Executive Summary - SPAD

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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 public transport 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 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, the way of moving forward would need to address the regulatory environment, and identifying the most appropriate contracting model for the region and the industry. It is widely accepted that, in order to improve the existing situation, a revised regulatory and route licensing model, involving some form of contract (or as a minimum or interim requirement, a partnership or service level agreement) should be introduced. This would enable SPAD to exercise greater public sector control over the industry and introduce better governance processes at least in the short to medium term (perhaps the next five years) whilst planning and regulatory processes and capacity develop. The models which are likely to be able to support this change are towards the right hand side of the structure diagram (Public Monopoly; Gross Cost and Net Cost Contracting). In terms of the operational aspects for delivery, the network be tendered by the public sector. The public sector would, through an open and transparent tendering process, stipulate: Full services specifications (including timetabling; headways & frequencies; routeings; integration with other services; service numbers; origins, intermediate points and destinations; etc) Full Service standards (including what is required in terms of publicity and information; vehicle types and qualities; driver standards; etc) Fares (including levels; integrated ticketing; smartcard ticketing; etc) Owing to the significant „knowledge gaps‟ on how the bus network works or performs, part of the initial phases would be to generate data to support more robust procedures and potential alternative future contracting regimes. In order to generate this data, it is important to ensure than an effective Performance Monitoring Regime (PMR) is implemented to ensure that data flows freely between the public and private sector. A „PMR‟ would ensure that the operator returns full and complete data – specified by the public sector - on a frequent basis. Many contracting arrangements require a daily report to be submitted, including a „nil defect‟ report for those days when the entire service operated to specification. This information requirement will enable the public sector to develop Key Performance Indicators (KPIs) for the provision of services and for these KPIs to be monitored effectively. This will both create the level of understanding to manage and raise operator performance and to establish a more robust basis for future tendering. Page 27
In ensuring that these services are delivered a transition process needs to be established and implemented setting out the government‟s desires for the public transport 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. 4.1.3) Taxi Transformation Plan In order to transform the taxi industry in the GKL/KV region a series of initiatives have been identified. A market led approach will be adopted transforming the taxi industry with enhanced quality standards and tightened licensing requirements. This emphasis on quality regulation rather than numerical regulation is the World Bank‟s favoured approach. The TTP examines methods to raise the quality of the service through: The regulatory framework Raising driver standards Raising vehicle standards Booking systems Branding Infrastructure Enforcement SPAD are currently in the process of moving all individual taxi vehicle licences to operator licences. This process will be completed by the end of 2011. There will be an ongoing requirement for all those owning taxis to obtain a vehicle and an operator licence from 2012. In addition drivers must obtain their driver‟s card as per the existing situation. There is currently a freeze on new operator licences until 2012 until the process is complete. In order to become an operator, individuals will be required to obtain two vehicles. This additional requirement will form part of the required increase in quality restriction. It is anticipated the move to operator based licensing will facilitate greater accountability and assist SPAD in the monitoring of drivers and vehicles. The licencing process will be used to raise standards of drivers (through training programmes, driver checks and medicals) and vehicles (through improved quality checks, age and standard of vehicles,) and customer centric features such as a centralised booling system. Given the level of tourism associated within the GKL/KV region, it is important to ensure services and fare Page 28
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 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 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

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