Contents - SPAD

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3.6) Modes LPT covers a wide range of modes from different types of bus and rail system. Each has different key characteristics in terms of PPHPD, average speed, technology and operating considerations. Buses typically operate at lower speed and are more likely subject to congestion thus impacting the reliability and ability to operate according to timetable. There is often the potential to implement bus priority measures which provides flexibility to respond to changes in demand and network characteristics. It provides a much lower capacity compared to rail systems but operate with lower costs where lower capacity is required, flexible to changing demand and can provide services close to most developments. As such, buses are more suited to feeder corridors and local/ district network. Figure 3.8: Relating the Modes to Conceptual Corridor Hierarchy In addition to feeder bus service provision, BRT systems can operate with a range of vehicle types from single deck buses carrying 70 passengers up to articulated vehicles carrying 300 passengers of which the majority will be standing. These rely more on segregated sections of carriageway in order to provide relief from congestion and the highest capacity BRT vehicles cannot easily operate in mixed traffic conditions. They can play a role in local corridors and also on secondary corridors. The capacity provided is a function of the headway and vehicle types. This will determine the amount of carriageway required for BRT services. High frequency services, such as in Latin America, China or India typically require more running lanes. With transit stations, they can require the equivalent of a five lane highway and are thus very demanding of infrastructure needs particularly in corridors that already include complex road networks that BRT needs to fit alongside. Street trams by comparison can operate within traffic lanes or segregated from traffic, and are extensively used in Western Europe. Where they operate with traffic and pedestrians, the speed is Page 43
lower and can be subjected to delay. In developing a network, as the system is at grade, there may be significant disruption through accommodation works for utilities during construction to avoid operational disruption. The capacity of tram systems is not as large as for a monorail due to operational characteristics, but the infrastructure costs are lower. Whilst such rail systems can provide similar levels of capacity to BRT and are segregated from traffic using elevated sections, they require sophisticated signal and control systems to operate at high frequency. Monorail systems have limited interoperability and it is not as easy to switch tracks as with conventional rail systems. In addition to street-running rail systems, the highest capacity corridors are often provided by heavy rail – LRT, MRT or commuter rail systems. In developing the LPTMP, the role of each of the modes has been carefully considered according to the local requirements. A separate study into the implementation of a series of BET, BRT and Bus Lanes, is being developed in addition to this BTP. This separate study will determine the potential and opportunity for BRT provision within GKL/KV as a high level study. It will identify potential routing options, integration modes, corridor constraints and a series of high level operating and capital expenditure costs associated with operation. Key Conclusion The assessment process needs to consider the role of each mode such that the growing travel demand can be met by the appropriate mode. In the case of GKL/KV, the assessment process showed that meeting the growing travel demand can be best achieved through a combination of solutions most appropriate to the needs of the individual corridors and areas served. Page 44
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 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 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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