Contents - SPAD

More documents

Recommendations

Info

4.5) Bus Rapid Transit A series of potential BRT corridors have been identified through the demand modelling exercise which has been carried out for the Greater KL/KV LPTMP. The study has identified potential BRT corridors based on current and projected travel demand. The level of demand determines the most appropriate mode of transport as indicated in Chapter 3. The proposed BRT corridors have been selected to support the future rail network and also to provide additional services on corridors where there are currently no proposals to implement rail facilities. BRT will also be used to provide orbital routes linking key district centres and provide commuters with the opportunity of travelling between residential and employment areas without the requirement to travel into the centre of KL to complete their journey. There is no single, universally agreed, definition of what constitutes BRT. The term can refer to very high capacity, high frequency bus services, using up to 300 passenger capacity buses operating on fully segregated bus roads, often within a wide highway alignment. More conventionally, as in many European and Australasian situations, similar to KL, it is typified by a package of measures, which include: Some degree of alignment (infrastructure) dedication that may include a complete or partial segregated alignment either as part of the highway or as new build Possibility of bus guidance using kerb guidance, electronic or optical guidance Utilising re-allocated road space in the form of 24 hour or peak time bus lanes, usually identified through coloured road surface, specific road markings and signage, sometimes supported by signalisation Traffic signal priority. Figure 4.4 shows the potential BRT corridors for the GKL/KV region. These are a mix of radial and orbital corridors. Page 57
Figure 4.4: Conceptual Diagram to Show the Evolution of the Bus Network Figure 4.5 shows a typical conceptual alignment for a BRT corridor between the two terminal facilities. Transit stops are identified at appropriate locations within the corridor. However, the distance between stops is very dependent on the nature of the corridor and the trip attractors. Where appropriate local feeder services will provide access to the BRT service. The types of BRT options include: Implementation of bus lanes - effect removal of a traffic lane for general traffic, which will have an impact on capacity. The impact of this can be reduced by introducing peak hour restrictions which will allow buses to utilise these lanes during peak operating hours but will allow general traffic outside of peak hours. The peak hours can be defined by corridor or standardised throughout KL. Re-allocation of Road Space - provision of 24 hour or peak hour bus lanes on existing highway is the quickest option available for providing bus priority. It is particularly appropriate in restricted urban environments where land availability is limited and the options for providing elevated sections are restricted through no central median to construct the relevant support, or existing elevated highway which limits opportunities for bus corridors. Reallocate road space - involves the establishment of bus advance signals which is typically traffic signals at the end of a bus lane that allow buses to get in front of a queue of traffic in order to pass through a part of the road network that is too narrow to accommodate a bus lane or that has other constraints such as on-street parking or premises serviced from the highway; Page 58
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 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 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

Create successful ePaper yourself

Delete template?

Save as template?