Executive Summary - SPAD

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Objective LPT Improvement needed Economic Competitiveness and Growth Reduce the impact of congestion- particularly for bus and taxi services Increase mode share Increase capacity of the system Health, Safety and Security Improve safety standards of LPT modes Improve driver and vehicle standards Improve security on LPT system Improve first and last mile to encourage walking and cycling Accessibility, Connectivity and Integration Increase % people within 400m of a PT service Increase network coverage to improve accessibility Reduce journey times Improve integration between modes through better interchange Improve ticket integration between modes and operators Improve information about LPT services Efficiency Improve viability of LPT services Improve network planning of LPT services Improve the quality of service to achieve higher customer satisfaction Equality of Opportunity Provide more low floor buses Improve step free access and interchange Ensure LPT fares are affordable Environment Improve LPT mode share to reduce car usage and congestion thus impacting on emissions Improve vehicle standards Page 17
3.1) Corridor Hierarchy A corridor hierarchy has been developed for the region with four levels identified including primary, secondary, feeder and local/ district corridors. These are distinguished within a functional hierarchy and are based on potential demand or pphpd. The top level of the hierarchy contains the primary corridors which are identified as those with the highest demand. Typically these will be linkages to city centres from other suburban centres. At these levels of demand, high quality rail-based systems are likely to be justified. Transit stops along the primary corridors will be further apart than on other corridors reflecting the need to serve the city centre. Each transit stop would be served by a walking catchment (potentially up to 400 metres if outdoors and over 400 metres if indoors or under cover. Transit stops would also be supported by a feeder bus network. Secondary corridors serve a range of functions such as lower demand corridors to a city centre or as providing linkages to a primary corridor. In these corridors demand will, in some cases, be sufficient to justify rail-based systems while in others a high quality bus solution may be more appropriate. Transit stops might be closer together on the secondary corridors served and walking and bus catchments. Feeder services are crucial to support the primary and secondary corridors as these provide access to the main services. Finally there are local corridors which access other local centres as these will generate demands in their own right. Feeder services and local corridors are likely to be bus based, with the maximum practicable priority to minimise journey times and unreliability. The role of bus in the GKL/KV Region is outlined in more detail in the Bus Transformation Plan document. Page 18
Page 2 and 3: Contents 1. Background ............
Page 4 and 5: JPJ KL KLCP KLIA KLFID KPI KTM KTMB
Page 6 and 7: Executive Summary 1 Page 1
Page 8 and 9: The overlying policies set out by S
Page 10 and 11: 1.3) The National LPT Framework Gui
Page 12 and 13: 2. Assessment of Current and Future
Page 14 and 15: Compared to other international cit
Page 16 and 17: The integration of land use plannin
Page 18 and 19: 2.2.3) Future Land Use Demands The
Page 20 and 21: Developing the Plan 3 Page 15
Page 24 and 25: 3.2) The Greater KL/ Klang Valley C
Page 26 and 27: 3.5) Roles of the Modes in the Futu
Page 28 and 29: 4. Phasing and Delivery 4.1) Develo
Page 30 and 31: (Note: for the newly proposed lines
Page 32 and 33: In order to move the industry forwa
Page 34 and 35: structures are clear and understand
Page 36 and 37: 4.1.5) Land Use In order to support
Page 38 and 39: from an early date. As more data is
Page 40 and 41: 4.3) Summary of Benefits Objectives
Page 42: 4.3.3) Mode Share An initial foreca

Executive Summary - SPAD

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