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2.8) Journey Times NKRA have set up a series of monitoring surveys to assess travel conditions and satisfaction levels of LPT users. Travel time surveys were undertaken on a number of routes to compare bus and private vehicle travel time during morning peak. These were supplemented by a series of surveys for the LPTMP. Table 2.4 shows the bus travel time required for corridors in KL. Typically these are slower compared with private vehicles. These travel times reflect door to door journey times and therefore includes walking and waiting time elements as well as in-vehicle travel times. The greater the level of congestions the more similar are the journey times for the in-vehicle sections of a trip. The provision of bus priority measures, whether for use by all buses or BRT buses only, can reduce LPT journey times to a level that can compete with or even better private vehicles. The provision of tracked transit such as LRT or MRT supplemented by feeder bus services offers the potential of significantly faster and more reliable journey times. Table 2.4: AM Peak Travel Time Inbound To / Outbound From Centre KL (average in minutes) Location Surveyed Inbound Outbound Kota Damansara 119 76 Serdang 113 60 Balakong 89 86 Subang Airport 84 43 Kajang 79 47 Puchong 65 61 Putrajaya 64 55 Klang 60 36 Subang Jaya 60 46 Old Klang Road 56 35 2.9) Travel Demands Feedback from stakeholders indicates that the mode share of car has been increasing in recent decades. The morning peak modal share for LPT has fallen from 34% in the 1980‟s to 10-12% in 2008 (Source: NKRA). The LPT share is relatively low compared to other international cities such as Hong Kong (90%), Singapore (63%), and London (55%). This reduction in the 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 and fuel Poor quality of LPT Page 21
Poor image and unreliability of buses. There is clear evidence that on key corridors services are operating at substantially below full capacity even at peak hours. As a result largely of congestion levels and bus journey time variability, it is unlikely that the “offer” available to passengers for peak hour bus journeys is sufficiently attractive to affect a mode switch from private vehicles. In order to maintain reasonable peak period capacity under present conditions it would be necessary for bus operators to put additional buses into service during peak hours. These buses would be extremely costly to provide but as a yardstick, a bus that is used for say four peak hours per day as opposed to say 18 hours per day of full service can attract costs that are between 60% and 70% of the 18 hours per day cost. Under the present, in effect, open market conditions for operating buses and given the difficult operating conditions, it is not surprising that the overall bus network is far from comprehensive, with large areas of GKL/KV and significant areas of the conurbation with little or no service. Additionally the frequency on many routes is low and the daily operating spread (the number of hours between first and last bus) is limited. There is evidence that especially at periods of lower demand, the availability of buses is variable day to day. All of these factors are likely to reduce demand for bus services and, inevitably, encourage more people to use private vehicles adding to congestion and reducing overall mobility. 2.10) Interchanges and Bus Stations NKRA (2009) identified the issue of terminal locations and interchange facilities for bus services whether inter-city, inter-urban and city feeder services, resulted in an uncoordinated and inefficient network with the routes of many services overlapping, overcrowding on services and bus congestion in the Central Business District (CBD) area, for example in the area of the Central Market. Further information is available in the Interchange and Integration Plan. Key issues included: Poor quality facilities in the main terminals for inter-urban and intra-urban services Poorly designed traffic circulation for city central feeder routes which creates congestion for all traffic and substantially add to bus operating costs Buses park haphazardly due to the lack of parking bays and due to the poor levels of control by operations supervisors NKRA defined four types of interchange with proposals to enhance these (as shown in Table 2.5): Integrated Transport Terminals (ITTs) – defined as intercity terminal points in KL Inter-urban - defined as terminal points in KL for services up to 60km Intra-urban - defined as terminal points in KL for services up to 30km City feeder - defined as terminal points for services operating largely or solely within in the CBD Page 22
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 26 and 27: Table 2.3: Existing Fare Structure
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
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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
Page 106 and 107:
The range of primary and secondary
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