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Johor Bahru Sentral station
Johor Bahru Sentral station
Johor Bahru Sentral station
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Johor Bahru Sentral (also known as JB Sentral) is an integrated transport hub in Bukit Chagar, Johor Bahru, Johor, Malaysia.

Key Information

Inaugurated on 21 October 2010, it replaced the closed Johor Bahru railway station located 200m south of it. As part of the Southern Integrated Gateway, it is connected to the Sultan Iskandar Customs, Immigration and Quarantine Complex.

Johor Bahru Sentral also was the southern terminus of KTM Intercity train services to Gemas and Pulau Sebang/Tampin via Ekspres Selatan or Tumpat via Ekspres Rakyat Timuran. KTM Intercity via Shuttle Tebrau also served the Woodlands Train Checkpoint in Singapore across the Johor–Singapore Causeway. However, an electric train connection at Gemas is required for passenger to KL Sentral, Butterworth and Padang Besar. The station did not provide any train services from January to June 2022 due to the Gemas-Johor Bahru double-tracking project and services resumed in July 2022 after the new tracks between Johor Bahru and Kempas Baru were ready.[1]

Johor Bahru Sentral serves as the Malaysian immigration checkpoint for southbound rail passengers towards Woodlands. Northbound rail passengers from Woodlands are processed by Malaysian immigration and customs officers at Woodlands Train Checkpoint prior to boarding.

Johor Bahru Sentral is planned to be the main hub for rail and bus transportation in Johor Bahru. It is proposed to be the main station of KTM ETS, KTM Komuter South, Transit Bus Terminal and will be connected to the future Bukit Chagar RTS and JB Sentral BRT stations.[2][3]

Location

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Johor Bahru Sentral station is located in the central area of Johor Bahru around Bukit Chagar. Being part of Southern Integrated Gateway, the connection between the CIQ complex and the station is just via the connecting walkway over Jalan Jim Quee to the east and is very near to Johor Causeway where the only train connection to Singapore lies straight to Woodlands Train Checkpoint. It is also connected to City Square shopping complex via walkway over Jalan Tun Razak in the east. Both roads also provide road connections to the station, with Jalan Jim Quee also provide road access for motorcars from/to Singapore as it directly connected to the CIQ complex.[citation needed]

History

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Johore Wooden Railway

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It was said that the history of Johor railway developments started in the 1869 where Sultan Abu Bakar (then still Maharaja) officiated construction of Johore Railway, which line are planned to be built northwards towards Gunung Pulai, 18 miles from the terminus here. While the line was indeed built from Johor Bahru and it has been operating in 1875 for the first 6 miles of construction, it was not clear for what function it serves and if Johor Bahru has a proper station standing here until 1889 where the railway is reported defunct.[4]

Old FMSR era station

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Former Johor Bahru railway station opened in 1909, now turned into the KTM Museum, but never open to the public.

The old station of Johor Bahru under Johore State Railway was opened in 1909 in conjunction of completion of the final West Coast main link sector from Gemas to Johor Bahru after a 5 year construction starting in 1904. As there was no land access to Singapore yet at that time, Johor Bahru used to be the southernmost terminus for Federated Malay State Railways trains in Malay Peninsular states. However FMSR has been running a combined trains and ferry services between both peninsular railway networks and Singapore Government Railways network.[5] Both Johore Government Railways and Singapore Government Railways has been integrated under FMSR administration on 1912.[6]

The station is able to serve services from linked FMSR railways of Malaya especially from West Coast states up to Penang and Pahang to the east from the start, and as FMSR network gradually spread, it later able to serve trains to Kedah, Perlis and Kelantan as well. It later able to serve trains up to Bangkok when FMSR connects to State Railways of Thailand network via Padang Besar in 1918 and as East Coast sector of Gua Musang completes construction in 1931, the East Coast line has been connected to SRT via Sungai Golok as well.[7]

After Johore Causeway completed in 1923, trains has been able to serve southward to Tank Road in Singapore. The trains would later terminate at Tanjong Pagar station in Keppel Road after its opening in 1932. However Johor Bahru has since become one of the main stations of the rail network serving express and mail trains of the railway services especially between the town and Singapore.[citation needed]

Johor Bahru station again becoming the terminus for the networks as Japanese occupation strikes in 1942 forced British to blow up the Causeway in order to slow down Imperial Japanese Army entry to Singapore, severing the only train connection to Singapore. The connection was restored in 1946 after British control was reinstated in both states. In 1948, Johor Bahru station is now under Malayan Railways and later after independence, the current Keretapi Tanah Melayu.[citation needed]

As politics changed the state of the regions which ultimately made Singapore and Malaya, later Malaysia, two different countries, Johor Bahru station now lies on the international border between the two countries. However local and express trains remains running uninterrupted between the two countries with Johor Bahru station remains an important stop for the trains. For a while in the 1980s, it also serve Railbus service between Kulai and Singapore.

