Contents - SPAD

More documents

Recommendations

Info

3.12) Success Factors for Developing the Bus Network This chapter has summarised the background to developing the BTP based on defining the role of bus in the context of the GKL/KV region. The success of the plan draws upon: Feedback from users and stakeholders (Outlined in Chapter 2) Defining the vision for LPT and the role of bus (Outlined in this chapter) International best practices The keys to success of bus services in the region will be (see Figure 3.11): Punctual and reliable services which are attractive to users Good access to system “first and last mile” through the provision of good pedestrian access Integration within the overall LPT system to provide wider network coverage Competitive journey times via LPT which are attractive to encourage modal transfer Comfortable modern vehicles and well-trained drivers so that bus system provides a quality service Good (accurate and up to date) passenger information systems that enhances users experience Safe and secure journeys for users Fare system which provides an appropriate fare level and integrated with other LPT modes Sustainable industry that the network allows the industry to operate, develop and invest for the future The current status of the bus system in relation to the success factors is shown in Figure 3.11. This shows that the existing service does not deliver on any of the critical key success factors. However, a key major issue to note is the lack of the data and understanding. Therefore a monitoring framework associated with Key Performance Indicators will need to be developed as part of the BTP. Figure 3.11: Key Success Factors and the Current Status Page 49
These success factors determine the focus for the elements to be incorporated into the BTP. These elements include: Bus Network BRT Regulatory framework Other initiatives (including quick wins) The next chapter provides more details on these elements and how they develop from the NKRA initiatives. Key Conclusions The range of primary and secondary corridors has been defined for the GKL/KV region. Secondary corridors (BRT) focus on orbital movements and the other centres. Feeder services will ensure that there are linkages between local centres and provide links to main road bus services (including BRT) and to rail services. The assessment process needs to consider the role of each mode such that the growing travel demand can be met by the appropriate mode. 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 should be provided to allow connectivity. Bus services will also provide local services to suburban centres in their own right. The success of the plan draws upon feedback from users and defining the vision for LPT and the role of bus (outlined in this chapter) and International best practice Page 50
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 52 and 53: 3.7) Corridor Hierarchy The approac
Page 54 and 55: connectivity. Bus services will als
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
show all

Contents - SPAD

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?