunaan alat radio untuk berhubung dengan mana-mana agensi yang boleh membantu. Sama ada latihan tersebut dilakukan secara berkala seperti yang dikehendaki oleh peraturan-peraturan dan undang-undang maritim atau tidak, hanya mereka yang terbabit boleh menjawab persoalan tersebut.

Insiden kebakaran yang berlaku keatas M.Y Pochea adalah sesuatu yang sangat menyedihkan. Anak-anak kapal tersebut agak bernasib baik dapat diselamatkan tanpa mengalami sebarang kecederaan yang boleh mengancam nyawa. Yang menyedihkan juga ialah tindakan-tindakan yang diambil oleh mereka langsung tidak mencerminkan bahawa mereka telah dilatih dengan secukupnya untuk mengendalikan kapal layar tersebut dengan selamat sama ada dalam pengoperasian biasa mahupun dalam keadaan kecemasan. Sekiranya latihan-latihan termasuk pengendalian kecemasan terus dipandang enteng oleh pemilik-pemilik, maka suatu hari nanti ianya akan memberi bahaya kepada lain-lain vesel di laut.

Dan sudah tentu anak-anak kapal tersebut bernasib baik kerana hadirnya Maritim Malaysia yang cekap memberi bantuan memadamkan kebakaran sambil menyelamatkan ketujuh-tujuh mereka.

July 24, 2017July 24, 2017

Many Malaysians Are Still Monkeys

Back in the 1970s and at least until the 1980s people in Europe thought that Malaysians live on trees. That statement still holds true for the many whom have yet to evolve from their Homo habilis stage.

Four months ago some made fun of the Indians in India for vandalising the Tejas Express, a new and modern high-speed train that plies between Mumbai and Goa.

Screenshot of a web portal condemning Indians for vandalising the Tejas Express

Malaysians may have a literacy rate of 94.6 percent according to UNESCO but all that means is that only 29.5 million out of 31.19 million Malaysians can read. It does not mean that the 29.5 million are better educated than the 1.69 million who cannot read well. Being able to read does not equate to being educated. It just means that smarter Malaysians have an IQ of a genius gorilla – points below the average human IQ, while the average Malaysian have the IQ of the smartest chimpanzee which is 40.

Take for example motorists who flout the law by driving at speeds in excess of the legal limit, or those who continue to use the emergency lanes after being given numerous warnings, or those who think that Malaysia is just one big rubbish dump.

The rubbish that was driving this car treated Malaysian like one big garbage dump

I am sure you have seen the Facebook posting by Datuk Najmuddin Abdullah, MRT Corp Strategic Comunications and Stakeholder Relations Director on the number of vandalised properties just five days into full MRT SBK line operations. I cannot believe how monkeys who call themselves Malaysians are still able to live in this modern world without having ever to evolve into proper human beings.

I will share you some of the photos that have been shared with me a few days ago:

Damaged toilet for the disabled at one of the MRT stations

Scratched seats – do these people have iron butt or something?

Rubbish thrown onto the roof of the Bukit Bintang MRT station

A disused spotlight and a broom – just how did they get there?

And do you remember this wall from a previous posting of mine?

The Rukunegara (National Principles) wall on the concourse level of the Merdeka station

Chipping from the damaged Rukunegara wall

Even the Rukunegara wall at the Merdeka MRT Station was not spared damage. According to RapidKL staff, parents allowed their children to practice wall-climbing there. If I were there I would smack the children and throw their useless parents onto the electrified tracks. At least it would help minimise the carbon footprint!

And believe it or not, as hard as concrete may be, nothing is Malaysian-proof. Even the hardest of concrete can be chipped by ordinary Malaysians.

Netizens and news portals screamed for blood while BigDog seemed to at a loss for words to describe the horrors inflicted by these monkeys.

And up until last weekend, MRT Corp has had to fork out a sum in the region of RM10,000 to repair SOME of the damages. Not all could be repaired. This is money that could have been put to better use elsewhere to help provide better services to the riders.

And just when you think people have learnt and slide somewhat out of their simian form, this morning I received a WhatsApp message containing damages done to toilets at the MRT Maluri station.

A door handle of one of the toilet booths’ door that has come off at the MRT Maluri station

Damaged pipe at one of the sinks at the MRT Maluri station

Perhaps, it is time for Prasarana to increase its auxilliary police patrols at stations and pay attention to the CCTVs. Nab these monkeys and charge them in court for committing mischief. If the damage done costs more than RM25, then the offender is liable to be punished by a jail term that may extend to five years or with fine or with both.

If it is RM25 or less, then the offender is still liable to a jail term of not less than one year but may extend to five years, or with fine, or with both.