Different from road entries on the causeway, Johor Bahru station which facilitate railway entries between the two countries did not really have any immigration and custom clearance facilities for some decades after first border control between the countries in 1967, as the matters is settled in Tanjong Pagar station instead. But as 1990 Point of Agreement between Malaysia and Singapore are signed and later on the whole disputes about the agreement rose, it forced Johor Bahru station to provide an immigration and customs clearance service for Singapore-bound trains while Malaysia clearance decided to stay in Tanjong Pagar for northbound trains.[8] This practice remains until today, with changes being now Johor Bahru Sentral replaces the Singapore-bound part and Woodlands train checkpoint replaces the Malaysia-bound part after Tanjong Pagar station closes.

This station closes on 21 October 2010 as Johor Bahru Sentral replaces its purpose, with plans is to convert it as a railway museum.

Johor Bahru Sentral

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Johor Bahru Sentral is one of the proposed facilities of Malaysia's Southern Integrated Gateway which aims to provide an integrated entry hub for vehicles from Singapore to enter Malaysia via Johor Bahru, with others being a new Customs, Immigration and Quarantine complex and also a new bridge that aims to replace the Causeway. While the bridge plans is cancelled indefinitely, the new CIQ opens in 2008 for vehicular access. The whole project costed RM2.5 billion.

Johor Bahru Sentral was later opened for train services replacing the old station in 21 October 2010 with Sultan Ibrahim Ismail officiating the opening ceremony, and has since taken over the role as the main station for Johor Bahru. The clearance for Singapore-bound train services is also transferred here.

Although major Intercity trains stopped here in its early years of opening, the station later saw a sharp decrease in passengers as the express services were reduced and later terminated in 2016 for many major West Coast services. Only three trips of Ekspres Selatan up to Pulau Sebang/Tampin and Gemas (with the current schedule only listed Gemas as the northernmost terminus) and a trip of Ekspres Rakyat Timuran to Tumpat, Kelantan is being served by this station. Cross-border service is now branded as Shuttle Tebrau, running exclusively between Johor Bahru Sentral and Woodlands Train Checkpoint.

The COVID-19 pandemic also affected services, but were gradually restored by 2022. Between January and June 2022, however, the station closed as part of the project to double the railway tracks between Johor Bahru and Gemas. The station reopened in mid-June 2022 with the resumption of Shuttle Tebrau, and both Ekspres Selatan and Ekspres Rakyat Timuran returned in July. The double-tracking project is being followed up by electrification of the line between Johor Bahru and Gemas, expected to be complete by 2025. Once operating, KTM ETS will be able to serve this station, allowing for faster travel to Kuala Lumpur and beyond. The station building has been built with this plan in mind, hence no major makeover is necessary as compared to other stations.

Station components

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Concourse area (second floor)

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The concourse area is a major thoroughfare for pedestrians due to walkways linking it with both the CIQ and the shopping centres on the other side of Jalan Tun Abdul Razak. As such, it contains a tourist information centre, various convenience stores, phone shops, souvenir shops, a Kentucky Fried Chicken restaurant and some smaller eateries alongside the waiting area and ticket machines for KTM trains.

Passenger and platform areas (first and ground floor)

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These two floors are for KTM passengers only; tickets are checked on the second floor before admittance. The first floor is split between a waiting area for KTM Intercity passengers (entered from Gate B), and a Malaysia customs and immigration clearance area for Shuttle Tebrau passengers (entered from Gate A).

