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1950 - 2000


1952

Armoured Wickham Trolley

1953

  • The pilot train system was discontinue
1957
1960
  • The first relay interlocking system by LM Ericsson was installed in 
    Prai/Butterworth in early 1960s. 
  • During the 1960s period also, the relay based tokenless block system was introduced for the single-track section between Salak South Junction and Seremban. The Tokenless block system uses track circuit and tail magnet/last vehicle detection to prove block occupancy. This system was replaced during the Klang Valley double tracking works.
1963 
  • Port Klang Authority was established on 1 July 1963, taking over the administration of Port Klang from the Malayan Railway Administration.
  • 30 January 1963 - Kuang junction closed.

1964

  • 9 units of 17 class Diesel Hydraulic shunter arrived

1965

1966

  • KTM received 15 units of 28 class diesel railcar.
  • 4 March  - Jurong branch in Singapore was officially open to traffic
  • 6 April  - Sungai Golok train station officially open.
  • 6 June - Batu Village train station officially open.

1967

  • 4 September - Penang swing bridge opened by Duli Yang Maha Mulia Seri Paduka Baginda Tuanku Ismail Nasiruddin Shah Ibni Almarhum Sultan Zainal Abidin Shah.
  • 15 September - Butterworth to Padang Besar railcar service extended to Haadyai, Thailand.
  • Railcar service between Kuala Lumpur and Ipoh extended to Butterworth.
1970
  • Port Dickson line realignment work.
  • The 1970s was a period of stagnation as far as KTM railway signalling was concerned as there was no significant development except for the extension of the token less system from Seremban to Gemas
1971
1972
  • 15 January - Port Weld station closed.
  • KTM received further 24 units of the 22 class locomotives
1977
  • KTMB had started a weekend train service to Port Dickson
  • June 1 - due to public requests train service to Port Dickson discontinued several years later because of poor response.
1979
  • July 1979 - Port Weld branch dismantled
1980
  • Construction of new rail link to the International Airport at Subang for the transportation of aviation fuel.
  • Resignalling of Padang Rengas station with new relay interlocked signalling system due to the re-construction of the railway yard caused by the construction of a cement plant at the location.
1981
  • Installation of modern relay interlocked signalling system at Tg. Pagar station in Singapore and Pasir Gudang port line. The project involves construction of rail link from the mainline at Kempas Bahru to Pasir Gudang Port. The signalling system involves interlocking for 4 stations and was completed in 1981.
1983
  • KTM introduced Class 23 locomotive.
  • Installation of modern relay interlocked signalling system for 12 stations, which was completed in 1983. To lower the costs as the project was financed through loan, the signal layout for these stations were a departure from the norm as the Inner Home signal were not provided. This reduces the number of signals and simplified the interlocking.
  • Installation of new tokenless block system between Kuala Lumpur and Ipoh. The tokenless system uses newer technology with frequency modulated signal, compared to the earlier tokenless system but to ensure operators familiarity, similar panel was adopted except for new additional functions not available earlier. This mark the first time in KTMB, that frequency modulated signal was transmitted over the open-wire telegraph pole route. This project was completed in 1983.
1985
  • Resignalling of Kuala Lumpur area in 1985 with new relay interlocked signalling system, replacing three (3) lever operated mechanical interlocked cabins with one control and indication panel. Due to the size of the interlocking, it was decided to utilise Programmable Logic Controller (PLC) for the non-vital functions mainly as interface between the control panel and the safety interlocking. This was the first time that microprocessor was used in a signalling system in KTMB. Due to concern about the reliability and availability of the PLC, a bypass feature was introduced where the signalman can manually set and locked the points and clear the signal if the PLC fails. The Kuala Lumpur resignalling also saw the introduction of jointless audio frequency track circuit, which have become the standard in KTMB for straight track to eliminate the need for insulated rail joints.
1987
1988
  • Rehabilitation of 327 Kms. track from Paloh to Singpore & from Slim River to Seremban (1988-1994) - US$ 70 million.
1990
1991
  • Double tracking of KL - Port Klang railway line (including spur line to Subang and Sentul (1991-1994)
  • 21 Sep 1991 : Railway Act 1991 was tabled and approved by Parliament.
1992

