Contents - SPAD

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1.2) 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 KL, Putrajaya and all districts in Selangor with the exception of Kuala Langat, Kuala Selangor, Sabak Bernam and Ulu Selangor (See Figure 1.2). 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 KL and Selangor (Source: National Statistics 2009). Within the ETP, the National Key Economic Area (NKEA) for the GKL/KV region has specified the following objectives: „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 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 KL and should therefore be considered in developing the LPT strategy. Figure 1.1: Greater KL/Klang Valley Region Page 3
1.3) Objectives The objectives of the GKL/KV LPTMP are: To identify a single, consolidated and supported LPT strategy for the GKL/KV region To integrate all LPT modes (i.e. bus, rail and taxi), providing users with high quality seamless journey Be guided by logical, pragmatic and sustainable principles in its planning to address current needs, which support future expectations 1.4) Guiding Principles In order to aid the development of the GKL/KV LPTMP, a series of Guiding Principles have been developed as follows: Consider the planning, integration and co-ordination of all LPT modes Define modal share targets Define complementary policies to allow the LPT modal share to achieve the targets Allow LPT to be socially inclusive, encouraging it to be the travel mode of choice Provide for increased accessibility and connectivity Take account of the hierarchy of centres, with emphasis on primary centres being served by rail, where possible to encourage modal transfer Provide capacity to meet future demands efficiently and reliably to allow the region to grow economically Provide additional capacity to serve central KL given its economic importance to the country Be based on a process of engagement with Stakeholders Take account of previous studies and plans where appropriate Promote the use of new technology to provide environmental benefits Corridors should be served according to the appropriate mode to meet travel demands 1.5) Master Plan Development Using the Guiding Principles of the National LPT Policy and Planning Toolkit, the process of developing the Regional LPTMP follows a series of stages which seek to understand the existing situation through Page 4
Page 2 and 3: Contents 1. Background ............
Page 4 and 5: 6.2) Phasing- Developing the Networ
Page 6 and 7: KLCP KLIA KLIFD KPI KTM KTMB LA LCC
Page 8 and 9: Background 1 Page 1
Page 12 and 13: the collation of existing data sour
Page 14 and 15: future of bus services. Chapter 4 l
Page 16 and 17: 2. Assessment of Current Conditions
Page 18 and 19: 2.3) Existing Bus Services The curr
Page 20 and 21: Indicator Number of Routes Fares Av
Page 22 and 23: should embrace physical and electro
Page 24 and 25: Figure 2.5: White Space Definition
Page 26 and 27: Table 2.3: Existing Fare Structure
Page 28 and 29: 2.8) Journey Times NKRA have set up
Page 30 and 31: Table 2.5: Interchange Facilities i
Page 32 and 33: Table 2.6: Bus Stop Classifications
Page 34 and 35: Closed Circuit Television (CCTV); S
Page 36 and 37: competing on heavily concentrated r
Page 38 and 39: Stakeholder‟s plans and proposals
Page 40 and 41: The shortfalls in planning, monitor
Page 42 and 43: 3. Looking to the Future of Bus 3.1
Page 44 and 45: The population forecasts assume a c
Page 46 and 47: Figure 3.3: Forecast Travel Demands
Page 48 and 49: Figure 3.6: Modelled Perceived Trav
Page 50 and 51: 3.6) Modes LPT covers a wide range
Page 52 and 53: 3.7) Corridor Hierarchy The approac
Page 54 and 55: connectivity. Bus services will als
Page 56 and 57: 3.12) Success Factors for Developin
Page 58 and 59: Developing the Future Bus Network 4
Page 60 and 61:
Figure 4.1: Bus within the Hierarch
Page 62 and 63:
Figure 4.2: Hierarchy and Scope of
Page 64 and 65:
4.5) Bus Rapid Transit A series of
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Dedicated Bus way - this option is
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Third stage will be introduction or
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Figure 4.8: Conceptual Network Chan
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4.7) Other Initiatives 4.7.1) Impro
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4.7.4) Improving Accessibility - Ne
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4.7.7) Improving Bus Stop infrastru
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The Transition of the Bus Network 5
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trialling and refining these proces
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Table 5.1: Key LPT Policies and Obj
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Figure 5.2: Bus Industry Models of
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them to support socially necessary
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Thus the principal benefit of Net C
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Whilst a regime change from the cur
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Whilst the existing regulatory regi
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Phasing and Delivery 6 Page 87
Page 96 and 97:
6.1.1) New Licence Issue Section 2.
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operational. This early phase shoul
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Figure 6.1: Regulatory Timeline 6.2
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Table 6.2: Summary of Benefits Obje
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7. Summary SPAD has developed the N
Page 106 and 107:
The range of primary and secondary
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