4. Developing the Taxi Transformation Plan - SPAD

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1. Background SPAD (Suruhanjaya Pengangkutan Awam Darat) has developed the National Land Public Transport Framework (National LPT Framework) to set out the vision and direction for Land Public Transport (LPT) in Malaysia. The purpose is to develop a long term programme to address the current deterioration in LPT with plans to execute high impact and effective delivery initiatives for a 20-year sustainable National LPT service. The goal of LPT is to drive forward the ambition of Vision 2020 and 1Malaysia. These national initiatives seek to transform Malaysia into a fully developed and industrialised nation by sustaining growth of 7% per annum. 1Malaysia is the foundation of the national vision where its goal is to preserve and enhance unity in diversity. As part of this, SPAD aspires to transform public transport to be the peoples mode of choice, thus enabling unity and a national drive for sustainable economic growth. Within the Government Transformation Programme (GTP) (Source: Pemandu, 2010), the National Key Result Area (NKRA) for Urban Public Transport set a number of goals up to 2012: Raise modal share Improve reliability and journey times Enhance comfort and convenience Improve accessibility and connectivity SPAD owns part of the Urban Public Transport NKRA and was set up to consolidate selected LPT related portfolios from other agencies and develop the National LPT Framework. SPAD‟s Mission for LPT in Malaysia can be summarised as: „To achieve a safe, reliable, efficient, responsive, accessible, planned, integrated, affordable and sustainable land public transport system to enhance socio-economic development and quality of life.‟ The National LPT Framework defines the National LPT Policy, which provides guidance towards developing the National Land Public Transport Master Plan (LPTMP). Included in the National LPT Framework is also a Planning Toolkit which provides the guidance on the methodology for setting objectives, plan development, identification of policy measures and assessments of solutions. The Planning Toolkit facilitates the development of Regional LPTMPs and enables interfacing with State-specific plans and land use policies. The first Regional LPTMP developed by SPAD is for the Greater KL/ Klang Valley (GKL/KV) region. This document provides one of the Subsidiary Plans relating to taxi transformation, which forms part of the GKL/KV LPTMP. The other Subsidiary Plans include: Urban Rail Development Plan (URDP) Bus Transformation Plan (BTP) Interchange and Integration Plan (IIP) Land Use Plan (LUP) Travel Demand Management Plan (TDMP) Together these provide an integrated LPT plan for the GKL/KV region. Page 2
1.1) Greater KL/ Klang Valley Region The definition of the GKL/KV region is taken from the Economic Transformation Programme (ETP) (Source: Pemandu, 2010). The region comprises Kuala Lumpur, Putrajaya and all districts in Selangor with the exception of Kuala Langat, Kuala Selangor, Sabak Bernam and Ulu Selangor (See Figure 1.1). The region is defined as being of key economic importance for Malaysia as a whole. Over 37% of the nation‟s Gross Domestic Product (GDP) is identified as being related to Kuala Lumpur and Selangor (Source: National Statistics 2009). The National Key Economic Area (NKEA) for the GKL/KV region has specified the following objective: „To achieve a top-20 ranking in city economic growth while being among the global top-20 most liveable cities by 2020 via 9 Entry Point Projects (EPP)‟. One element of the EPP is the GKL/KV Connect which is about public transport within the urban city. In defining the region for the GKL/KV LPTMP, analysis of travel demand data indicates that areas such as Nilai and Seremban, whilst being outside the defined region, do contribute significant demands to Kuala Lumpur and should therefore be considered in developing the LPT strategy. Figure 1.1: Greater KL/ Klang Valley Region Page 3
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 10 and 11: 1.2) Objectives The objectives of t
Page 12 and 13: The TTP proposes the following seve
Page 14 and 15: 2. Assessment of Current Conditions
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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