Executive Summary - SPAD

More documents

Recommendations

Info

structures are clear and understandable for both the resident population and those visiting the area. If a consistent and quality service is delivered across the classes then such advice should not be given to tourists and use of taxis could increase as services will be clear. Internationally, the cities in which taxis become an icon of the city are those in which branding is consistent and the vehicles are therefore easily recognisable. <strong>SPAD</strong> have an aspiration to create a recognisable iconic brand for GKL/KV. In order to achieve this, a common livery should be specified for each class which makes clear its role as a taxi but which also distinguishes the classes separately. This will improve public perception of the industry and encourage the public and tourism sector to view taxis as part of the integrated public transport system. It is recommended that no operators should be permitted to specify their own livery under the new requirements. Both the public and industry raised congestion as a key issue for taxis. One way to improve reliability of services and journey times through these congested areas is to allow taxis to use bus lanes where these exist and to ensure the design of new at grade bus lanes or priority infrastructure also allows for taxis. Allowing taxis to use this priority infrastructure helps ensure the public see taxis as part of an integrated public transport system. In order for priority lanes to be effective they must be self enforcing through kerbing or properly enforced to ensure they are not abused by private vehicles. With the current variety of taxi liveries this may be difficult to operate and enforce. The BTP examines the issue of bus priority measures and their enforcement. 4.1.4) Supporting the Plan The modal elements identified above need support from other complementary initiatives as outlined in the Interchange and Integration Plan, the Land Use Plan and The Travel Demand Management Plan. These seek to reduce the barriers to modal shift and encourage further LPT ridership. Page 29
The LPT element is only one part of the passenger journey. Integration with other modes (public transport, private transport, walking and cycling) is important to maximise the potential usage of LPT. This can be referred to as the „first and last mile‟. The requirements for the „first and last mile‟ will vary between the different access modes. The Interchange and Integration Plan considers these requirements in more detail. Integration requires: Network of feeder bus services to provide linkages to stations Good interchange facilities between modes to reduce the „barrier‟ of changing modes Facilities should include systems to provide real time passenger information on the availability of bus and rail services Stations should provide local information (maps) to show local facilities, and access routes Easy access routes should be provided including consideration of covered footways where appropriate but should include road- crossing facilities either at-grade or above/ below ground Stations and their accesses should be secure so require lighting and close circuit security systems; Stations should provide cycle and motorcycle parking facilities Integrated ticket systems should be introduced to allow users to use one ticket/ smart-card which can be used on all modes Transit oriented developments should be encouraged to allow housing and commercial developments close to the stations which will encourage use of public transport First mile Last mile • Walk • Walk BUS and/or RAIL • Park & ride • Pick-up / drop-off point Public Transport Public Transport O O D D Some walking is required to be out of home Some (or no) walking is needed to reach the nearest stops / stations Some walking to board / alight from public transport Network and integration facilitate hop-on and hop-off public transport Some (or no) walking is needed again to reach the nearest place of destinations Some walking is required to enter place of destinations Focus on network integration, pedestrian friendly (including cyclist), distance, safety, enjoyable O : Origin D : Destination : Short walk (about 50m or less except within main transport terminal) : Transit point from one public transport to another (if need be) Page 30
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 32 and 33: In order to move the industry forwa
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

Create successful ePaper yourself

Delete template?

Save as template?