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should embrace physical and electronic measures to assist the operation of bus services as well as a broad Travel Demand Management (TDM) policies is required to affect mode switch towards LPT. Based on information collated from bus operators, Figure 2.3 shows the density of routes in terms of buses per hour during peak period and demonstrates clearly the focus of the network on routes to the centre of KL. Under the current regulatory regime these are likely to be the most profitable routes, but the same corridor is being operated by a number of different operators. Figure 2.3: Existing Bus Route Density (Source: Halcrow) 2.6) Bus Service Coverage and Integration Two key measures used in a wide range of applications to measure bus route coverage are connectivity and accessibility. Connectivity and accessibility is widely used interchangeably, for the purposes of this study: Connectivity refers to the availability of a LPT link between an origin and destination, for example a suburban area and centre KL; whereas Accessibility is a more precise local measure of the accessibility of, say, a bus service, often expressed as the travel distance to a stop or interchange and governed by standards set as walking distances. There is general agreement that connectivity can be improved and that in terms of accessibility currently only 61% of the travelling public are within reasonable (400 metres) distance of a bus service. This poor accessibility and consequent lack of connectivity inevitably undermines use of bus services. With the introduction of MRT services in the future, a continuing lack of local connectivity to MRT stations will seriously reduce the potential of the MRT system to perform its intended role. Page 15
Integration between different LPT modes and between bus services can be described as sporadic across the region. In the central areas, where existing rail services are provided, bus to rail integration and the connectivity it provides is achieved with relative success but this is much less evident elsewhere. Whilst significant improvements in seamless interchange have been achieved through recent ticketing initiatives, the promotion of integration between modes remains generally poor. This will remain so whilst bus operators fail to publish timetables and route information in sufficient detail for passengers to plan their travel in confidence. Thus a general conclusion can be reached that there are significant gaps in the levels of bus services currently provided. These need to be addressed through the development of localised bus service networks that would also act as a feeder bus service network to meet the growing demands of the region and the emerging enhanced rail network including the MRT system. The following three diagrams present an analysis of gaps in the provision of LPT and where feeder bus networks can be developed to support the rail based level of the integrated LPT hierarchy. Figure 2.4 shows the analysis undertaken as part of the NKRA to reveal „White Spaces‟ areas beyond a reasonable walking distance of a bus service. The NKRA review assessed the census tracts in the region and identified the level of accessibility to bus services (defined as population living within 400 metres of a bus service). The NKRA analysis indentified that 61% of the population had good access to bus services, but this left 39% of the population living over 400 metres from a bus service. Figure 2.5 indicates „white spaces‟ showing service levels, and gaps, in their existing provision. The darker blue areas indicate those census tracts with higher levels of service while the lighter areas indicate those areas with less accessibility to bus services. Figure 2.4: Population with Access to a Bus Service (Source: NKRA, Pemandu 2009) Page 16
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 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 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
Page 68 and 69: Third stage will be introduction or
Page 70 and 71: 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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