Never give face to monkeys because they will usually get worse if they do not get the harshest form of punishments. If this is not done, we shall continue to have them live amongst us and claim themselves to be “educated” Malaysians while their behaviour reflect that they still live on trees.

A monkey Malaysian – picture courtesy of TV Smith

But trust me on this: there will be a group of lawyers who oppose the government who will defend the action of these monkeys. That is why they think they are always right and it is their right to behave like scums.

July 21, 2017

The MRT Park And Ride Issue

The MRT Park & Ride has come under criticisms over its parking rates

I received a message via WhatsApp about a person who experienced a shocker at one of the MRT Multi-Storey Park and Ride. The following is the message:

Park n Ride service at MRT station – users beware !!! 😡😡😡

Last night, July 19th, I parked my car at the park and ride MRT station at Phileo Damansara, n took MRT ride to Pavilion to watch a movie. Came back, I paid MR21.00 for parking for about 5 hrs !!!
It was supposed to be MR4.30 per entry.
Checked with parking staff, was told I was among many drivers who kena “hangtam”.
To qualify for MR4.30 per entry, one MUST use TnGo card at car park entrance, MRT ride going, MRT ride returning & car park exit. If you did not use TnGo card for any of the 4 points above, you pay the per hour rate !!!
Felt cheated, as there was no such notice at car park or MRT ticketing counter.

As usual, I would seek clarification from the source, which I am now sharing with you:

MEDIA RELEASE

SAME TOUCH ‘N GO CARDS NEEDED FOR PARKING AND TRAIN TO GET SPECIAL RATES
Kuala Lumpur, 21 July 2017: Mass Rapid Transit Corporation Sdn Bhd (MRT Corp) wishes to address several issues which have arisen following the opening of Park and Ride facilities in conjunction with the commencement of full service of the MRT Sungai Buloh-Kajang (SBK) Line.
MRT Corp has received several complains from users of the various Park and Ride facilities along the SBK Line of them not being charged the RM4.30 per entry rate and having to pay more despite using the MRT service.
MRT Corp Director of Strategic Communications and Stakeholder Relations Dato’ Najmuddin Abdullah said in order for users to enjoy the RM4.30 per entry rate, the user has to follow several steps.
Firstly, he said users must use the same Touch ‘n Go cards which they had used to enter the Park and Ride, to get on the train by tapping it at the MRT station fare gates.
“The same card used to enter the Park and Ride has also got to be used at the fare gates of the station before boarding the MRT train because this is the only way that we can differentiate who has parked and ridden on the train, and who has not,” he said.
Najmuddin said those who fail to use the same Touch ‘n Go card would unfortunately be charged the full standard hourly parking rates despite taking the train by using a different card or by buying a token.
“Cases of those who used the Park and Ride who were charged the standard hourly rate was mainly due to this,” he said.
In addition to having the use the same card at the Park and Ride and to ride the train, Najmuddin said there were also several other steps which needed to be followed.
He said on the return journey, users must also ensure that the same Touch ‘n Go card is used to exit the station, and then exit the Park and Ride.
“Please take note that tapping in during the first journey, and tapping out during the return journey, has to take place at the same station, which is the MRT station that is attached to the Park and Ride.
“We have had instances where a user took the train at a station attached to a Park and Ride, and then returned to the park and ride by bus. This will result in the standard hourly rate being charged,” he explained.
In addition to this, on the return leg, there is a time limit of two (2) hours between a user tapping out of the fare gates at the MRT station and to exit the Park and Ride.
Users should also be aware that if they use the same Touch ‘n Go card for the Park and Ride to tap in at the fare gates at a station, and then exit the fare gates at the same station without getting out at another station, they will also be charged the standard hourly rate.
“What this means is that if a person enters a station, takes the train everywhere but does not get out at any station, then returns to the station where he or she began the journey and tap out there, he or she will not get the special rate,” he explained.
Dato Najmuddin said MRT Corp will add more signage at the Park and Ride to explain what was needed to be done so that users could enjoy the RM4.30 per entry charge for those who used the MRT service.
“In view of the situation, we urge those who have used the Park and Ride and complied with the steps mentioned above except for the step about using the same card to ride on the train to seek refunds from MRT Corp,” he said.
Please email to mrtparkingfeedback@mymrt.com.my or call the MRT Corp Parking Operations Unit at 03 – 2081 5328 or 03 – 2081 5330.
Najmuddin said this only applied to the Park and Ride at Sungai Buloh, Phileo Damansara, Maluri, Taman Midah, Taman Suntex, Bandar Tun Hussein Onn, Bukit Dukung and Sungai Jernih.
For the other parking facilities along the SBK Line such as at Kwasa Damansara, Kwasa Sentral, Bandar Utama, Pusat Bandar Damansara, and Kajang; Najmuddin said they were owned and controlled by external parties
“Users can contact their operators of these car parks directly for any issues to be addressed,” he said.
The parking rates for the Park and Ride facilities are attached.
-ends/-

I hope the above explanation is satisfactory.

