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Table 2.6: Bus Stop Classifications (Source : Pemandu NKRA 2009) Type Number Place NKRA Proposals High quality 359 City Centre High Density Catchment Tourist Spots Adequate shelter 2,090 Residential areas Schools Flagpole 1,059 Lower density catchment areas Stops with no infrastructure 641 Very low density catchment areas „Informal‟ bus stops Stops have adequate shelter, lighting and advertising Potential upgrades required to include service information Stops have adequate shelter – some may require upgrades to improve facilities Upgrades required to include service information Some can be upgraded to have adequate shelter Upgrades required to include service information Quick win – install basic infrastructure across all stops Upgrades required to include service information and basic „flagpoles‟ 2.12) Bus Priority Currently (as of mid 2011) there is very little in terms of bus priority measures across the bus network. The term „bus priority‟ includes physical or traffic restriction measures that help reduce delays, and increase bus operating speeds, for example bus lanes. Equally important are Intelligent Transport Systems (ITS) based measures such as selective vehicle detection which assist in expediting bus services through a queue of traffic to ensure that operations are efficient and reliable. Bus priority measures play an integral part in ensuring that bus networks are reliable, not hampered by congestion, and offer competitive and consistent journey times. Whilst important in making the bus network attractive to existing and especially potential passenger‟s bus priority measures are equally important to operators in helping them control costs and maintain capacity especially at peak times. Bus priority measures are of particular value when service providers operate on heavily used traffic corridors, or where there is a need for high capacity such as on a very frequent local bus service, or key radial corridors, or a BET or BRT service. However, wherever buses are delayed and priority can be given to buses without undue disruption to other road users or adjoining land uses, these should be considered to help increase the attractiveness and capacity of the bus system. The bus priority systems that are used elsewhere include bus lanes (fully or partly segregated and either 24 hours or at peak periods only), bus-only roads and bus-only signals or signal pre-emption. Typically they also include measures that assist bus services at congested locations and signalised junctions to get ahead of the queuing traffic. Other priority measures to increase operational efficiency of buses include installing bus boarders (extending kerbs so that buses can access a bus Page 25
stop without leaving its position in the traffic stream) and rationalising the number and locations of bus stops. Currently there are 14.8km of bus lane within the GKL/KV - a very low level of coverage for a region of its type. Bus lanes have existed in KL CBD and came into force in October 1997. They are marked by continuous yellow lines and the words “Bas Teksi Sahaja” along the left side of the road (nearside lane). The start of these lanes is also marked with road signs. The lanes are used by buses and taxis only - no private vehicles are allowed to use them between 0600 and 2000 hours on weekdays (excluding public holidays). NKRA identified key issues in the GKL/KV as: Other vehicles other than buses and taxis are still using bus lanes Vehicles are parked inside bus lanes; obstructing the path of buses and taxis Unloading of goods is carried out within the bus lanes Buses and taxis are not using bus lanes Buses wait for prolonged periods of time for passengers in bus lanes at bus stops and obstruct the path of other buses and taxis Traffic police allow other vehicles to use bus lanes during peak hours to alleviate traffic congestion A further five bus lanes were identified for implementation by the NKRA including: ITT Bandar Tasik Selatan – Pasar Seni Jalan Genting Klang – Pasar Seni Bandar Utama – KL Sentral Batu 3 – Pasar Seni Jalan Wawasan – Pasar Seni 2.13) Intelligent Transport Systems (ITS) ITS schemes can be linked to bus priority systems as well. Typically these ITS schemes are electronic information provision used to assist either the service or its users. Typical types of ITS provision include: Global Positioning Systems (GPS) – to assist operators in controlling services and drivers during their working day In-cab telecommunications – such as radio controls, to notify bus drivers of operational changes or problems on the network or highway Real Time Passenger Information (RTPI) displayed at stops, at other premises, in buses or as text messages to cell phones Automatic Number Plate Recognition (ANPR) - which is often used to assist bus operators in identifying car drivers who misuse bus lanes and as part of enforcement Page 26
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 30 and 31: Table 2.5: Interchange Facilities i
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
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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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