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The population forecasts assume a capacity of 10 million people in the region with the largest growth forecast in Klang, Sepang and Putrajaya. This is a 59% increase in population compared to 2010. The population density map for 2020 (see Figure 3.2) is similar to that for 2010 with higher densities in the main suburbs of KL and the regional centres such as Shah Alam. There are a number of major residential developments proposed within the land use plans which need to be incorporated into the LPTMP. The household size projections within the plans are forecast to drop further to 3.93 persons per household in 2020, representing a further increase in the rate of household formation and thus the demand for new housing units. This growth will maintain the pressure on the transport networks with increased demand for movement across the region. Figure 3.2: Population and Employment Densities 2020 (Source: Halcrow) Population Density- 2020 Employment Density- 2020 Dark blue >20,000 person/km 2 Dark green >20,000 person/km 2 The draft DBKL City Plan forecasts the growth in jobs from 729,000 in 2005 to 1.2 million in 2010 and 1.4 million in 2020. The City Plan shows great intensification particularly in the KL city centre. There are a number of major commercial developments within the land use plans which need to be integrated into the LPTMP (such as Kuala Lumpur International Financial District (KLIFD) and Matrade). The growth in these locations will intensify the need for high capacity LPT for their own success and to maintain the economic status of the region. In particular, enhanced rail systems need to provide access to the centre of KL. Page 37
Key Conclusions Population will continue to grow in the region, increasing the demand to travel. Employment intensification is proposed in key centres, particularly in centre KL. The concentration of employment will be more and more difficult to serve without major increases in LPT mode share. Employment areas will need good accessibility to maintain the economic status of the region. 3.5) Future Travel Demands A series of Transport Analysis Tools have been developed to assess the key considerations of land use and transport schemes on future travel demands, travel times and accessibility. The tools include: Land use database which utilises the data provided by DBKL, Selangor UPEN, Perbadanan Putrajaya and local district plans Trip generation model which uses the land use information to derive the forecast travel demands in the region Multi-modal transport model which derives the future travel patterns on the network in terms of flows, and travel times Accessibility model which shows the impact of travel times on access to locations within the study area for catchment area analysis Forecasts have been produced for the morning peak 2020 situation with those committed schemes and the MRT1 rail line. The forecast morning peak hour travel demands by all modes (private and LPT) in the region show large radial movements towards the central KL (see Figure 3.3). Demand for all modes crossing the Middle Ring Road (MRR)1 as forecast for 2020 shows strong flows in all the corridors with the highest demands being from the Petaling Jaya/ Shah Alam/ Klang corridor. Within the region there are also strong orbital demands in the suburban areas (see Figure 3.4), particularly to areas such as Petaling Jaya and Shah Alam. The largest flows are in the Petaling Jaya area along corridors such as the North-South Expressway and the Damansara-Puchong Expressway (LDP) corridor. In addition to these flows between centres, there is a wide diversity of local movements within the suburban areas such as local movements within Shah Alam or Klang. Although lower than the radial demands into the centre KL, these demands require high quality LPT access. Page 38
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 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 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
Page 88 and 89: Thus the principal benefit of Net C
Page 90 and 91: Whilst a regime change from the cur
Page 92 and 93: 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.
Page 98 and 99:
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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