  • 1 Aug 1992 - KTM Berhad is corporatised under the Malaysian Railway Act of 1991 although it remains wholly-owned by the Malaysian government.
1993
  • Sep 1993 - The Eastern Oriental Express becomes the first train service to take passengers from Singapore and Kuala Lumpur to Bangkok.
  • Changes in immigration policies in 1993 when the immigration checkpoint at Tanjong Pagar was moved to Woodlands railway station.
  • Government approved the construction of new electrified railway system for KTMB Commuter Services.
1994
1995

 

  • 3 August 1995 - The first KTM Komuter trains began taking passengers between Kuala Lumpur and Rawang. Free trips were offered until 11 August 1995.
  • 14 August 1995 - Commercial operations begin for the KTM Komuter between Kuala Lumpur and Rawang. It was then extended to Salak South on 29 September 1995.
  • 28 August 1995 - Operations between Sentul and Shah Alam began. Service was extended to Klang on 29 September 1995.
  • 20 November 1995 - The Rawang-Kuala Lumpur service extended to Kajang.
  • 18 December 1995 - Entire KTM Komuter network opened with final stretch to Seremban opened.
  • EMU Class 81 to serve commuters
  • Installation of new relay interlocked signalling system at 15 stations from Seremban to Johore Bahru (excluding) in two packages, which was completed in 1995. Johore Bahru was excluded due to the proposal for electrified double tracking from Kulai to Singapore which has now been abandon. Together with the double tracking project, this completes our conversion from mechanical interlocking to electrical interlocking all the way from Kuala Lumpur to Johore Bahru.
  • Installation of new tokenless block system for 25 block sections between Seremban and Johore Bahru. This tokenless system was implemented using Microlok Plus and was the first time in KTMB that microprocessor was used for vital safety functions. The project was completed in 1995.
1996
  • KTMB leased 39 of YDM-4 locomotives from India.
  • KTMB introduced Class 82 EMU for Komuter service.
  • KTMB introduced Class 83 EMU Komuter service.
  • The Klang Valley electrified double tracking project was fully completed in 1996. This project scope include new relay interlocked signalling system for 25 stations, fully track circuited bi-directional automatic block and Centralised Traffic Control together with a modern communication system using fiber optic cable. The Centralised Traffic Control centre was the first ever-built in KTMB.
  • Due to concern on the safety on Commuter train, it was also decided to implement Automatic Train Protection (ATP) system for the commuter area. The ATP system for the electrified double track area was completed in 1996 and all commuter trains are now operated with active ATP.
1997
  • Track linking from Port Klang to Pulau Indah (1997-1999)
1998
  • Due to the increase in the number of EMUs, a new stabling yard was built in Seremban in 1998. This necessitates a substantial modification to the signalling interlocking. To minimise disruption to the commuter train operation, the contractor proposes to introduce Microlok II for the interlocking and this was accepted by KTMB. This marks the introduction of microprocessor based interlocking for station, which is now the standard for KTMB.
1999
  • Construction of Pelabuhan Tanjung Pelepas - Johor rail link (1999- 2002) 2001
  • Government decided to put privatization of KTMB on-hold as it was not financially viable. KTMB suffered considerable amount of money losses for commuter and long distance passenger services. Only the freight train service was profitable. Renong group pull back its interest to take over KTMB.
  • New rail links were also constructed to West Port at Port Klang and North Butterworth Container Terminal (NBCT). The rail link to West Port was an extension from the existing terminal station at Port Klang. This project requires major modification of the Port Klang Interlocking and a new station at Pulau Indah together with fully track circuited block. Again Microlok II was chosen for the two interlocking which is link to the CTC for control. The project was completed in 1999.