Contents - SPAD

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Whilst the existing regulatory regime within the industry is undertaken to some degree by <strong>SPAD</strong>, through revised licensing arrangement it is generally agreed that the regulatory process needs reform and that the transition to the revised process would need to be considered. Setting RapidKL to one side, the public sector currently does not stipulate routes; timetables or other element of bus services provision, but it does manage the licensing process for routes, and it does set and enforces fares for all passengers. In order to consider the transition from the existing regime to a new model, it is acknowledged that the public sector should: Determine the short and long term objectives for the performance of the above Develop the necessary strategy and policies to achieve these objectives Plan, provide, secure or promote the provision of a properly integrated, safe, economical and efficient transport system by road Supervise the testing, registration and licensing of motor vehicles and drivers Supervise the regulation, management, safety and control of road traffic and the transport of passengers and goods Promote training and the welfare of those involved in providing LPT services In ensuring that these services are delivered a transition process needs to be established and implemented setting out the government‟s desires for the LPT network in terms of its day-to-day operation, the controls over competition and the mechanisms through which the network can be altered and adapted to changing travel demands and a clear process and timetable for moving from the existing licensing regime to a Gross Cost Contract Regime. This will take a number of years recognising the need to re-plan the entire network, the need to progress with tendering at a pace that operators can respond to effectively and simply the time taken to invite, assess and award contracts. Additionally it is not yet known precisely when new rail initiatives will come on stream and it will be necessary to match bus network changes with the introduction of new rail services. It is this transitional process that needs to be adopted before any radical improvements can be made to the network, so that all parties are clear as to the purpose of change, the process and timescale within which it is going to be implemented and commitment from all to support the transitional arrangements. The provision of a well planned, integrated bus network forms a central focus within an overall Integrated Transport Strategy, especially where the bus operators are provided with contractual incentives to improve the quality of the service and to maintain the inherent flexibility of roadbased LPT. However, it is important to recognise that on its own, a reform of the bus industry is unlikely to deliver the necessary transformation of bus LPT. As has been found in many situations elsewhere, it is often the implementation of a whole-scale package of transport-related measures as discussed in Chapter 4 that produces modal shift, rather than simply the provision of an improved network. It is with the LPTMP and the associated plans that the improvements that are needed within the LPT industry can be achieved. Critical to delivery of these changes, however, is the specification of standards and, as appropriate, their inclusion in route and area contracts. Page 85
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. A comprehensive tendering regime based on contracts will secure the services necessary to meet the Plan’s objectives and raise standards. Prasarana and RapidKL will be transformed to support the improvements planned. 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. Page 86
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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
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Table 2.6: Bus Stop Classifications
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Closed Circuit Television (CCTV); S
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competing on heavily concentrated r
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Stakeholder‟s plans and proposals
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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 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 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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