Contents - SPAD

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;
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