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4.7) Other Initiatives 4.7.1) Improving Reliability - Bus Priority An important factor in improving the reliability of the bus services in the GKL/KV region will be a need to protect buses from traffic congestion. Currently buses experience delays due to congestion on a number of radials, particularly into the city centre. There is little provision of bus lanes as shown in Table 4.1 compared to other cities across the world. KL also has a short network of bus lanes with only 14km in total. Table 4.1: International Examples of Bus Lane Provision City Population (mill) Bus Fleet Population per Bus Bus Lane (km) Buses per 1km of Bus lane Sydney 4.3 1,900 2,260 90 21 Santiago 6.5 4,600 1,400 200 23 London 7.5 6,800 1,100 240 28 Singapore 4.5 3,775 1,200 155 29 Seoul 10.0 7,000 1,428 282 32 Madrid 5.5 2,022 2,720 50 40 Bogota 6.7 1,080 6,200 84 45 Hong Kong 6.8 5,885 1,155 22 267 KL 6.7 1,100 6,090 14 78 Given the forecast increase in population across the region and the potential rise in congestion, there is a strong case for increased provision of bus priority measures. The BTP recommends investigation and implementation of a number of measures including: Bus lanes at key congestion hotspots Consideration of corridor based bus priority BRT schemes Priority measures at traffic signals A study should be undertaken to assess the current location of congestion hotspots and examine the appropriate treatments to enhance bus service reliability at these locations. In part this might be through providing bus lanes and other forms of bus priority whilst in other locations it might involve better enforcement of measures such as parking control, including the waiting arrangements for buses and coaches that are not taking properly defined operational layover. Ideally the bus priority measures should be provided on a corridor basis so as to provide a fully prioritised corridor but there will be individual locations which are critical to efficient bus operation. Whilst the strategic focus of investigations should be in those secondary corridors identified earlier, bus priority measures can often be achieved at relatively low cost and can therefore be considered as a short term measure, especially where they produce high returns in terms of benefits to passengers and operators. However that should not preclude a focus on corridors that will have MRT or other enhanced rail at some future point as it may be some Page 65
years until MRT is fully operational and priority measures can provide significant benefits in the interim period. Moreover it may still be important to provide bus priority measures that ensure the attractive and efficient operation of feeder service for rail based modes. The implementation of bus lanes, which in effect remove a traffic lane for general traffic, will have an impact on capacity. The impact of this can be reduced by introducing peak time restrictions which will allow buses to utilise these lanes during peak operating hours but will allow general traffic outside of peak times. The peak times can be defined by corridor or standardised throughout KL. These facilities are commonplace in Europe, working successfully with the appropriate level of enforcement to ensure continuous, uninterrupted passage for buses. Bus lanes have already been implemented in KL but with limited success. This is due in part to driver behaviour and understanding of the operation of bus lanes and also due to limited enforcement opportunities which are vital to the successful operation of bus lanes on existing highways. In order to emphasise the nature of particular corridor some cities define „red routes‟ (also known as „greenways‟) where there is priority for LPT movements but also where there is an objective to keep general traffic as free flowing as possible. These corridors are subject to strong enforcement to ensure that the priorities are maintained. 4.7.2) Improving Reliability - Enforcement As put forward above, the existing bus lanes should be reviewed and enhanced to include new, clear road surfacing, appropriate road markings. The measures should be supported by additional clear signage which informs the drivers that of the restrictions in force. Where bus priority measures are introduced they should be backed up by an appropriate monitoring regime which might include: Police enforcement Static camera enforcement On-vehicle camera enforcement In some cities the corridors are branded as designated corridors such as „red routes‟ or „greenways‟ with strong enforcement to ensure the success of the priority measures. 4.7.3) Improving Accessibility - The First and Last Mile Improvements in accessibility are needed to enhance the first and last mile as well as providing ease of access to the buses themselves. The focus should be on ensuring that all stops have good access, including crossing facilities (either at-grade or grade separated) to provide access to both directions of services. Bus stop facilities should be enhanced as outlined later in the chapter. This would include the provision of facilities to allow step free access to vehicles. To enable easier access for the disabled, facilities should be provided so that the bus can dock with the kerb and provide a step free access. Page 66
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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
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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
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2.3) Existing Bus Services The curr
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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 68 and 69: Third stage will be introduction or
Page 70 and 71: Figure 4.8: Conceptual Network Chan
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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