4. Developing the Taxi Transformation Plan - SPAD

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2. Assessment of Current Conditions 2.1) Introduction Chapter 2 provides an outline of the key considerations in the development of the GKL/KV LPTMP. The starting point is the understanding of the existing conditions in the GKL/KV region in relation to taxi. This is based on engagement with stakeholders to collate data and identify key problems and issues. 2.2) Regional LPTMP Development In developing the Regional LPTMPs, a process of 9 stages are undertaken as outlined in figure 2.1. Having identified the existing situation through analysis of data and stakeholder engagement, a review of the forecast travel situation in the region is indentified. The key factors in the assessment are travel demands, including population (and employment), accessibility, travel pattern and travel time. Additionally, other considerations such as network, land use and known technical constraints are assessed (see Figure 2.1). Land use data is assembled from local authorities to reflect future population and employment changes identified in Structure Plans and Local Plans. The Regional LPTMP ensures alignment of state-level public transport plans and the National LPT Policy, whilst placing importance on inclusion of state-specific requirements. This is achieved through a consultive process and collaboration between State authorities and SPAD in developing the Regional LPTMPs. Additionally, the Regional LPTMPs recognise the need for consistency between state plan directives and the necessity for public transport. Therefore the Regional LPTMP takes account of the location of major development areas which need to be served by public transport. Figure 2.1: Key Considerations in the LPTMP Assessment TRAVEL DEMAND Population (and employment) Accessibility Travel Pattern Travel Time • Population spread and household size • Employment • Number of jobs within a 75 minute catchment - accessibility index • Origin and destination with level of demand according to time of travel • Compare between private and public transport including first and last mile (weighted / non-weighted) OTHER CONSIDERATIONS Network (road, rail) Land Use Known Technical Constraints • Existing and planned (committed) network • Used by transport model to generate the number and pattern of trips in the future • Affects viability of the type of mode Page 8
A transport model has been used to assess future travel patterns resulting from the land uses and assuming different network scenarios. The resulting travel time and accessibility patterns have been mapped against the existing situation of taxi. 2.3) Greater KL/Klang Valley Demographics The 2010 census identified a regional population of 6.3 million compared with 4.6 million in 2000 and 3.0 million in 1990 (see Table 2.1). Although the percentage change at 37% from 2000 to 2010 is lower than in the previous decade the magnitude of change is similar with an additional 1.7 million people in the region during the decade. The largest percentage growth is to the south and west of Kuala Lumpur in districts such as Sepang, Petaling Jaya and Putrajaya. The magnitude of growth in Kuala Lumpur between 2000 and 2010 was also higher than the previous decade (320,000 compared to 160,000). Table 2.1: Population and Household Trends (Source: Census 2010) Population Households District 1991 2000 2010 Growth 1991 to 2000 Growth 2000 to 2010 1991 2000 2010 Growth 1991 to 2000 Growth 2000 to 2010 Selangor districts in study area Gombak 352,649 537,525 682,996 52% 27% 72,781 115,475 171,718 59% 49% Klang 406,994 643,436 848,149 58% 32% 77,878 135,327 206,262 74% 52% Petaling 633,165 1,184,180 1,782,375 87% 51% 132,230 268,287 481,954 103% 80% Sepang 48,941 97,139 212,050 98% 118% 9,504 18,952 50,444 99% 166% Ulu Langat 413,900 864,451 1,141,880 109% 32% 87,285 193,765 292,177 122% 51% Selangor sub total 1,855,649 3,326,731 4,667,450 79% 40% 379,678 731,806 1,202,555 93% 64% WP Kuala Lumpur 1,145,342 1,305,792 1,627,172 14% 25% 244,267 308,006 436,865 26% 42% WP Putrajaya 5,730 11,501 67,964 101% 491% 1,022 2,152 19,692 111% 815% GKL/KV 3,006,721 4,644,024 6,362,586 54% 37% 624,967 1,041,964 1,659,112 67% 59% Selangor districts outside study area Kuala Langat 130,090 192,176 222,261 48% 16% 24,388 38,309 50,417 57% 32% Kuala Selangor 123,052 161,168 210,406 31% 31% 23,618 32,455 49,419 37% 52% Sabak Bernam 99,824 113,245 106,158 13% -6% 20,122 24,258 25,443 21% 5% Ulu Selangor 82,814 147,996 205,049 79% 39% 17,314 32,464 48,035 88% 48% Selangor 2,291,429 3,941,316 5,411,324 72% 37% 465,120 859,292 1,375,869 85% 60% The number of households has grown by 59% in the last decade with the total number of households in the region being 1.66 million households. The net result of these changes is that the average household size has fallen from 4.81 persons per household in 1991 to 4.46 in 2000 and 3.83 in 2010. This change is seen in all districts across the study area and has contributed to increase travel demands. Page 9
Page 2 and 3: Contents 1. Background ............
Page 4 and 5: List of Abbreviations AM Hour Avera
Page 6 and 7: P&R RTPI RUC SMS SPAD TDM TDMP TfL
Page 8 and 9: 1. Background SPAD (Suruhanjaya Pen
Page 10 and 11: 1.2) Objectives The objectives of t
Page 12 and 13: The TTP proposes the following seve
Page 16 and 17: Population and employment densities
Page 18 and 19: Table 2.3: Budget Taxi Class - Lice
Page 20 and 21: The applicants could apply for the
Page 22 and 23: Table 2.6: Current Operator Require
Page 24 and 25: While standard fares are charged by
Page 26 and 27: Table 2.9: Current Vehicle Operatin
Page 28 and 29: certain times of day. In addition,
Page 30 and 31: Table 2.10: Public Transport Users
Page 32 and 33: 3. Looking to the Future of Taxis 3
Page 34 and 35: Table 3.2: Comparison of Driver Req
Page 36 and 37: Taxi/Population (1000s) Figure 3.2:
Page 38 and 39: It is clear that in the internation
Page 40 and 41: 3.6) Where Do We Want To We- For Th
Page 42 and 43: Developing the Taxi Transformation
Page 44 and 45: High Low 4.3) Initiative 1 - Regula
Page 46 and 47: A review of taxi operating costs an
Page 48 and 49: 4.4.3) Vehicle Standards/Specificat
Page 50 and 51: 4.5.2) Enforcing Existing Driver Re
Page 52 and 53: drivers receiving positive feedback
Page 54 and 55: Summary of Recommendations- Access,
Page 56 and 57: Operator‟s feedback detailed in C
Page 58 and 59: Phasing and Delivery 5
Page 60 and 61: Increasing SPAD Policy Influence Le
Page 62 and 63: PROPOSAL Likely Cost Likely Benefit
Page 64 and 65:
Table 5.3: Vehicle Policy Intervent
Page 66 and 67:
Table 5.5: Network/External Policy
Page 68 and 69:
5.4) Phasing and Implementation Bas
Page 70 and 71:
Summary 6
Page 72:
Table 6.1: Summary of the LPTMP Aga
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4. Developing the Taxi Transformation Plan - SPAD

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