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Third stage will be introduction or extension of rail corridors which will require the development of a feeder bus network to link local suburban areas to the rail stations. Associated with this will be a further review of the radial corridors to reduce unnecessary competition between bus and rail. As new developments are completed the bus network will need to be extended to serve these areas. Figure 4.7: Conceptual Diagram to Show the Evolution of the Bus Network Only as the result of a detailed review and planning will it be clear what the precise network structure and service levels across GKL/KV should be. However, it is possible to draw initial conclusions from the current concerns expressed by users, the current understanding of where there is poor network coverage and integration (and in certain markets over-provision), expected growth in demands as GKL/KV development proceeds and the likely impact of the new rail improvements, extensions and new lines. In relation to the current 2011 network, the overall pattern of changes considered appropriate to improve the contribution of buses is: Rationalisation of major corridor services and frequencies, removing excess capacity on many profitable routes and raising route profitability. This may require retaining at least some of the bus hours but using them to improve frequencies at shoulder or lower demand times Providing more comprehensive passenger information and signage Increase in both number and frequency of feeder routes to the rail network Providing reasonable access to LPT for many people through enhanced local networks and increased frequencies – with local routes often also providing feeder links to the rail network Page 61
The impact of continuing growth in GKL/KV is likely to be: The need for higher frequencies across the network to meet the increasing demands, which will be particularly important as road congestion will limit the realistic ability of the highway network to accommodate growth New local services and rail feeders to provide access from new developments both to local centres and the rail network thus increasing the percentage of people within 400m of a service. However, alongside growth in GKL/KV the implementation of the rail and BRT elements of the LPTMP will also have very substantial effects on the requirements for bus services. These are likely to involve: Reductions in bus provision along the new or enhanced rail (and BRT) corridors as demand moves to using the faster and higher capacity rail network Increased need for rail feeders to maximise the benefits of the new rail services by extending their catchment area beyond walking and cycling catchment Overall, over time, the joint effects of development, economic growth and the rail investments are likely to result in: Significant reduction in the need for radial commuter corridor bus capacity Substantial expansion of local services to meet increased local demand Greater growth in feeder bus services to rail, reflecting wider economic growth and the need to serve the new rail services. The increase in the number of feeder services will have implications for increasing the bus fleet size. There may be an opportunity to redirect bus resources from radial routes to local and feeder routes. An orderly, planned transition will require the operator and route licensing system to accommodate and facilitate this change and it will be necessary to focus enforcement resources on the locations of greatest change to ensure an orderly transition. It is possible that, depending on the service standard defined for local and feeder services, taken on their own these routes will not be profitable. However any procurement or contracting regime should recognise the role of these routes in achieving wider transport strategy goals and in generating patronage and revenue for the rail based modes. Should a form of contracting or franchising LPT operations be adopted, then the contract or franchise framework should recognise that some parts of the integrated provision of rail and feeder bus services may not, examined as individual components, cover costs. However, the performance of the network should be considered as an integrated whole. While at this stage of the LPTMP development it is not possible to provide a definitive long term bus network, an indicative network change is shown in Figures 4.8 and Figure 4.9. In 2012 the current network will be enhanced through the introduction of the first BRT services on the KL- Klang and KL- Taman Melawati corridors. The network review for 2012 should assess the level of network reorganisation of existing services on these corridors. In 2013 the second phase of BRT corridors would be introduced with new feeder services associated with the upgrade of the KTM services. By 2014, the two LRT extensions would be complete which will require additional feeder services and restructuring of services on the radial corridors. Page 62
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Contents 1. Background ............
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6.2) Phasing- Developing the Networ
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KLCP KLIA KLIFD KPI KTM KTMB LA LCC
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Background 1 Page 1
Page 10 and 11:
1.2) Greater KL/Klang Valley region
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the collation of existing data sour
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future of bus services. Chapter 4 l
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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 64 and 65: 4.5) Bus Rapid Transit A series of
Page 66 and 67: Dedicated Bus way - this option is
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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