July 14, 2017

Festering With Hatred

The special Jalur Gemilang MRT train – photo courtesy of Dato Najmuddin Abdullah

In three days time the Sungai Buloh to Kajang (SBK) line of the Mass Rapid Transit (MRT) will come into operation. Works Package Contractors that have won the contract to construct the respective packages on the Sungai Buloh – Serdang – Putrajaya (SSP) of the MRT will commence their works there in full swing. The Project Delivery Partner as well as the Supervising Consultants (PDP/SC) will complete the handover of construction-related documents to MRT Corp. All that will be left of the PDP/SC are those overseeing the warranty period.

A project envisioned to help millions of the Klang Valley’s urban and suburban commuters get from one point to another easier will now bear fruit. Every day, tens of thousands of workers from as far as Senawang, Tanjung Malim and Pelabuhan Klang, can take the KTM Komuter and work or find work in places like Kota Damansara, Mutiara Damansara, TTDI, Pusat Bandar Damansara, and Cheras without having to switch to buses or taxi, or drive all the way to their destination.

The MRT anticipates a drop of 160,000 cars enterng Kuala Lumpur and its surrounding areas daily. The only thing that would prove to fail the statement would be our own attitude towards public transport.

This article may come at a point when things related to a recent hoo-haa have begun to die down. Nevertheless, I had to do some checking before writing this post.

The first hoo-haa is related to the claim of having 160,000 lesser cars entering Kuala Lumpur etc. Many ridicule the statement and ask if MRT Corp has 160,000 parking bays or more. I sometimes wonder if there is anything at all inside the cavity in between their ears.

While the MRT has several Multi-Storey Park and Ride (MSPR) complexes, the idea of having the MRT is for commuters to leave their vehicles at home, not to worry about the “escalating cost of fuel and living,” get on board the feeder buses to the nearest MRT station to get to work.

Previously, someone living in Tanjung Malim working in Kota Damansara’s Sunway Giza for example, would have to take the KTM Komuter and alight at Sungai Buloh, then take either a bus or a taxi to get to office while spending time in traffic. Now, all he or she has to do is to alight the KTM Komuter at Sungai Buloh and get on one of the MRT trains and alight at the Surian station and take a MRT feeder bus if the last mile is a bit far for walking. Commuters now have access to jobs at places they previously would not consider because it may involve relocating the family.

The next hoo-haa involves the recent visit by Najib Razak and family, and a few selected social media influencers. There was a claim that passengers were pushed back by Prasarana officials from the front of the coach to the rear. I find this amusing to say the least. To understand why I laughed at this claim, you must understand the current phase of the MRT service.

Justified? I don’t think so. This is the baseless hatred towards anything Najib Razak talking

Phase one of the MRT SBK line commences at the Sungai Buloh station, passes Kampung Selamat in Sungai Buloh, Kwasa Damansara, Kwasa Sentral, Kota Damansara, Surian (Sunway Giza), Mutiara Damansara (IKEA), Bandar Utama (One Utama), TTDI (near GLO and KPJ Damansara), Phileo (Section 16/Eastin Hotel), Pusar Bandar Damansara, and terminates at Semantan (until Sunday 16 July 2017).

The Prime Minister and his entourage boarded the train at the Pusat Bandar Damansara station AFTER office hours. At one station before that (Phileo), Prasarana had cleared the front portion of the train.

You must understand several more things – each train has the capacity to transport 1,200 commuters, three times the number each LRT train can carry. Each train has four coaches. Every day after office, more commuters take the Sungai Buloh-bound train than the one going to Semantan. I asked staff from Prasarana and MRT Corp, as well as the Special Branch officers who were there that day, all of them put the number of commuters headed towards Semantan station that day at “ten or less.” I would concur as I have taken this route at this very time.

An MRT train. Note how it has four coaches and each coach has four doors

The “push back” which obviously was for security reasons, involved getting those on board to clear the area in the vicinity of the first door only. One official who entered through the third door said, “There were about ten people or less who were seated near the second door. They got off at the last station.”

So, it was not like hundreds of people were pushed back to the fourth coach, but just ten people or less in a train with the capacity to carry 1,200. How far back do you think did they have to go?