The station has 6 platforms in 3 island-platform formation, but only 4 platforms are in use. Platforms 1 and 2 serve KTM Intercity trains while Platforms 3 and 4 serve Shuttle Tebrau.[9]

Bus and taxi hubs (ground floor, outside building)

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See also: List of bus routes in Johor Bahru
JB Sentral bus terminal

A local bus terminal serving the city areas is located on Jalan Jim Quee side of the station building. Buses to Kulai, Gelang Patah, Pasir Gudang, Kota Tinggi, Larkin Sentral and Senai International Airport all call at the terminal. Three Singapore-based cross-border services (160, 170X, 950) also call at this terminal before returning to Singapore - they generally carry few passengers between the CIQ and the bus terminal due to both places being a short walk from each other.[10]

Local public buses in Johor Bahru currently accept cashless payments such as Visa card, NFC using smartphone or smartwatch, and QR code payment, making it the first Malaysian city to support contactless payment using smart devices on urban bus network.[11][12]

Taxi stands is also available from both sides of the entrances, but cross-border taxis is only limited on Jalan Tun Razak side.

Around the station

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See also

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References

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Revisions and contributorsEdit on WikipediaRead on Wikipedia

Johor Bahru Sentral station

View on Grokipedia
from Grokipedia
Johor Bahru Sentral, commonly known as JB Sentral, is a multi-storey integrated transportation hub in Bukit Chagar, , , , functioning as the primary railway terminus for the national operator Berhad (KTMB). Opened on 21 October 2010, the facility replaced the preceding Johor Bahru railway station situated approximately 200 meters to the south and incorporates platforms for KTMB's , Electric Train Service (ETS), and Komuter lines alongside an adjoining bus terminal. Situated between Jalan Tun Abdul Razak and Jalan Jim Quee in the city center, it provides direct linkages to customs, immigration, and quarantine (CIQ) checkpoints, enabling efficient cross-border shuttle services to Woodlands in and onward connections to and other Malaysian destinations. As Johor Bahru's equivalent to Kuala Lumpur's KL Sentral, JB Sentral supports high-volume commuter and intercity traffic, underscoring its role in regional mobility amid growing economic ties between and .

Location and Accessibility

Geographic Coordinates and Site Details


Johor Bahru Sentral station is positioned at 1°27′27″N 103°45′32″E, at an elevation of approximately 53 meters above . The site occupies part of the Bukit Chagar area in , strategically adjacent to key regional infrastructure.
The station's location places it roughly 1 kilometer north of the , which extends 1.056 kilometers across the Straits of Johor to connect with Woodlands in Singapore. This positioning underscores its role in facilitating cross-border access, with the Straits of Johor forming the narrow waterway—averaging 0.6 to 3 kilometers in width—separating the Malaysian mainland from Singapore Island. The development of the current site reflects land use changes in the vicinity, where the former Johor Bahru railway station, closed in 2010 and located about 200 meters south, was reallocated to support expanded customs, immigration, and quarantine facilities as part of the Southern Integrated Gateway initiative.

Proximity to Borders and Urban Centers

Johor Bahru Sentral station occupies a strategic position within the Southern Integrated Gateway development, directly adjoining the Johor Bahru Customs, Immigration, and Quarantine (CIQ) complex at the northern terminus of the . This placement enables pedestrians to reach the Malaysian immigration and customs checkpoints via covered walkways in under 5 minutes. The Causeway itself extends 1.056 kilometers southward across the Straits of Johor to Singapore's , positioning the station approximately 1 kilometer from the international boundary line. The facility lies roughly 2 kilometers from Johor Bahru's core urban districts, including commercial and administrative hubs, while major shopping areas such as City Square Mall stand immediately opposite, reachable on foot in 1-2 minutes across Jalan Jim Quee. This adjacency to both border infrastructure and local retail centers underscores the station's function as a primary interchange for cross-border commuters and regional travelers.

Integration with Local Transport Networks

Johor Bahru Sentral station forms a core component of the Southern Integrated Gateway complex, which enables seamless intermodal transfers between rail services, buses, and road transport through its co-located facilities. The adjacent JB Sentral Bus Terminal, operational since approximately 2010, directly connects to the station and accommodates local bus routes operated by providers such as Causeway Link, facilitating access to various parts of Johor Bahru and beyond. Taxis are readily available at the terminal area, providing on-demand road transport options for passengers arriving by train. The station complex includes a multi-storey sheltered car park spanning 4 to 5 levels, designed for secure vehicle storage, though it often reaches full capacity due to high demand. Pedestrian pathways link the station to nearby urban centers like City Square Mall and the customs complex, supporting walkable access within the Bukit Chagar area, with infrastructure rated favorably for connectivity in public space audits. The hub's design positions it proximate to planned light rail or tram-bus extensions outlined in local transport proposals, enhancing future multimodal integration without current operational links.

