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3.7) Corridor Hierarchy The approach to the LPTMP development is to investigate the corridor hierarchy in the region and from this to select the appropriate modes where enhancement is needed. Four levels of corridor are identified; primary, secondary, feeder and local/ district corridors. In the context of GKL/KV, these are distinguished within a functional hierarchy and are based on PPHPD (see Figure 3.9). Figure 3.9: Conceptual Corridor Hierarchy The conceptual diagram of how the corridors fit together shows that at the top level of the hierarchy are the primary corridors. These are identified as corridors with the highest demand (in GKL/KV over 25,000 PPHPD). These will typically be linkages to city centres potentially from other suburban town centres. At the levels of demand in GKL/KV, high quality rail-based systems are likely to be justified. Transit stops along the primary corridors will transit stop would be served by a walking catchment (potentially up to 400 metres if outdoors and over 400 metres if indoors be further apart than on other corridors reflecting the need to serve the city centre. Transit stops would generally also be supported by a feeder bus network. Secondary corridors can serve a range of functions such as lower demand corridors to a city centre or in providing linkages to a primary corridor. In GKL/KV they will have demands in the range 5,000 to 25,000 PPHPD and this will, in some cases, be sufficient to justify rail-based systems while in others a high quality bus solution may be more appropriate. Transit stops might be closer together on the secondary corridors served to increase walking and bus catchments. The feeder services are crucial to support the primary and secondary corridors as these provide access to these services. Finally there are local corridors which access other local centres, which will generate significant demands in their own right. Often the same routes will be able to provide feeder and local network functions. Feeder services and local corridors are likely to be bus based, with the maximum practicable priority to minimise journey times and unreliability. Page 45
3.8) Corridor Hierarchy and Local Network Provision In developing a future vision for bus based LPT provision it is important to understand that these conceptual corridors and the processes necessary to develop them will generate a series of „local bus networks‟. It is important that in developing „corridors‟ that these corridors are then integrated to form a network of local bus services, which integrate with one another to ensure that a joined up network of services exist to meet passenger demand and the needs of the users. Of equal importance to the services themselves is the approach taken to the measures that result in a truly integrated LPT network across all modes, including ticketing arrangements, passenger information and signage. These local bus networks will consist of a series of local bus services, feeder services, main road corridors (or trunk corridors). It is important that this hierarchy of services will need to be delivered to meet the demand for the region, and that each level of service will have an integrated part to play in bus service delivery. 3.9) The Greater KL/Klang Valley Corridor Hierarchy The corridors in the GKL/KV have been identified in terms of their roles in the hierarchy. The forecast demands identified in Section 3.5 were based on all modes (private and LPT) for each corridor. The morning peak demands were converted to a LPT PPHPD which assumes a 50:50 split between LPT and private transport reflecting longer term aspirations for modal share in the region. It is noted that for some corridors a higher modal share will be achievable. The primary corridors cover each of the main entries into the centre KL. Rail provides the main mode in the majority of these corridors. The secondary corridors comprise the linkages to other key centres such as Klang, Shah Alam, Petaling Jaya and Putrajaya. In addition to the primary and secondary corridors there are extensive feeder and local/ district corridors which are shorter in length and provide local access to centres and the other corridors. These are served by the bus network. In the case of KL, the assessment process showed that meeting the growing travel demand can be best achieved through an integrated combination of solutions most appropriate to the needs of the individual corridors and areas served. 3.10) The Role of Modes in Greater KL/Klang Valley Having defined the hierarchy, the roles of each mode in the GKL/KV in the future can be summarised in Figure 3.10. Urban Rail can be defined as providing the spine to the future transport system, particularly in providing the high capacity linkages between the suburbs and the centre of KL. This will be undertaken through enhancement to existing lines, network extensions and the provision of new routes. Bus will provide the role of supporting and feeding the transport system. Bus services will fill in the gaps of the rail network, particularly on secondary corridors and on routes to the centre of KL not served by rail. Where appropriate these secondary corridors will use BET and BRT. To support the primary and secondary corridors, a network of feeder buses linking with local interchanges on the trunk network should be provided to ensure wider Page 46
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 50 and 51: 3.6) Modes LPT covers a wide range
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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