Inside an MRT train – how far do you think ten people need to go when pushed back?

It is a case of making a mountain out of a molehill with the intention to make those alike incensed because here is some wimp who was “inconvenienced” at having to move to the rear of the train, those who hate anything that the government does unless it is a government that has Lim Kit Siang or Lim Guan Eng manning the puppet string.

An example of a “Hate anything Najib” zombie

“Passengers were asked to move to the back of the train.” Pathetic bitch.

And this was all caused by Malaysiakini’s (as usual) absence of journalistic ethics, reporting only half-truths, inciting people to hate anything not controlled by the DAP. Of course, they have the KPI set by the NED to meet to guarantee operating funds.

MalaysiaKini is very into nation-disintergration

I mentioned above that I had to seek clarification on the physical situation of the event in order to understand, and make you understand the circumstances. Unlike some portal that writes before the brain could start functioning, then corrects its article only after thousands express their rage on social media.

April 23, 2017

Real Growth For The East Coast

The first rail line was opened in 1885 running between Port Weld and Taiping. The line to the east coast running between Gemas and Tumpat was only completed in 1931, by passing major towns such as Kuantan, Kuala Terengganu and Kota Bharu.

For decades after that there was no real growth in terms of communications in the east coast.

As a punishment to the people of the east coast for not voting in the Barisan Nasional, aid to Kelantan was curbed and was changed into the form of ‘Wang Ihsan‘ in 1990, and the East Coast Highway terminated near Kuantan because Barisan Nasional was ousted by the people of Terengganu in 1999.

Najib Razak changed all that.

Phase 3 of the East Coast Highway which will terminate at Kota Bharu will commence during the 11th Malaysian Plan (2016-2020), as well as the East Coast Rail Link, a new rail link cutting through green fields.

The first phase will see the Klang Valley connected to Kuantan, Kuala Terengganu in the second phase and Kota Bharu and Wakaf Bharu in the third and final phase.

Announcing at the handover ceremony of the Ganchong Water Treatment Plant, he said that the GDP of the state of Pahang would increase by 1.5 percent when the ECRL comes online.

The Opposition as usual is opposed to anything that is good for the people if it comes from the government.

PAN’s Mujahid Yusof Rawa, for instance, questioned how it will benefit the local economy – and you do not need to be a member of Parliament let alone a rocket scientist to figure out the answer.

The ECRL will act as a land bridge for goods coming from the west coast going to especially Shenzen in China through Kuantan port, and similarly goods from the east coast get sent to the Middle East and India through Port Klang.

This land bridge would also allow goods from the eastern part of the globe be sent to the western part through these two ports without having to circumnavigate the Singapore strait.

This cuts down the over-reliance on the Strait of Malacca. Today, more than 80 percent of China’s energy needs pass through that narrow waterway.

So if you imagine it takes just four hours for goods to be transported by a lorry from Kota Bharu to Port Klang using the ECRL as compared to seven hours using the Gua Musang way or nine hours via the East Coast highway, you would be able to imagine the kind of economic growth the east coast states would stand to benefit from the ECRL.

No longer would SME or heavy industries have to be centred in the Klang Valley where the costs of land and living are far higher compared to in Kelantan and Terengganu. More jobs would be created and the luxury gap lessened tremendously.

The time for goods to be transported from Shenzen to Port Klang would be 30 hours lesser than having to sail them around Singapore.

“Cost issues aside, this new network will create new alternative routes to boost trade for Asean, with Malaysia as the base; and why this has to be taken seriously is because the Chinese have a direct interest in the (Kuantan) port and the rail link,” said Mr G. Durairaj, managing director of maritime and logistics consultancy PortsWorld.

Already Kuantan port is home to several petrochemical companies such as the BASF-PETRONAS Chemicals.

The port has also attracted RM8.9 billion worrh of investments including a RM3.5 billion steel facility.

The integrated steel mill will occupy a 287ha site – half the size of Singapore’s Sentosa island – and have an annual production of 3.5 million tonnes.

Imagine the size of investments that the ECRL could bring into the east coast states. Would you now question the benefits the ECRL would bring?

April 8, 2017

Whine Even When Others Think You’re Lucky

Long before most netizens and majority of the current workforce were born, DAP’s Emperor Lim Kit Siang complained on 1st September 1977 about the lack of public transport and increase in fares by now-defunct well-known bus company, Sri Jaya. Four days later, he called for the resignation of both Ganie Gilong of Sabah who was the Transport Minister, and Dr Goh Cheng Teik who was the Deputy Transport Minister to resign.

