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Table 2.5: Interchange Facilities in GKL/KV (Source : Pemandu NKRA 2009) Integrated Transport Terminals Inter-urban Intra-urban City Feeder Type Terminal Purpose NKRA Proposals Bandar Tasik Selatan Gombak Kota Damansara Hentian Putra Pasarama Kota Puduraya 14 Hentian Akhir Bandar (“HABs”) Primarily leisure Gombak travel from all cities Kota Damansara Daily travel within 60km radius of CBD Daily travel within 30km radius of CBD City feeder buses Daily travel within boundaries of CBD Refurbish 3 existing terminals Reroute express buses to ITTs Upgrade 14 HABs Rerouting of bus routes based on „zones‟ (medium-term initiative) – may take more time Establish commercially sustainable model for operators Streamline bus services within CBD Figure 2.6: Location of Terminal Locations in GKL/KV Page 23
Looking at the region as a whole, there are 50 bus „terminals‟ which serve the region (see the Interchange and Integration Plan). The terminals are defined principally as: 1 Integrated Transport Terminal 22 Bus Stations 27 Bus and Rail Interchanges 2.11) Roadside Infrastructure NKRA report published in 2009 identified that there are currently in the region 4,150 bus stops across the GKL/KV region. Key issues identified was that the majority of bus stops in the CBD area are badly designed, not well built or maintained, not bus friendly (i.e.: lack of bays), poorly lit at night, posing a threat to the safety of users and not userfriendly facilities. Many are poorly located in relation to the principal facilities they serve and in particular do not relate well to highway crossing points. The route network especially within centre KL means that boarding and alighting stops for any given location can be a long distance apart, and thus this places great emphasis on good information for users, which is unfortunately lacking at present. What should be provided at each stop is currently dependent upon its location and the number of services that use the stop. Where roadside infrastructure is provided, it varies between a bus stop pole, timetable case and bus stop flag (or a combination of one or both of the latter two). In addition, in city centre locations there are a number of high quality bus stops that also have open-ended cantilever bus shelters, which provide waiting customers with shade and shelter. These shelters often carry heavy advertising, and are located in tourist or high catchment locations. Many stops further away from the city centre have much poorer shelters and which requires upgrading. It is not uncommon to see shelters in outlying areas, but these are typically not modern, are of varying quality, and are often poorly maintained or not maintained at all. NKRA classified bus stops in four categories. These are defined in Table 2.6 along with the numbers of stops per category in use at the time of compiling the report. NKRA included proposals to increase the number of bus stops by around 850 and provide upgrades to around 640 current bus stops. Page 24
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 28 and 29: 2.8) Journey Times NKRA have set up
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
Page 94 and 95:
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
Page 102 and 103:
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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