Contents - SPAD

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7. Summary <strong>SPAD</strong> has developed the National LPT Framework to set out the vision and direction for 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 National LPT Framework outlines the National LPT Policy which provides guidance and direction towards developing the National 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 <strong>SPAD</strong> is for the Greater KL/ Klang Valley region. The BTP is one of six Subsidiary Plans of the GKL/KV LPTMP, and relates to bus transformation in the region. Together these six plans provide an integrated LPT plan for the GKL/KV region. In order to aid the development of the GKL/KV LPTMP, a series of Guiding Principles have been developed examining issues related to accessibility, capacity, social inclusion and the environment. Currently LPT Mode share in GKL/KV is relatively low compared to other major cities and has fallen since the 1980s. This decline is in spite of increased population and households in the region. The fall in LPT share reflects the increase of the highway network supply, changes in household characteristics such as reducing household sizes, rise in household incomes, affordability of cars, poor quality of LPT, and the unreliability of buses. It is generally agreed that the current delivery of services bus services across the GKL/KV region is lacking in a number of areas. Quality of provision is often poor. Network coverage and availability leaves large gaps in the network with often low quality, minimal information and poor reliability. Priority measures to help improve reliability and journey times are not widespread or consistently enforced. There is an extensive bus network operated by RapidKL, Metrobus and a number of smaller operators. There is currently a general lack of coordinated planning in the provision of bus services. This lack of planning is borne out by the needs of commercial operators to increase revenues and this therefore results in heavy concentration of bus services on key radial routes. The existing service pattern focuses on central KL and is principally concentrated on the main corridors of movement where a high frequency level of service can be found. These tend to be radial routes emanating from KL where operators are likely to experience high ridership and improved levels of revenues There is very little penetration of residential areas and the analysis indicates that very large numbers of people are not within a reasonable walking distance of a bus service. In addition to a lack of planning, it is also generally agreed that there is a lack of integration both between bus services and bus to rail. This will be crucial to successful future development, particularly to integrate with rail system expansion. Page 97
These shortfalls in planning, monitoring and enforcement results in a network which is not integrated, does not meet the needs of the travelling public; delivers anti-competitive practices for operators; and fails in meeting government policies and objectives. Page 98
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Contents 1. Background ............
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6.2) Phasing- Developing the Networ
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KLCP KLIA KLIFD KPI KTM KTMB LA LCC
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Background 1 Page 1
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1.2) Greater KL/Klang Valley region
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the collation of existing data sour
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future of bus services. Chapter 4 l
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2. Assessment of Current Conditions
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2.3) Existing Bus Services The curr
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Indicator Number of Routes Fares Av
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should embrace physical and electro
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Figure 2.5: White Space Definition
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Table 2.3: Existing Fare Structure
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2.8) Journey Times NKRA have set up
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Table 2.5: Interchange Facilities i
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Table 2.6: Bus Stop Classifications
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Closed Circuit Television (CCTV); S
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competing on heavily concentrated r
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Stakeholder‟s plans and proposals
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The shortfalls in planning, monitor
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3. Looking to the Future of Bus 3.1
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The population forecasts assume a c
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Figure 3.3: Forecast Travel Demands
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Figure 3.6: Modelled Perceived Trav
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3.6) Modes LPT covers a wide range
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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
Page 66 and 67: Dedicated Bus way - this option is
Page 68 and 69: Third stage will be introduction or
Page 70 and 71: Figure 4.8: Conceptual Network Chan
Page 72 and 73: 4.7) Other Initiatives 4.7.1) Impro
Page 74 and 75: 4.7.4) Improving Accessibility - Ne
Page 76 and 77: 4.7.7) Improving Bus Stop infrastru
Page 78 and 79: The Transition of the Bus Network 5
Page 80 and 81: trialling and refining these proces
Page 82 and 83: Table 5.1: Key LPT Policies and Obj
Page 84 and 85: Figure 5.2: Bus Industry Models of
Page 86 and 87: them to support socially necessary
Page 88 and 89: Thus the principal benefit of Net C
Page 90 and 91: Whilst a regime change from the cur
Page 92 and 93: Whilst the existing regulatory regi
Page 94 and 95: Phasing and Delivery 6 Page 87
Page 96 and 97: 6.1.1) New Licence Issue Section 2.
Page 98 and 99: operational. This early phase shoul
Page 100 and 101: Figure 6.1: Regulatory Timeline 6.2
Page 102 and 103: Table 6.2: Summary of Benefits Obje
Page 106 and 107: The range of primary and secondary
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Contents - SPAD

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