Political and monetary instabilities as a result of the international monetary crises in the early 1970s and the oil crisis in late 1973 contributed to the worldwide recession, stagflation and very slow recovery. Consumer Price Index (1967 = 100) jumped by 10.5 percent in 1973 and 17.4 percent the following year. In 1977 it was down to 4.7 percent, the lowest since 1973, and the CPI figure never went down further until 1984.

Money, Income and Prices of Malaysia (1966-89) from the book The Monetary and Banking Development of Singapore and Malaysia by Sheng-Yi Lee

It was a time when Malaysians could hardly afford anything. In order to assist the rakyat, Tun Abdul Razak set up the Restoran Rakyat in August 1973. It was where a nasi lemak breakfast would cost only 20 sen and a simple lunch of rice, fish curry and vegetables would cost only 80 sen. Of course, 20 sen those days is like RM2.00 of today but any balanced meal today that costs less than RM10.00 per plate is greatly welcomed.

The Restoran Rakyat, near today’s Dataran Merdeka – Tun Razak’s way of helping the rakyat in KL to overcome inflation (courtesy of harithsidek.blogspot.com)

Also introduced by Tun Razak was the BMW – Bas Mini Wilayah, in September 1975. The fare to any destination was 40 sen then and was only increased to 50 sen in 1991 and 60 sen two years later. The BMW services were discontinued in July 1998 when it was replaced by Intrakota and subsequently RapidKL in 2005.

The notorious BMW – BERNAMA Images/Paul Tan

Today, as a result of a great foresight by the current government, land public transport and infrastructure have improved in leaps and bounds. According to a research report published on the 4th April 2017 by the Financial Times, Malaysia’s transport users get the best deals in ASEAN.

Graphs comparing Malaysia and the rest of the ASEAN-5 in terms of spending on transport as well as the WEF’s ranking for the ASEAN-5 transportation infrastructure (Financial Times)

The graph shows that Malaysian commuters spend about USD12 per day on commuting as opposed to Indonesia, Vietnam and the Philippines where commuting could cost up to USD20 per day, the only exception being Thailand where it could get to USD15 per day.

Malaysia is also ranked in the Top 20 from 138 nations in terms of transportation infrastructure, according to the World Economic Forum.

Malaysian spending on transportation rose to 0.7 percent of the GDP in 2016 compared to 2015, and the Financial Times research report attributes this to Prime Minister Najib Razak who continues to make infrastructure a key priority.

While the completion of the MRT SBK (Sungai Buloh-Kajang) Line 1 targetted for July 2017 and the construction of the MRT SSP (Sungai Buloh-Putrajaya) Line 2 and LRT 3 now taking place, urban and suburban dwellers in the Klang Valley can expect a much economical and more integrated mode of getting around, while feeder services such as the ETS, KTM Komuter, and the soon-to-be-expected HSR and double-tracking projects will allow growth in other areas and allow for cross-country commuting to and from work.

Projects like the ECRL and the Pan-Borneo highway will provide for the growth and availability of jobs not only in the urban areas but also in greenfields as well as pockets of rural towns where meaningful economic activities have thus far eluded.

With a projected population of 32.5 million by 2030, elaborate and efficient land public transport systems must be in place to ensure efficient mobility within and between spatial conurbations across Malaysia while the introduced National Land Public Transport Master Plan (NLPTMP) will ensure continual improvements and additions are made to the land public transport systems.

Malaysians should be thankful that plans have been made to improve transportation infrastructure instead of constantly complaining.

December 16, 2016

Another Promise Delivered

Another promise delivered, another history made.

Today, Phase One of the Klang Valley Mass Rapid Transit Sungai Buloh-Kajang Line service comes online.

This service plies between the Sungai Buloh KTM station and the Semantan station (across from UOA Jalan Semantan) will run for free for a month until the 16th January 2016.

The project will be completed earlier than planned at RM2 billion less than the RM23 billion projected.

This is RM77 billion less than what was blurted out by PKR’s habitual and court-proven liar, Rafizi Ramli.

Once completed in April 2017, the MRT Line 1 will connect suburban areas with the urban networks servicing the city of Kuala Lumpur such as the LRT and KL Monorail.

Prime Minister Najib Razak also made it a project term that there would be Bumiputera participation in all aspects of the project.

While previous administrations emphasised on 30 percent Bumiputera participation, Najib Razak through MRT Corporation ensured a minimum of 50 percent Bumiputera participation in the civil elevated works (viaducts and stations).

Only in the underground works (tunneling and stations) as well as non-civil works (systems and integration) where foreign expertise is needed, Bumiputera participation must be at 30 percent or higher through joint-venture companies to ensure that technology knowledge-transfer takes place.

