KTM Class 82
A Class 82 (EMU41) Komuter train at Kuala Lumpur Railway Station, heading to Rawang.
|Manufacturer||Union Carriage and Wagon|
66 cars (22 sets)
|Formation||3 per trainset|
|Capacity||462 (212 seats)|
|Operator(s)||Keretapi Tanah Melayu|
|Depot(s)||Batu Gajah Rail Depot
Sentul Komuter Depot
|Line(s) served||Batu Caves-Port Klang Route
|Car body construction||Aluminium, heavy steel material|
|Train length||68.4 m|
|Car length||22.2 m (end cars)
23.2 m (intermediate cars)
|Width||2 750 mm|
|Height||3 855 mm|
|Floor height||1 100 mm|
|Doors||2 double-leaf plug sliding doors per side|
|Maximum speed||160 km/h (Design)
120 km/h (Service)
|Electric system(s)||25 kV, 50 Hz catenary overhead line|
|Current collection method||Double-arm Z-shaped pantograph|
|Braking system(s)||Single-pipe regenerative break system|
|Track gauge||1 000 mm|
The Class 82 was a type of sub-urban rail electric multiple unit that once operated by Keretapi Tanah Melayu on its KTM Komuter services. In 1996-1997, 22 sets, for a total of 66 cars were built and delivered by Union Carriage & Wagon of South Africa. The class 82 sets were deployed in stages, with the final batch, being operational as late as December 1998. The class 82 similar to its sister classes, operated in three-car formations. It was only during the height of KTM Kommuter 1999-2001 that, the KTM class 8x family saw three-plus-three formations. 
The KTM class 82 three-car formation consists of two motor cabs at either end of the set and a single trailer car in between, the trailer car in between is equipped with a double-arm Z shaped pantograph for 25 kV AC electric pick up. Narrow gangways integrate the three-car sets, allowing full walking from cab to cab. Each car features two double-leaf electric plug doors at either side. Printed route maps are displayed each doors, along with emergency stop levers.
Overhauls & Refurbishment
Over its operational life, the KTM class 82 has seen its life extended through, numerous schemes of overhauling and refurbishment. However, due to closure of Union carriage & Wagons’s international rail business saw an end to any future replacement parts for the class 82. Tropical weather which the class 82 proved more that than taxing for the class 82 with the premature failure of many irreplaceable parts. Although, there has been attempts to substitute parts with those of a different make, the economics and technological expertise were not on the side of the class 82, and the class 82 soon found itself in the precarious state of having to resort to cannibalize the parts of older sets in order to keep the remaining fleet in operation.
In 2012, an attempt of fresh refurbishments has seen a mixture of traverse and longitudinal seating being introduced with a heavy emphasis on longitudinal seating, in acknowledgement of the classes' main role being in an intra-city commuter. Although, this was a good attempt at making increasing the overall capacity, it failed to addressed a key fundamental problem, the sets were running without replacement parts and off the shelf replacement parts from other makes are incompatible with this class.
2012 also saw the introduction of the special hybrid train service, where diesel locomotives were made to pull these decrepit class 82 bodies with functional doors, lighting and A/C（short form for air conditioner). Since the power transformers and power pick up systems could not be replaced, the company elected the use of additional diesel generators affixed on hopper wagons to power up the EMU. In effect, it reduced the role of these sets to nothing more than unpowered passenger coaches, but its use still had better convenience than compared to KTMB’s traditional unpowered coaches, which typically tend to be those specifically designed for long-distance intercity use, i.e. the doors were narrow and few, with limited standing space while having an open emphasis on comfortable seating. As mentioned the class 82 is not like that, and was design specifically to meet its role as a sub-urban commuter and gracefully step up to its role as a commuter rail wagon.
The class 82 was designed with a streamlined sloped head with two high beam lamps concentrated at the center top with two standard headlights at either sides. An ARR coupling system is used, and this is compatible with all of KTMB’s modern rolling stock. Route direction is indicated on the front of the train within a confined fluorescent lighted box using a lightly transparent plastic. The drivers cab features a dedicated access to outside on top of the door access to the passenger area. The class 82 have two double-leaf pressure plug doors per side each coach. The cab head is designed to be bottom heavy with the bulk of the power transformers located beneath the coach with full use of the top for passenger use, power traction motors are contained within the bogey itself. In terms of safety, the front outer frame is made of heavy carbonized steel, that is capable of sustaining high impact.
Unlike the latter class 92, the class 82 like its sister classes are endowed with multi-layered tempered glass that is of a higher degree of impact resistance. The class 82 has a top speed of 140kph, at the time of launch this was similar to the top speed of the other classes but significantly faster than the railbuses that were in use at the time. During normal operation, 120kph was the typical top speed with the average speed being around 45kph. Compared to the class 81 and other railbus(except class 83), the class 82 was found to be the give better energy efficiency when compared to the class 81, this is due to the superior GEC Alstom regenerative braking system being used and gave better acceleration during runs.
The class 82 used to operate in a fixed 3-car formation for its regular service. During the 1995-1999 period it used to operate at peak hours in a 3+3 car formation. But this configuration was soon discontinued.
Briefly from 2010-2012, all train sets of this class were used in a hybrid diesel pull configuration in which an unpowered EMU would be towed by a diesel locomotive and while it gets electricity from an attached commercial generator wagon. Since the transformers and power pick-ups could not be replaced, the company dubbed this as KTM "Hybrid" trains, serviced at both Batu Caves-Klang and Kajang-Rawang routes.
Despite its young age, the arrival of the KTM Class 92 in 2012 resulted in total retirement of the entire KTM class 82 fleet, with the many cannibalised for parts, while others are being retired due to accidents and incidents, there are no more working sets available for use, added to complexity of having not able to source any more parts from factory. This marks the end of the entire KTM class 82's short history.
Set Designation Car Number Status Car 1 Car 2 Car 3 EMU 41 C8201 T8201 C8202 Retired from Hybrid Service EMU 42 C8203 T8202 C8204 Abandoned at Ipoh EMU 43 C8205 T8203 C8206 Retired from Hybrid Service EMU 44 C8207 T8204 C8208 Abandoned at Ipoh EMU 45 C8209 T8205 C8210 Retired from Hybrid Service EMU 46 C8211 T8206 C8212 Retired from Hybrid Service EMU 47 C8213 T8207 C8214 Retired from Hybrid Service EMU 48 C8215 T8208 C8216 Abandoned at Ipoh EMU 49 C8217 T8209 C8218 Abandoned at Ipoh EMU 50 C8219 T8210 C8220 Abandoned at Ipoh EMU 51 C8221 T8211 C8222 Abandoned at Ipoh EMU 52 C8223 T8212 C8224 Abandoned at Ipoh EMU 53 C8225 T8213 C8226 Abandoned at Ipoh EMU 54 C8227 T8214 C8228 Abandoned at Ipoh EMU 55 C8229 T8215 C8230 Abandoned at Ipoh EMU 56 C8231 T8216 C8232 Retired from Hybrid Service EMU 57 C8233 T8217 C8234 Retired from Hybrid Service EMU 58 C8235 T8218 C8236 Abandoned at Ipoh EMU 59 C8237 T8219 C8238 Retired from Hybrid Service EMU 60 C8239 T8220 C8240 Abandoned at Ipoh EMU 61 C8241 T8221 C8242 Abandoned at Ipoh EMU 62 C8243 T8222 C8244 Abandoned at Ipoh
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- Kng Zheng Guan (2009-05-15). "KTMB running hybrid trains to deal with congestion". The Star.