Historical Development

Origins in Colonial-Era Railways

The origins of railway infrastructure in Johor trace to the Johore Wooden Railway, a pioneering effort initiated by Maharaja Abu Bakar to enhance internal connectivity and economic activity. Construction commenced after the ceremonial turning of the first sod on 24 July 1869 at New Johore (the precursor settlement to modern ), with the line partially operational by 1875. This early network employed wooden rails and viaducts, spanning roughly 20 kilometers to link coastal ports with interior regions, primarily to expedite the transport of agricultural commodities such as gambier and pepper, which dominated Johor's 19th-century export economy. Designed amid British colonial influences on regional trade, the wooden addressed logistical bottlenecks in resource extraction, bypassing reliance on or human porters for bulky goods from nascent plantations and sites. Initial operations likely depended on traction, given the rudimentary and absence of in Johor's lines at the time, reflecting first-hand adaptations to the peninsula's tropical terrain and economic imperatives rather than imported European standards. The project's short lifespan—ending by the late due to wooden tracks' rapid deterioration—nonetheless demonstrated Johor's proactive ambitions under Abu Bakar's rule, predating formalized colonial rail systems elsewhere in Malaya. By the early , these foundational experiments informed a shift toward steam-powered locomotives on emerging steel-rail extensions in southern Malaya, enabling scaled-up extraction of resources like tin and emerging rubber plantations that fueled colonial exports. This evolution marked a departure from wooden prototypes, incorporating durable iron to sustain heavier freight volumes and longer hauls from Johor's interiors to export hubs.

Evolution Under Federated Malay States Railway

Following the establishment of the Railways (FMSR) in 1905, Johor Bahru station integrated into the consolidated colonial network through northward extensions from the station, with commencing late in 1904 to link with the mainline at . This connectivity upgrade addressed prior fragmentation among state lines, enabling standardized operations and expanded freight and passenger traffic across the , driven by tin and rubber export demands. By 1909, the full West Coast Line from Prai near to Johor Bahru was operational, positioning the station as the southern terminus for through services originating in . World War II severely disrupted FMSR operations at Johor Bahru, as Japanese forces advanced down the peninsula in January 1942, utilizing the station's steam engines for cover and logistics during the . The subsequent occupation until 1945 prioritized military , accelerating schedules—reducing border-to-border times by up to five hours—while causing infrastructure wear, risks, and resource shortages that halted civilian services. Wartime exigencies, including Allied retreats and Japanese fortifications, directly impaired track integrity and availability, compounding pre-war backlogs from economic strains. Post-liberation reconstruction from 1945 prioritized restoring the linkage amid widespread network damages, with efforts focused on locomotive rehabilitation and track repairs to revive export-dependent traffic. These causal interventions, necessitated by occupation-induced deterioration, supported interim operations until the FMSR's dissolution in 1948, when administrative unification under the Malayan Railway Administration addressed lingering war legacies through centralized funding and procurement.

Construction and Opening of the Modern Terminal

The modern Johor Bahru Sentral station, part of the Southern Integrated Gateway development, replaced the aging colonial-era Johor Bahru railway station to centralize rail operations with adjacent customs, immigration, and quarantine (CIQ) facilities in the Sultan Iskandar Building. This integration was driven by the need to streamline cross-border passenger flows to Singapore via the nearby Causeway, reducing processing times and enhancing security through co-located Malaysian CIQ checkpoints for outbound rail travelers. Engineering choices prioritized a compact urban footprint, with the station designed for seamless pedestrian connectivity to bus terminals and commercial areas, reflecting causal priorities of efficiency in high-volume border traffic rather than expansive standalone rail infrastructure. Construction of the terminal aligned with the broader gateway project, which saw vehicular CIQ operations commence in December 2008, while rail services shifted following the demolition and decommissioning of the old station located approximately 200 meters south. The new facility opened to rail passengers on 21 October 2010, marking the end of operations at the historic site and inaugurating a purpose-built hub capable of handling intercity KTM services alongside shuttle connections. Initial operational rationale emphasized decongesting Johor Bahru's central business district by relocating the terminus northward, accommodating projected growth in domestic and international rail demand without disrupting established rail corridors. Funding derived from Malaysian federal allocations, underscoring national investment in border infrastructure to support economic ties with Singapore.