I must make mention of two things. I was fortunate to have spent a large chunk of my time in the MRT project under the tutelage of Michael Harfoot, a Welsh resident of Hong Kong, who is very knowledgeable in the field of urban railway construction.

Mr Harfoot remains one of the rare Chief Resident Engineers who could do and read as-built drawings without the use of computer aids. He also imparts knowledge to the local engineers with much zest.

Michael Harfoot (second from right) taking his staff on an MRT ride today

Secondly, the project would not have succeeded without the unenviable tasks of communicating with the public,especially with stakeholders – facing the brunt of public anger and so on.

Datuk Najmuddin Abdullah and his team from the Strategic Communications and Stakeholder Relations division had done very well in ensuring that things are communicated to and from the public.

Datuk Najmuddin is no stranger to the management of crises. He handled the communications during the MH370 and MH17 tragedies.

We should also not forget the tens of thousands of Bangladeshi, Pakistani, Indonesian workers who toiled to complete this project under the hot sun, doing work that no Malaysian would, and pouring rain, braving snake bites and dengue fever, who are forever thankful that Malaysia is still the land of milk and honey for them and the families that they feed.

If this country is truly going down the drains, they would have quit their job and moved elsewhere.

December 14, 2016

High Speed Development

“I look forward to taking my first train up to Putrajaya in ten years’ time.”

Singapore Prime Minister Lee Hsien Loong is confident that the 350-kilometre high-speed rail (HSR) link between Kuala Lumpur and Singapore would bring both countries even closer together.

Facing a technical recession where the economy is more or less stagnant, Lee Hsien Loong has constantly reminded small and medium enterprises in Singapore to expand to neighbouring countries.

Hence, the HSR is truly important for Singapore to see that the project is completed within the stipulated ten-year period.

For Malaysia, it would definitely boost tourism as it opens up lesser known towns on the southwestern coast of Peninsular Malaysia to tourists from Singapore.

As a matter of fact, Singapore’s Straits Times has printed a guide on the places that could be visited once the HSR is in operation.

Not only that, as with the rail system run by the Keretapi Tanah Melayu (KTM), areas surrounding the HSR link would definitely see an increase in both development and prosperity as connectivity improves.

While the 10-year timeframe is a “relatively short period of time” given the size and complexity of the project, Malaysian Prime Minister Najib Razak said he is committed to meeting the deadline.

“We have to work very closely together and be very focused, and we must overcome all the challenges as we move ahead,” he said.
Although Malaysia and Singapore are both different countries, they share a common history. Many from both countries are related and cross-border marriages are rife.

Perhaps Singapore Foreign Minister Vivian Balakrishnan has summed it all in the best way: “Our relationship with Malaysia is strong and flourishing. We are bound by history, kinship, culture and strong people-to-people ties.”

There is no doubt that the people from both countries would benefit from this single link.

October 13, 2015

Read So Your Worries Don’t Take Its Toll

FAQ ISU KENAIKAN KADAR TOL
SOALAN : MENGAPAKAH PENGUMUMAN KENAIKAN KADAR TOL DIBUAT OLEH SYARIKAT KONSESI?

Pengumuman mengenai kadar tol yang baru di 18 lebuh raya tol bermula 15 Oktober 2015 telah dibuat sendiri oleh syarikat-syarikat konsesi lebuh raya yang berkaitan memandangkan mereka mempunyai tanggungjawab untuk menguruskan lebuh raya masing-masing untuk satu tempoh masa berdasarkan Perjanjian Konsesi yang ditandatangani.

SOALAN : ADAKAH MELALUI PERJANJIAN KONSESI (CA) SESUATU KADAR TOL PERLU DINAIKKAN?

Didalam Perjanjian Konsesi yang ditandatangani, ada beberapa komponen seperti jadual kadar tol sepanjang tempoh konsesi di mana penentuan kadar tol dan tempoh kenaikan kadar tol adalah mengambil kira kos operasi, penyenggaraan, unjuran trafik dan kos pembiayaan kewangan (loan repayment). Atas faktor-faktor inilah, tempoh kenaikan kadar tol perlu dikaji secara puratanya di antara 3 hingga 5 tahun. Oleh yang demikian, kenaikan kadar tol adalah diperlukan oleh syarikat-syarikat konsesi yang terlibat untuk membolehkan mereka menampung kos-kos operasi dan penyenggaraan di lebuh raya masing-masing demi memastikan keselamatan dan keselesaan pemanduan yang optimum.

SOALAN : APAKAH PERKARA YANG DIAMBIL KIRA KERAJAAN DALAM MEMBUAT KEPUTUSAN KADAR KENAIKAN TOL PADA TAHUN 2015?

