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Table 5.1: Key LPT Policies and Objectives Objectives for LPT used as basis for evaluating strategy and project proposals Key Transport Priorities Increase Economic Competitiveness and Growth Health, Safety and Security Improve LPT Access, Connectivity and Integration Efficiency and Affordability Equality of Opportunity Environment • Access to Jobs • Access to International Links and key employment centres • Reduced and reliable Journey times • LPT network capacity • Personal Security • Reduce Road Accidents • Encourage healthy lifestyles • Access to LPT network • Access to facilities • Interchange • Quality of Journey • Integration with Land Use • Reliability • Encourage Modal Shift to LPT • Costs, value for money and fundability • Feasibility studies • Deliverability • Access for all • Affordable pricing • Impact on local environment • Air Quality • Impact on Climate Change • Network Design (particularly where related to economic destinations – Central KL, etc) • Network Performance (reliability, etc) • Fares (Both to fund services and be affordable) •Ticketing policy and systems • Quality Standards (of vehicles, passenger facilities, driving, customer care) • Modal shift from vulnerable road users and to lower car use • Network design (across KL and including integration) • Network Performance • “Seamlessness” of interchange •Accessibility of key centres • Design of efficient network • „Procurement‟ driving efficient cost base • Performance Management to maximise value • For users – fare levels and structure • For government – fare levels and network design •For operators – ability to predict revenue and costs accurately • Network design (related to socially necessary services – may be loss making) • Network performance – reliability • Fares (both to fund services and be affordable • Quality Standards (low emissions, driving, etc) • Network design (modal shift reducing car use) The output associated with the table demonstrate that in order to move the industry forward network design must be coupled with effective integrated network planning and fares structures. The regulatory, and as appropriate, contracting regime must provide a measure of reliability and stability such that all partners can have reasonable certainty in terms of what is expected of them in terms of service delivery. Most importantly passengers and potential passengers must be able to recognise a stable network of services provision across all modes and be provided with reliable comprehensive passenger information to plan travel and provide assurances during the course of a LPT journey. Equally operators, notably bus operators, must have certainty as to the role of their services in the wider integrated provision and have confidence that the exacting standards Page 75
expected of them will be protected by the regulatory, licensing and enforcement process, from the impact of unauthorised competition. All transport providers will look for certainty in terms of costs and revenues. This will enable them to plan effectively and respond competitively to any invitations to participate in bidding processes. In pricing their proposals all transport operators will benefit from the greater certainty that arises from effective regulation and enforcement and specifically from the assurance that they will be protected from the impacts of unauthorised competitive actions. By ensuring that these factors are managed effectively, and that appropriate enforcement within the industry takes place, this is likely to also result in and support positive increases in demand and ridership. In order to deliver the network, a model for moving forward would need to address the regulatory environment, and identifying the most appropriate model for the region and the industry. 5.5) The Regulatory Framework – „Mapping the Options‟ The diagram shown in Figure 5.2 identifies the models of Regulatory Regime which can be applied to a bus industry environment. Taken as a whole, the diagram encapsulates all of the regulatory, contracting and operating regimes found worldwide. This presents a series of alternative approaches within which each model exhibits varying degrees of public or private sector control, management and intervention, as well as varying degrees of risks and costs associated with operating a bus network and integrating it with the wider hierarchy of LPT provision in a city or region. There are four basic models of operation: Open Market– this is typically a competitive market where operators are free to select their own services and fares. There is little influence by the regulatory body on the network being operated unless it chooses to plan and provide a subsidy for social routes. The variation within this model is the quantity licensing approach as adopted in GKL/KV at present in which there is a process of route licensing but full procedures are not followed, resulting, in effect, in a free market on the road; Area Service Contracts- these can be operated as concessions or franchises. In both cases an operator provides a service in an area defined by the public body responsible for network planning. With a concession the operator is free to select the routes and service levels it wants against broad specifications set by the public authority. With a franchise, the public body defines the provision in greater detail including routes, standards and fares. Operators are given an area in which to provide these. In both cases competition takes place off the road to secure a concession or franchise and authorised operations are protected by effective regulation and enforcement; Net or Gross Cost Contracts – concessions or franchises can operate either as net cost contracts in which the operator assumes the revenue risk or gross cost contracts where the operator simply requires a stated sum for service provision and revenue is vested with the public body. It is also possible to have “hybrid” contracts involving both elements; Public Monopoly- where the public sector delivers all aspects of the bus service. Page 76
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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
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Table 2.3: Existing Fare Structure
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2.8) Journey Times NKRA have set up
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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 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 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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