Post-2008 Upgrades and Disruptions

The Gemas–Johor Bahru Electrified Double-Tracking Project (GJBEDTP), launched in 2017 at an estimated cost of RM7.5 billion, constitutes the principal infrastructure upgrade affecting Johor Bahru Sentral station since 2008, involving the addition of a second track and overhead electrification across 192 km to boost capacity, safety, and speeds on the southern rail corridor. Construction progressed in phases, with partial electrification enabling Electric Train Service (ETS) extension to by August 2025, though full integration to Johor Bahru remains pending completion of track and signaling works. Project execution incurred multiple disruptions, including temporary suspension of KTMB services between Johor Bahru Sentral and Kempas Baru stations from November 2021 to May 2022 to facilitate track realignment and renewal near the terminal. The COVID-19 pandemic exacerbated delays through lockdowns, labor shortages, and supply chain interruptions, shifting the original October 2021 target to late 2025, alongside challenges from land acquisition in Johor districts. These upgrades and interruptions aligned with broader effects on station operations, where movement control orders from March 2020 onward slashed ridership—exemplified by drops to one-third of pre-crisis levels in urban networks—necessitating deferred maintenance and reduced service frequencies at border-proximate hubs like Johor Bahru Sentral amid closures. Resumed services post-mid-2022 focused on diesel-powered interim operations pending , with no reported platform extensions specific to the station but ancillary improvements like passing loops planned nearby to mitigate congestion.

Architectural Design and Facilities

Overall Structure and Capacity

Johor Bahru Sentral is constructed as a multi-level integrated terminal with a total built-up area of 79,000 square meters, enabling it to function as a central rail and bus interchange. The structure incorporates dedicated zones for passenger processing and vehicle integration, supporting high-volume transit in a compact urban . The railway component features four island platforms aligned in a straight configuration, designed to accommodate six rail lines for efficient train handling and turnaround. This layout provides the foundational capacity for simultaneous operations across and commuter services, with resilience to the region's humid tropical conditions through standard durable framing typical of Malaysian public infrastructure projects.

Concourse and Commercial Spaces

The second-floor concourse of Johor Bahru Sentral station serves as the primary public transit area, equipped with ticketing counters, automated teller machines (ATMs), and boarding gates for passenger access. This level houses various retail outlets, including Levi's for apparel, Bata for footwear, Popular Bookstore for reading materials, Leather Avenue for accessories, and KOMTAR-linked vendors offering general merchandise. The concourse is lined with these commercial spaces, generating revenue through leases to tenants catering to commuters and cross-border travelers seeking convenience during waits. Food and beverage options include chain outlets such as , , Roti Boy, and shops, supplemented by a providing diverse local and international meals to accommodate varying passenger needs. A (prayer room) is available on-site for Muslim users, supporting the station's role in serving Malaysia's multicultural population without specified capacity details. These facilities emphasize functionality over extensive leisure, focusing on essential services amid high from and shuttle connections.

Platform Configurations and Passenger Amenities

Johor Bahru Sentral station features multiple island platforms at ground level, designed to accommodate six rail lines on a straight alignment. These platforms serve KTM train services, with configurations enabling efficient boarding and alighting for passengers. The ground-level setup emphasizes safety through direct track access, minimizing elevation-related hazards common in elevated rail systems. Escalators and lifts provide vertical connectivity from the elevated passenger hall to the platforms, enhancing for diverse passengers. Designated waiting areas equipped with benches offer comfort during layovers, while restrooms and digital departure/arrival displays support passenger convenience. These facilities align with Malaysian rail standards for universal access, including ramps and accessible washrooms to accommodate individuals with disabilities.

External Bus and Taxi Integration

The JB Sentral bus terminal, located directly adjacent to the railway station, serves as a primary hub for local bus services operated under the BAS.MY network, featuring designated bays for routes connecting the city center to destinations such as , Tampoi, , , and Terminal. Specific bays, such as Bay 1 for airport shuttles and Bay 11 for routes to Aeon Jusco , facilitate organized boarding and alighting for passengers transferring from rail services. These facilities support efficient logistical flow for intra-Johor travel, with services funded through the federal Stage Bus Service Transformation programme to enhance public transit connectivity. Taxi services at JB Sentral include dedicated ranks for metered local s and ride-hailing options like Grab, enabling quick pickups for onward journeys to areas such as Senai Airport or Malaysia. Local s operate on a metered basis within , with ranks positioned for easy access from the station's ground level to minimize wait times and integrate with pedestrian flows from arriving trains. The station's external transport hubs are situated within the broader , , and (CIQ) complex, allowing seamless transfers between rail, bus, and without extensive walking distances, typically under 5 minutes to immigration areas for passengers requiring procedures alongside local travel. Traffic management and operations at these facilities fall under the oversight of the City Council, which administers coordination in the area, including bus scheduling and enforcement of loading zones to prevent congestion.

