Executive Summary - SPAD

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3.2) The Greater KL/ Klang Valley Corridor Hierarchy The Primary and Secondary Corridors in the GKL/KV have been identified by their role in the hierarchy and the forecast levels of demand as outlined in the URDP. The Primary Corridors cover each of the main entries into the city centre of Kuala Lumpur with rail often providing the main mode. The KTMB network provides services from the Klang, Sungai Buloh/ Rawang corridors and for part of the Selayang corridor from Batu Caves. LRT1 provides the main mode in the Gombak corridor. LRT2 serves the Selayang and Ampang corridors. Both LRT lines serve the Subang/ Puchong corridor through their extensions to Putra Heights. This fills one of the current rail gaps. The southern corridor towards Putrajaya is served by KTMB and ERL. The new MRT1 line will provide the main mode in the corridor from the CPA to Kota Damansara and Kajang (via Cheras) as well as linking Kota Damansara to Sungai Buloh. The MRT1 line therefore closes some of the key gaps in the existing rail network. Secondary corridors comprise the linkages to other centres such as Klang, Shah Alam, Petaling Jaya and Putrajaya and a number of orbital movements around KL. There is an inner orbital corridor around the city linking locations such as Mont Kiara, Mid Valley Megamall and Sentul. An outer corridor can be identified linking Gombak, Selayang, Kota Damansara and Pandan. The demands in these corridors often reflect the road system with the LDP corridor and North-South (N-S) Expressway corridors having high demands. Looking at the future LPT network the demands in these corridors would be served by modes appropriate to the local circumstances. In addition to the primary and secondary corridors there are extensive feeder and local/ district corridors which are shorter in length and provide local access to centres and the other corridors and are served by bus. Page 19
3.3) Mode Share Targets „Mode Share = percentage of journeys made by public transport (including bus and rail)‟ Mode share targets can be defined for a Region as a whole, or as incremental targets for different areas so for example a city centre could have a higher target than outer suburban or rural areas. Targets can be set for different times of the day such as weekday peak periods, inter-peak, or weekends. As part of the NKRA the Prime Minister has set a national priority of delivering a 25% modal share for public transport in the Klang Valley by 2012 during the morning peak period. International comparisons of mode share against other cities show that the mode share in the GKL/KV region is low. For the LPTMP a more disaggregated approach is proposed which recognises that the region is not homogenous. The mode share targets for the 20 year plan have been defined as: A base target which the strategy is expected to achieve An aggressive target which sets an overall aim The base target for the centre of KL is 50% by LPT with an aggressive target of 60%. The base target for the area of KL surrounding the CBD is 30% which reflects the lower density of LPT network (aggressive target 50%). For the other important centres a base target of 35% is set (aggressive target 50%). For other key points a 20% base target is set (aggressive target 35%). Mode Share Targets Base (%) Aggressive (%) Centre of Gravity i = KL (within Middle Ring Road 1) 50 60 Surrounding 1 = KL (within Middle Ring Road ii) 30 50 Centre of Gravity ii = Shah Alam, Klang, Putrajaya, PJ (New Town) 35 50 Other Key points = Selayang, Serdang, Rawang, Puchong, Subang. Sunway, Kajang etc 20 25 3.4) Accessibility- Catchment Targets „Accessibility = percentage of population within 400 metres of a public transport service (including bus and rail)‟ The NKRA identified that currently 63% of the population live within 400 metres of a public transport service. A number of „white areas‟ or gaps were identified across the region. The NKRA proposed some additional bus services to increase the percentage to 70% in the short term. The aim of the LPTMP through enhanced LPT network planning is to increase the accessibility of the LPT network such that 80% of the population live within 400 metres of a service. Page 20
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 22 and 23: Objective LPT Improvement needed Ec
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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