Bagi tahun 2015, kenaikan kadar tol telah dikaji dengan teliti dengan mengambil kira beberapa parameter. Antara parameter yang telah digunakan adalah penstrukturan semula dasar subsidi nasional di mana kenaikan kadar tol ini dapat menjimatkan perbelanjaan Kerajaan yang dianggarkan sebanyak RM580 juta yang seterusnya boleh digunakan untuk tujuan pembangunan lain yang lebih memerlukan.
SOALAN : APAKAH KESAN KENAIKAN TOL KEPADA KEWANGAN KERAJAAN ?

Kenaikan kadar tol mulai 15 Oktober 2015 seperti yang diumumkan oleh syarikat-syarikat konsesi lebuh raya perlu dilihat dari segi penjimatan kepada kewangan negara. Setiap tahun, Kerajaan perlu membayar pampasan penangguhan kenaikan kadar tol kepada syarikat-syarikat konsesi lebuh raya sekiranya kadar tol tidak dinaikkan. Dalam hal ini, Kerajaan perlu membayar pampasan yang dianggarkan sebanyak RM580 juta kepada syarikat-syarikat konsesi lebuh raya sekiranya kadar tol tidak dinaikkan pada tahun 2015. Penjimatan sebanyak RM580 juta ini boleh digunakan untuk membiayai perkara-perkara seperti berikut: penurapan semula 380km jalan-jalan sediada; pembinaan sebanyak 380 buah jejantas baru; pembinaan 19 jambatan baru; dan pembinaan 58 sekolah rendah yang baru. Kenaikan kadar tol adalah salah satu langkah awal yang perlu diambil oleh Kerajaan untuk mengawal bilangan kenderaan yang masuk ke Bandaraya Kuala Lumpur. Sekiranya langkah ini tidak dilaksanakan, ianya dikhuatiri akan menyebabkan kesesakan yang agak kritikal di Kuala Lumpur.

SOALAN : APAKAH KEBAIKAN PENJIMATAN PERBELANJAAN KERAJAAN HASIL DARIPADA KENAIKAN KADAR TOL?

Melalui penstrukturan semula dasar subsidi ini, Kerajaan dapat menumpukan perhatian dalam membangunkan ekonomi negara yang pada akhirnya akan memanfaatkan rakyat sekalian.
SOALAN : APAKAH TINDAKAN MITIGASI OLEH KERAJAAN DALAM MENGURANGKAN KESAN KENAIKAN TOL KEPADA RAKYAT DI BANDAR ? DAN APAKAH SOLUSI UNTUK RAKYAT YANG MEMBAYAR TOL NAMUN MASIH TERPERANGKAP DENGAN KESESAKAN JALANRAYA?

Pemantapan sistem pengangkutan awam darat adalah antara usaha Kerajaan untuk mengurangkan kesan kenaikan tol ini dengan menggalakkan pengguna beralih kepada penggunaan pengangkutan awam. Ini kerana kadar tol untuk bas tidak akan dinaikkan dan akan kekal seperti mana sekarang. Rakyat mampu memperolehi penjimatan untuk urusan seharian mereka apabila mereka tidak perlu mengeluarkan perbelanjaan tambahan untuk tol, kos bahanapi serta mampu meminimakan risiko kemungkinan berlakunya kemalangan akibat sikap pemandu di jalanraya. Suruhanjaya Pengangkutan Awam Darat (SPAD) melalui Government Trasnformation Programme : NKRA Urban Public Transport mempunyai perancangan jangka panjang dalam meningkatkan sistem pengangkutan awam darat. Tiga (3) bentuk approach telah dikenal pasti iaitu: pembangunan sistem rel (MRT, LRT & monorel); pembangunan hub pengangkutan awam darat (hub utara di Gombak, hub selatan di Bandar Tasik Selatan dan hub utara di Sungai Buloh); dan pembangunan sistem pengangkutan awam seperti teksi dan GoKL. Usaha ini mampu mengurangkan kesesakan di bandar besar seperti Kuala Lumpur. Pembinaan Bus Rapid Transit (BRT) juga adalah salah satu aspek yang dikenal pasti untuk mengurangkan kesesakan di kawasan-kawasan yang mempunyai tahap kepadatan penduduk yang tinggi. Fasa pertama yang menghubungkan kawasan Subang, USJ dan Sunway telah siap dan buat masa ini, ridership BRT di kawasan tersebut sedang meningkat. Dewan Bandaraya Kuala Lumpur (DBKL) telah membina dua (2) kawasan park-ride di Stesen LRT Sungai Besi dan Bandar Salak Selatan bagi kemudahan pengguna-pengguna LRT yang ingin ke bandaraya Kuala Lumpur. Satu lagi kemudahan park-ride sedang dibina oleh DBKL berdekatan dengan Taman Segar, Cheras untuk kegunaan para pengguna MRT. Oleh yang demikian, Kerajaan berharap agar usaha penambahbaikan sistem pengangkutan awam darat ini mampu menyediakan prasarana yang boleh membantu mengurangkan beban perbelanjaan dan kos sara hidup atau sebagai alternatif kenaikan kadar tol di lebuh raya-lebuh raya.