Current Operations and Services

Keretapi Tanah Melayu Berhad (KTMB) Train Services

Johor Bahru Sentral functions as the primary southern hub for Keretapi Tanah Melayu Berhad (KTMB) domestic intercity train services, offering northbound connections to , , and further to northern destinations such as Butterworth and Padang Besar via the East Coast line. Passengers typically board Ekspres Selatan intercity diesel trains from platforms at the station, which operate multiple daily departures, enabling transfers at to Electric Train Service (ETS) routes for accelerated travel to KL Sentral. These relay services provide an alternative to road travel, with intercity trains featuring economy, superior, and premier classes equipped with amenities including air-conditioning, power outlets, and onboard bistros. The completion of the Gemas-Johor Bahru double-tracking project in phases since 2022 has enhanced operational efficiency by reducing single-track bottlenecks, allowing trains to achieve operational speeds of up to 100 km/h on upgraded sections while paving the way for ETS electrification. Daily northbound frequencies from JB Sentral currently stand at approximately four to six services, with timetables including early morning and afternoon departures, such as around 8:30 and 14:40, covering short hauls to stations like and Layang-Layang before proceeding northward. Fares commence at RM10 for brief domestic segments, scaling with distance and class for longer journeys to or beyond. Direct ETS extension from KL Sentral to JB Sentral remains pending as of October 2025, slated for December operationalization at maximum speeds of 140 km/h, which will streamline end-to-end service without intermediate transfers.

Historical and Current Cross-Border Connections

The rail connection between and originated with the completion of the on September 17, 1923, which enabled the first cargo train crossing and facilitated passenger services thereafter, linking the Railway network to 's terminus. Through trains operated continuously for decades, serving both freight and passengers until the early . In June 2011, following the relocation of the Singapore endpoint from the centrally located to the peripheral , Berhad (KTMB) suspended all passenger rail services across the border, citing low anticipated patronage due to the new station's inconvenience for Singapore-bound travelers compared to bus options via the Causeway. This suspension marked an empirical shift toward road-based transport, with buses becoming the dominant mode for cross-border movement. To revive rail options, KTMB launched the Shuttle Tebrau service on July 1, 2015, operating as a dedicated 1.1 km shuttle between Sentral and with up to 14 round trips daily, each taking approximately five minutes. The service was temporarily halted during the from March 2020 until June 19, 2022, when it resumed amid strong initial demand, selling nearly 70,000 tickets in the first weeks. Despite this, rail utilization has remained marginal relative to overall traffic. Currently, while Shuttle Tebrau persists as the sole direct rail link, the vast majority of cross-border travel—exceeding 300,000 passengers daily—relies on buses traversing the , supplemented by licensed taxis, private vehicles, and limited services from ports like Tanjung Belang to Singapore's Tanah Merah Terminal. This road dominance reflects practical factors such as higher frequency, lower costs, and integration with urban bus networks on both sides, underscoring rail's secondary role in accommodating the high-volume, commuter-heavy flow between and . The shuttle's future operations are slated for termination by mid-2027, six months after the Johor Bahru–Singapore Rapid Transit System Link commences, though discussions have explored potential extensions.

Daily Passenger Flow and Ticketing Systems

The KTM Shuttle Tebrau service, connecting Johor Bahru Sentral to Woodlands North in , accommodates approximately 8,000 passengers daily across 31 trips in both directions, with each train carrying up to 320 passengers per trip. This shuttle represents a significant portion of the station's cross-border rail throughput, though overall daily passenger volumes at Johor Bahru Sentral, incorporating , ETS, and Intercity services, remain subject to variable demand influenced by regional commuting patterns. During holidays and peak hours, such as early mornings and evenings, queues intensify at platforms and entry points due to heightened cross-border and domestic travel. Ticketing for KTMB services at Johor Bahru Sentral is available through multiple channels, including the KTMB Integrated Ticketing System and mobile app for online bookings, as well as physical counters at the station. E-tickets generated via the app or enable contactless validation at gates, a measure adopted to reduce physical interactions following the . Malaysian citizens can access discounted fares, such as RM5 one-way tickets for the Shuttle Tebrau, by verifying their MyKad at ticketing kiosks or counters during purchase. Foreign passengers typically pay higher rates and must present passports for verification, with advance online booking recommended to avoid on-site queues during high-demand periods like weekends and public holidays.

