Contents - SPAD

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Table 2.3: Existing Fare Structure of RapidKL Bus Services Bus Service Adult Fare Concession Fare UTAMA (Trunk) RM 1.00 (1 zone) RM 1.90 (2 zones) RM 2.50 (3 zones) RM 3.00 (4 zones and more) RM 0.50 (1 zone) RM 0.90 (2 zones) RM 1.20 (3 zones) RM 1.50 (4 zones and more) BANDAR (City) RM 1.00 RM 0.50 TEMPATAN (Local) RM 1.00 RM 0.50 EKSPRES RM 3.80 RM 1.90 Concession fares are restricted to students in uniform, people above 60 years of age and the disabled. These are made available through a form-based application process. RapidKL also issues multiple journey passes for various types of individual or combined services for bus and rail which are available 1, 3, 7, 15 or 30 day passes. Individual consultations with the larger operators revealed a range of fares related concerns: Fares not being set at a sufficient level to generate investment back into the organisation to enable key requirements such as fleet investment, improved staff training or to maintain operator viability Regular fare evasion occurring and the lack of proper penalties being enforced, which results in the inability for the operators to recoup costs and reinvest in services Increased „over-riding‟ through zones and the lack of enforcement to counter this Page 19
The „Touch‟n Go‟ system which is a prepaid „smartcard‟ for transport payments such as tolls and parking has been extended to local LPT. The cards offer users the ability to prepay for travel prior to boarding the bus. Currently this system is only available for RapidKL services. Part of the on-going NKRA initiative is to „establish a single cashless mode of payment across all land LPT operators building upon the Touch‟n Go platform with the potential to introduce an integrated travel fare across all operators and modes thereafter‟. The aim therefore is to increase use of the system to include KTM and other bus operators. At present the card is in effect a single operator card. More universal availability will require the participation of all operators. This raises complex issues of revenue apportionment with four main dimensions: Apportionment of revenue collected by operators, unless it remains “where it falls” – an arrangement likely to favour the larger operators Apportionment of revenue from tickets sold by ticket agents such as retail outlets Allocation of costs and commission to agents How to share the costs of any discounts offered to passengers for multiple pre-purchase of trips The availability of inter-operator tickets however is consistent with a multi-mode and multioperator situation. There are many examples of such tickets in conurbations with route group or area based franchising whereby a company has been incorporated to handle the redistribution of revenue. In UK there are long established arrangements in the areas outside London where bus services operate on a deregulated basis and many cities in mainland Europe where bus services are provided through franchises or concessions. Whilst the introduction of pre-purchased stored value cards has afforded the operators real benefits such dwell times at bus stops, reduced driver cash handling and consequent fraud, there is still a general concern that owing to the lowest top-up value being set at RM1.00, the card does not serve the purpose of encouraging pre-purchase for which it was designed. There appears to be scope for increasing the lowest fare value by which the card can be topped up and possibly offering a discount for travel when the card is topped up with a value in excess of a specified amount, for example RM20. It is important to highlight that „cash fare‟ collection is still widespread, and that take-up for the prepaid card on buses is deemed to be low. International experience suggests that higher level of discount on prepaid tickets (or a premium on cash payment), or some other device such as no change given on the bus, is needed to promote higher levels of prepaid cards take-up. It would also be appropriate to consider the ticket types or ticket formats targeted to particular market segments. A very successful campaign aimed at young people some years ago in Hong Kong involved a popular brand of digital wristwatch capable of holding stored value and that admission to the bus, tram or MRT required the watch to be swiped on a reader. Page 20
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 22 and 23: should embrace physical and electro
Page 24 and 25: Figure 2.5: White Space Definition
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
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
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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
Page 100 and 101:
Figure 6.1: Regulatory Timeline 6.2
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Table 6.2: Summary of Benefits Obje
Page 104 and 105:
7. Summary SPAD has developed the N
Page 106 and 107:
The range of primary and secondary
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