Retailers for Sungai Buloh – Kajang Line (SBK)

There are various facilities provided at concourse level of MRT stations along the Sungai Buloh – Kajang Line (SBK).

15 companies have successfully bid for retail space at 19 elevated stations along the line. They were selected out of 49 companies.

Few retailer brands have make foray into new business environment including Family Mart, Watsons, Circle K, Noras Delight and Chatime.

MRT Corp is expecting an annual revenue of RM2.5 million (USD595,912) from the rental of retail spaces.

The table below is only for Phase 1 of SBK Line as at 15 December 2016.

Station	Brand	Category
Sungai Buloh	Circle K	Convenience Store
	Noras Delight	Food & Beverage
Kampung Selamat	myNews.com	Convenience Store
	Chatime	Food & Beverage
Kwasa Sentral	Watson's	Pharmacy
	7-Eleven	Convenience Store
Kota Damansara	Noras Delight	Food & Beverage
	myNews.com	Convenience Store
Surian	7-Eleven	Convenience Store
Mutiara Damansara	myNews.com	Convenience Store
Bandar Utama	myNews.com	Convenience Store
Taman Tun Dr Ismail	Family Mart	Convenience Store
Pusat Bandar Damansara	Watson's	Pharmacy
	7-Eleven	Convenience Store
Semantan	7-Eleven	Convenience Store
	Rotiboy	Food & Beverage

Sungai Buloh – Kajang Line rolling stock under utilised

The upcoming MRT Line 1 of Kuala Lumpur City, Sungai Buloh – Kajang Line will be using Siemens Inspiro as its rolling stock with only 20 4-car trainsets configuration.

Capacity of the train is 300 passengers per car (approx. 1,200 passengers). In comparison of Singapore's North South Line  NSL  and East West Line  EWL  trains (Siemens C651), they carries around 1,920 passengers (320 passengers per car).

Thus, it clearly shows that SBK Line will only carry 93% of the SMRT train capacity.

Comparison table

6-car CSR Zhuzhou LRV trainsets ¹ – 1,308 passengers
4-car Bombardier Innovia Metro ART 200 ² – 944 passengers (236 pax per car)

MRT Corp Sdn Bhd will have to answer why are we only using 4-car trainsets and not 6-car as other major MRTs system are using and the reduced capacity is only marginally higher than a cheaper LRT system.

Remarks
¹ Sri Petaling Line
² Kelana Jaya Line

Maluri MRT station connection to Sunway Velocity

Sunway Velocity has opened doors to public on December 8 but the MRT connection link from  SBK22  Maluri station is not accessible yet and will only begin by July 2017.

The main theme of the station is the New Generation style.

The MRT station consists of 4 exits (Exit A to AEON Maluri, Exit B & C to Jalan Cheras and Exit D to Jalan Jejaka.

Concourse level of Maluri MRT station

Travellers who wished to interchange from MRT  SBK22  to LRT  AG3   will have to take Exit C or follow signage to access paid-to-paid link bridge.

Station design

Sungai Buloh – Serdang – Putrajaya Line

The DEIA report of Sungai Buloh – Serdang – Putrajaya Line has outlined the alignment options for KVMRT Line 2.

The preferred alignment then was decided based on an evaluation of various factors including the route should improve connectivity to present and future major developments and to areas that have potentially high ridership, the route must facilitate regeneration in areas such as the Batu Kentonmen area, Tun Razak Exchange development and Jalan Cochrane redevelopment.

The route should provide connectivity to existing/ planned railway and public transport systems including the KTM Komuter, LRT and monorail lines, should utilise highway land and other government reserves so as to minimise private land take and lastly the social and environmental impacts should be kept to a minimum.

The above is MRT SSP Line proposed alignment during the public viewing session.

Technical information
As precedent to SBK Line, two different structures will be used; elevated guideway and tunnel for underground.

A key decision for the SSP Line is the extent of elevated track. It would be inappropriate for the railway to be either completely elevated or completely underground. An elevated railway through the centre of Kuala Lumpur would significantly detract from the quality of the streetscape, and would almost certainly be impracticable in any event.

On the other hand, a completely underground alignment would increase both the capital and operating costs of the line. The railway needs to be cost-effective, and a fully underground alignment would be difficult to justify financially or economically. A secondary point is that travel on the railway is more pleasant above ground.

Where to make the transition from elevated to underground is an important question because transitions take up a great deal of space, and it is difficult to find suitable locations.