SOALAN : APAKAH USAHA KERAJAAN MENGURANGKAN BEBAN KEWANGAN PENGGUNA LEBUH RAYA?

Kerajaan pada dasarnya prihatin terhadap peningkatan kos sara hidup rakyat. Oleh yang demikian, beberapa pendekatan telah diperkenalkan oleh Kerajaan untuk mengurangkan kos sara hidup rakyat yang berkaitan dengan kadar tol. Antara pendekatan yang telah diambil oleh Kerajaan adalah seperti berikut: Penutupan Awal dan Pemansuhan Kutipan Tol Sejak 1993, Kerajaan telah melaksanakan penutupan serta pemansuhan kutipan tol di lapan (8) lokasi seperti berikut : 11 Januari 1993 – penutupan Plaza Tol Slim River, Lebuhraya Utara-Selatan (PLUS) 1 Mac 2004 – Pemansuhan kutipan tol di Plaza Tol Senai, Lebuhraya Utara-Selatan (PLUS); 18 Mac 2004 – Penutupan awal plaza tol di Jalan Pahang, Lebuhraya Hubungan Timur Barat (Metramac) (Tarikh sebenar penutupan mengikut perjanjian konsesi adalah pada 31 Mac 2004); 14 Februari 2009 – Pemansuhan kutipan tol di Plaza Tol PJS2 (arah Kuala Lumpur), Lebuhraya Baru Pantai (NPE); 24 Februari 2009 – Pemansuhan kutipan tol Plaza Tol Salak Jaya di Lebuhraya Sungai Besi (BESRAYA); 21 Disember 2009 – Penutupan awal Plaza Tol Teluk Kapas, Lebuhraya Pintas Selat Klang Utara (NNKSB) (Tarikh sebenar penutupan mengikut perjanjian konsesi adalah pada 29 Disember 2009); 16 Mei 2011- Pemansuhan kutipan tol di Lebuhraya Hubungan Timur Barat (Metramac); dan 2 Mac 2012 – Pemansuhan kutipan tol di laluan ke Kuala Lumpur, Plaza Tol Batu 9 dan laluan Ke Kajang, Plaza Tol Batu 11, Lebuhraya Cheras – Kajang (GRANDSAGA). Pengurangan Kadar Tol Sehingga kini, pengurangan kadar tol telah dilaksanakan di tiga lebuh raya, seperti berikut: 1 September 2007 – Pengurangan kadar tol di Plaza Tol Sungai Nyior, Lebuhraya Butterworth Outer Ring Road (BORR), dari RM0.90 ke RM0.50 sejak tahun 2007; 18 Februari 2011 – Pengurangan kadar tol di Plaza Tol PJS2 (arah Subang), Lebuhraya Baru Pantai (NPE) bagi kenderaan Kelas 1 dari RM1.60 ke RM1.00 sejak tahun 2011; dan 15 Januari 2013 – Pengurangan kadar tol di Lebuhraya Shah Alam (KESAS) bagi kenderaan Kelas 1 dari RM2.20 ke RM2.00 bagi tempoh 2013 hingga 2015. Penstrukturan Semula Kenaikan Kadar Tol Kerajaan juga pada masa yang sama telah melaksanakan penstrukturan semula kenaikan kadar tol di lebuh raya-lebuh raya di bawah kendalian syarikat Plus Expressways Berhad (PEB) dan Kumpulan MTD. Penstrukturan ini dilaksanakan melalui tiada kenaikan tol bagi lebuh raya-lebuh raya di bawah kendalian PEB untuk tempoh dari 2011 hingga 2015. Manakala, bagi lebuh raya-lebuh raya di bawah kendalian Kumpulan MTD pula, tiada kenaikan tol dari tempoh 2011 hingga 2014. Lebuh raya-lebuh raya di bawah kendalian PEB yang terlibat adalah seperti berikut: Lebuhraya Utara-Selatan (PLUS); Lebuhraya Utara-Selatan Hubungan Tengah (ELITE); Lebuhraya Laluan Kedua Malaysia