Contents - 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 bus industry. This is based on engagement with stakeholders to collate data and identify key problems and issues. 2.2) Key Considerations in Master Plan 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 Structural Plans and Local Plans. The Regional LPTMP ensures alignment of state-level LPT plans and the National LPT Policy, whilst placing importance on accommodating state-specific requirements. This is achieved through a consultive process and collaboration between State Authorities and <strong>SPAD</strong> in developing the Regional LPTMPs. Additionally, the Regional LPTMPs recognise the need for consistency between state plan directives and the necessity for LPT. Therefore the Regional LPTMP takes account of the location of major development areas which need to be served by LPT. Figure 2.1: Master Plan Development Process INPUT TO MP DEVELOPMENT MP DEVELOPMENT MP EXECUTION 1. Guiding Principles 2. National Toolkit 3. Transport Analysis Tool • Transport model • GIS land use database • Accessibility model 4. Stakeholder 5. External references 1. Existing Situation & Stakeholder Engagement 2. Transit Gaps (Rail) 3. Land Use Demands 4. Travel Patterns 5. Identify Corridor Hierarchy 6. Identify Mode 7. Master Plan (Implementation) 8. Integration 9. Benefits Review 1. Technical and Financial Feasibility 2. Technical and System Design 3. Implementation 4. Track / Monitor 5. Success Measure / Benefit Realisation Feedback to MP development Page 9
If LPT is to be the mode of choice for a journey, it is essential that a reliable and appropriately planned transport network is available and information to plan the journey is available in advance. The current provision of services fails to meet the needs and expectations of users. The present private operators‟ pointed out that the present revenue levels do not allow them to reinvest within their businesses and contend that this is why the industry fails to meet the policies and objectives set out by the government. This issue was identified within the NKRA analysis in 2009 and a series of short term initiatives were developed to improve the quality of the bus service in the GKL/KV region. These initiatives included: Implementing dedicated bus right-of-ways: BET, BRT, and Bus Lanes Increasing coverage and quality of bus stops Enforcing traffic and operator service standards Improving and reorganising the bus network This BTP seeks to build on the momentum set by these initiatives and broaden their scope to cover the region. BTP in its wider context also addresses the provision of BET and BRT services. Both of these services seek to operate on corridors where there‟s high demand and the opportunity to transport a higher volume of passengers compared to the more conventional services at the same headway. Currently there are no BRT services operating within the GKL/KV region, a separate study in parallel to the LPTMP is addressing the development of BRT. Findings of that study will be taken into consideration of this BTP. However there are several BET services already in operation. These operate tidally on some key radial corridors during the peak periods and provide much faster and direct links to or from centre KL and have proven to be popular and well used. The following sections outline the existing condition of the bus industry as well as identifying some of the key issues and challenges. An overriding concern is that with the current licensing system and operation method, it is difficult to assemble information and data about the bus industry. There is an overall lack of detailed understanding on current bus services delivery. An early task to address this concern is to introduce a rigorous licensing requirement so that operators will need to notify the details of the services they provide and update on any changes that they make to the services. This exercise will enable future network planning to be carried out with confidence, and, importantly, provide a information database for passengers and potential passengers. Page 10
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 10 and 11: 1.2) Greater KL/Klang Valley region
Page 12 and 13: the collation of existing data sour
Page 14 and 15: future of bus services. Chapter 4 l
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
Page 66 and 67:
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
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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
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The range of primary and secondary
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Contents - SPAD

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