Contents - SPAD

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4.7.7) Improving Bus Stop infrastructure Currently the provision of on street bus stop infrastructure (as opposed to interchanges) is mixed and there is a need for a significant transformation in this regard. The starting point would be to identify appropriate standards for bus top infrastructure. Three types of facility should be envisaged: Type 1- basic stop with information, flag and passenger waiting hard standing; Type 2- as Type 1 but with a shelter; and Type 3- as Type 2 with the provision of real time information as well as printed information. Each stop should be given a unique identifying reference that would be used in service licensing, service planning and passenger information. This approach allows a database to be developed for bus stop infrastructure including: Location Proximity to local attractors Type of stop Provision of shelter Services serving the stop. This database would help to ensure the stops are well managed and maintained, support improved bus information systems and form the basis of local area reviews, for example of bus stop distribution and catchments. 4.7.8) Information Provision Currently the provision of bus information is poor compared to almost all developed cities worldwide. The BTP recommends a series of improvements for the GKL/KV region: Route and service timetable information available for each bus stop - this should identify the first and last bus, the headway and, if appropriate, a detailed timetable. A conventional standard is that a detailed timetable should be provided when a service operates at less than a ten minute headway Travel information available as a paper based travel guide and map for the region as a whole Provision of all-operator web based and mobile phone based information systems Detailed journey planner allowing the user to find a route by LPT between addresses or stops Real time information systems to allow users to assess the arrival time of buses per stop or identify on a plan the location of vehicles on a route. Page 69
4.7.9) Fares Integration The BTP recommends a series of improvements for the GKL/KV region with regards to fares integration. This is outlined in more detail in the Interchange and Integration Plan. The BTP recommends that: There should be a move to an integrated ticketing system with a travel pass that can be used for all modes (such as the Oyster Card (London) or the Octopus Card (Hong Kong)) Encouragement of cashless ticket systems and a greater proportion of off-bus sales. This will both reduce revenue fraud and leakage and increase operational efficiency through the reduction of dwell times at stops, in turn increasing the attractiveness of the bus network to users. Key Conclusion A BTP has been developed, which seeks to deliver an improved network of services; within a regulatory regime which will work for users, operators and public sector entities. The transformation will deliver the standards that the users currently seek; an open and transparent operating environment for operators, as well as contributing to the objectives and policies developed by the government. However in order to achieve these standards there will be a need for a change in the regulatory regime away from the historic poorly enforced arrangements. Page 70
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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
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should embrace physical and electro
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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 72 and 73: 4.7) Other Initiatives 4.7.1) Impro
Page 74 and 75: 4.7.4) Improving Accessibility - Ne
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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