Operational Challenges and Criticisms

Capacity Constraints and Overcrowding

During peak morning rush hours, Johor Bahru Sentral experiences significant overcrowding, particularly at the integrated bus terminal where cross-border services to Singapore depart, with commuters often waiting 20 to 30 minutes or more for buses amid high demand. Queues for these services frequently begin as early as 4 a.m., driven by the need to avoid worsening Causeway congestion, reflecting strains from the daily influx of over 300,000 cross-border passengers, many of whom rely on buses from the station. This demand surge, fueled by economic disparities and employment opportunities in Singapore, routinely exceeds the terminal's handling capacity during weekdays and intensifies further on weekends with leisure travelers. The station's infrastructure, comprising limited platforms and concourse space shared between rail and bus operations, amplifies these bottlenecks, as evidenced by Berhad's (KTMB) announcements of new intra-Johor rail shuttles specifically to alleviate footfall pressures at JB Sentral ahead of increased connectivity from the Johor Bahru–Singapore RTS Link. Actual passenger volumes during peaks outpace efficient processing, leading to reports of cramped waiting areas and inefficient ticketing flows, in contrast to 's MRT system, which maintains sub-5-minute headways and to handle comparable densities with minimal queuing through superior frequency and integration. These Malaysian-side lags stem from historical underinvestment in scalable capacity relative to commuter growth, prioritizing ad-hoc expansions over systemic upgrades.

Service Reliability and Delays

Signal system upgrades have been a primary cause of delays for KTMB services at Johor Bahru Sentral, affecting both Komuter and Electric Train Service (ETS) routes. In June 2025, these upgrades resulted in multiple ETS trains experiencing delays exceeding 120 minutes, particularly on routes including those linked to JB Sentral, leading KTMB to halve fares on impacted commuter lines as a remedial measure. The signal migration process disrupted operations across the network, with commuters reporting extended waits and irregular schedules during peak periods. Track works associated with the ETS extension to JB Sentral have compounded reliability issues, particularly along the critical Kluang-JB stretch where and signaling installations remain incomplete as of August 2025. These interventions, intended to enable higher-speed services, have postponed full connectivity timelines, with only partial progress on despite official assurances of no overall delays. Historical patterns of deferred maintenance have necessitated such extensive disruptions, as prior limited investments in KTMB's rail delayed modernization efforts spanning decades. Critics attribute persistent unreliability to underinvestment relative to regional counterparts, where more proactive upgrades in systems like Singapore's MRT maintain higher operational consistency without equivalent fare concessions or service halts. Government funding sustains KTMB amid low ridership from infrequent and delayed services, but observers note that prioritizing social obligations over capital improvements perpetuates cycles of reactive fixes.

Infrastructure Maintenance and Safety Incidents

Keretapi Tanah Melayu Berhad (KTMB), the operator responsible for Johor Bahru Sentral station, allocates significant resources for railway asset , requiring RM257 million annually to sustain tracks, signaling, and related infrastructure across its network, though station-specific building upkeep details remain under KTMB's internal contracts without publicly disclosed audits unique to the site. General Auditor-General reports have highlighted KTMB's inefficient scheduling of commuter set , contributing to broader operational strains that could indirectly affect station facilities amid budget limitations and deferred repairs network-wide. Safety incidents at the station have been infrequent, with no major infrastructure failures or platform derailments reported specifically at Johor Bahru Sentral in the 2010s or subsequently. A notable event occurred on October 31, 2024, when a 28-year-old Sri Lankan factory worker fell approximately 5 meters from the pedestrian link bridge connecting the station to the Sultan Iskandar Building during an immigration inspection evasion attempt, resulting in his death upon impact with a lower platform; authorities classified it as an accidental fall exacerbated by the individual's actions rather than structural defect. This isolated fatality underscores a low overall incident rate at the station, contrasting with KTMB's regional challenges like a 2020 train slippage from tracks near Segamat, Johor, which involved no injuries but highlighted track maintenance vulnerabilities elsewhere. Regional flooding in , driven by heavy monsoon rains and river overflows, has occasionally disrupted KTMB services departing from the station, such as cancellations on the Johor Bahru Sentral–Tumpat route due to widespread inundation, but no verified instances of direct flooding impacting the station's elevated urban site or causing infrastructure damage have been documented. KTMB's protocols prioritize flood-resilient designs in vulnerable areas, though systemic budget constraints have led to criticisms of deferred preventive work across the network, potentially heightening indirect risks during .

