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operational. This early phase should seek to reach a consensus on the scale of data required in the future and again trial a process with operator partners. The type of data required of operators should include, initially, passenger and trip data on a route by route basis for different times of the day. Operators may at present regard the supply of information as commercially sensitive and be reluctant to provide it or to incur the cost of gathering and processing it. However once a system of operating contacts is established, a requirement to make information available can be incorporated in the conditions of contract, together with rights of survey and audit. 6.1.3) Network Development Once a complete picture of current bus provision and updates to this are flowing from the operators in the form of regular registration documents, the process of network revisions and network planning can start. As noted earlier the current provision, provided by the bus operators on a largely commercial basis, forms the basis of the present network. It will be necessary to devise some guiding principles relating to the level of service provision to be made. This process has already started with the identification of the „white areas‟, those areas of GKL/KV beyond a defined distance of a LPT service. Clearly it will be impossible and ineffective to spread technical and financial resources thinly in order to attempt to address large numbers of these areas very quickly. Thus it will be necessary to prioritise these areas for attention through a further assessment that could be based on factors such as: Land use type of the areas Population density and distribution in these areas Likelihood of people in these areas making use of a bus service Ease of connecting these areas to a corridor bus, BET, BRT or rail based mode It will also be necessary to devise set of target service level standards. There is little merit in imposing standards that cannot be achieved initially so they are likely to be quite rudimentary initially, but become more refined and tightened up as the operators become more accustomed to the new service specification, regulatory, enforcement and, eventually, contracting arrangements. An initial set of standards could relate to: Service frequency Service spread (first and last buses) Availability of published timetable Connectivity and interchange standards (for example the need to make a bus-to-bus connection where practicable) A further consideration is the actual cost of provision of new services in these white areas or indeed anywhere else on the GKL/KV bus network. It is understood that whilst targeted financial support may be made available to kick-start certain types of bus project, there appears to be a general presumption that direct financial support for operating deficits is not generally to be made available. It is also worth noting that there appears to be a significant level of wasteful duplication in the network as operators “chase” revenue on the most lucrative corridors and at the times of day of highest demand. Such wasteful Page 91
duplication, or “duplicative competition” can eventually be reduce or eliminated through changes to the licensing process, more targeted enforcement and, eventually, through a process of contracting of bus operations through an off the road competition, as outlined earlier. In addition to the more general process of introducing a bus network plan it will be necessary to start the process of introducing feeder services to key bus, BET, BRT and rail mode corridors. 6.1.4) Trial Projects An appropriate way forward would be to test a series of procedures through a number of local projects carried out by SPAD with the partnership and co-operation of the operators and local authorities. These trials could also start the roll-out of the contracting model although it would not be possible to replicate the full context of a contracting model that sees a degree of exclusivity on an area or corridor basis and a level of enforcement that both ensures contracted standards are maintained and unauthorised competition is prevented. As put forward earlier this approach would allow both SPAD and operators to understand the requirements and for adjustments to the process to be made. The selection of trial projects could embrace the following scenarios: Small town local network with feeders (potentially Klang or Shah Alam) Development of a feeder network in a “white area” such as the Mont Kiara / Hartamas areas Development of a feeder network to a rail based interchange Tendering contract process to be trialled, possibly on a shadow basis initially Locally improved passenger information Test SPAD‟s revised and additional monitoring and enforcement processes Allow decisions on the contracting model to be adopted 6.1.5) Full Transition Final stage would be to roll out new regulatory regime. This is likely to be a phased approach which will require co-ordination with the network restructuring to account for changes in the network brought about by new rail services and new developments. A five year programme may be appropriate with 20% of routes tendered for contract each year. The whole process would be supported. Page 92
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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
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3. Looking to the Future of Bus 3.1
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The population forecasts assume a c
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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 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 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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