Future Developments and Regional Role

The Bukit Chagar station of the Johor Bahru–Singapore RTS Link, situated approximately 400 meters from Johor Bahru Sentral, facilitates technical integration through planned pedestrian infrastructure, including an elevated walkway under construction to enable direct transfers between RTS services and KTMB and ETS trains. This connectivity supports multi-modal journeys by linking the cross-border shuttle to the existing network at Sentral, with co-located immigration, customs, and quarantine facilities at Bukit Chagar streamlining procedures alongside interchanges. Scheduled for passenger service by the end of , the RTS Link offers a peak capacity of 10,000 passengers per hour per direction over its 4 km route, reducing pressure on the road-based by diverting an estimated initial daily ridership of 40,000 commuters to rail. Governed by bilateral agreements formalized in a 2018 memorandum of understanding and resumed construction in , the project features joint operational oversight via RTS Operations Pte Ltd—a venture between Malaysia's Prasarana and Singapore's SMRT—with each nation funding and building its infrastructure segment to ensure aligned technical standards and .

Planned Rail Expansions and Electrification

The Gemas–Johor Bahru Electrified Double Track Project (EDTP), spanning 197 km, is scheduled for completion by the end of 2025, extending the electrified rail network southward to Johor Bahru Sentral and enabling the full rollout of Electric Train Service (ETS) operations from to the station. This upgrade will connect the existing Padang Besar– electrified line, creating a continuous electrified corridor across Peninsular Malaysia's west coast, with ETS services anticipated to launch between and Johor Bahru Sentral as early as August 2025, though potential delays to December have been noted. The project aims to reduce travel times significantly, with KL-JB journeys projected at 3.5 to 4.5 hours via ETS, replacing slower diesel services and boosting capacity for domestic passengers. To accommodate anticipated increases in passenger volumes at Johor Bahru Sentral, particularly spillover from cross-border traffic, Berhad (KTMB) plans to introduce a new intra- passenger rail service utilizing the existing Kempas Baru–Pasir Gudang line, which currently handles only freight. This service, set to commence by 2026, will provide additional connectivity within Johor Bahru, distributing demand away from the main station and enhancing local throughput without relying on border links. These domestic expansions are positioned to support higher overall rail utilization at the station, potentially including infrastructure adjustments for increased train frequencies post-electrification, though specific platform extensions remain under evaluation.

Economic Impact on Johor-Singapore Connectivity

Johor Bahru Sentral station functions as a primary transport hub integrating Berhad (KTMB) rail services with bus terminals, enabling efficient onward cross-border travel to via the and supporting daily labor flows essential to bilateral economic ties. Approximately 300,000 commuters traverse the Johor-Singapore border each day, with many utilizing the station's connectivity to access Singapore's job market, thereby sustaining Johor's manufacturing and services sectors through remittances and skill transfers that enhance regional productivity. This infrastructure underpins the economic corridor, where improved rail links via JB Sentral to key areas like and facilitate intra-Johor mobility, contributing to the region's RM43 billion in approved investments in 2023, predominantly from Singapore-linked projects that leverage cross-border supply chains. The station's expansion, including ETS extensions halving KL-JB travel times to under four hours as of September 2025, indirectly bolsters GDP linkages by reducing logistics costs for exporters accessing Singapore's ports and markets. However, rail's limited cross-border capacity has constrained fuller economic realization, with buses handling the bulk of the 430,000–450,000 peak daily travelers due to higher reliability and frequency, leading to critiques of underinvested rail infrastructure that perpetuates Causeway congestion and forgoes efficiency gains in trade volumes exceeding S$100 billion annually. The Johor-Singapore Special Economic Zone (JS-SEZ), formalized in 2024, seeks to address this by prioritizing digitized clearance and multimodal hubs like JB Sentral, potentially unlocking additive growth in labor-intensive sectors amid projected 40% traffic increases over 25 years.

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