KA6564 Assignment 4 - Urban Public Transport Report

URBAN PUBLIC TRANSPORT

PUBLIC TRANSPORT STUDY FOR:

KAJANG - BANDAR BARU BANGI – PUTRAJAYA –

BANDAR SERI PUTRA - NILAI 3

PREPARED BY:

MUSS CONSULTING ENGINEERS SDN BHD

MUHAMMAD BIN RAMLAN P57600

SUZILAWATIE BT ABDUL GHANI P60832

SYAHDATUL ISNAIN BINTI NAAM P60872

PUBLIC TRANSPORT STUDY 2011/2012: PAGE 1

TABLE OF CONTENT

1.0 INTRODUCTION

1.1 General

1.2 Objective of the Study

1.3 The Study Area

1.4 The Existing Road Networks

1.5 The Public Transport Networks

1.5.1 Bus Services

1.5.2 Railway Services

1.5.3 Taxi Services

1.6 Current Public Transport Issue

2.0 THE STUDY METHODOLOGY FOR TRAFFIC DEMAND IN 2020

2.1 Transport Modeling

2.2 Trip Generation

2.3 Trip Distribution

2.4 Modal Split

2.5 Trip Assignment

3.0 PROPOSAL TO CATER FOR TRAFFIC DEMAND IN 2020

3.1 Physical Development

3.1.1 Proposal for Light Rail Transit (LRT) Line

3.1.2 Proposal for Enhanced Bus and Taxi Services


3.2 Policy Development

3.3 Traffic Management Development

4.0 COST ESTIMATION

4.1 Cost Breakdown

4.2 Cost Summary

4.3 Return on Investment

5.0 CONCLUSION

REFERENCES


LIST OF FIGURES

Figure 1.1 Location of the study area

Figure 1.2 Map of existing road network

Figure 1.3 Public Transport Systems in Study Area

Figure 1.4 Bus Coverage Network

Figure 1.5 Bus Schedule

Figure 1.6 RapidKL Bus Route for Cheras - Kajang - Sg.Besi – Putrajaya network

Figure 1.7 KLIA Transit and KTM Commuter Train

Figure 1.8 KTM Commuter Rail Network

Figure 1.9 Taxi station at Kajang

Figure 1.10 Taxi station at Pusat Hentian Kajang, Jalan Reko

Figure 1.11 Taxi spot in Bandar Baru Bangi

Figure 1.12 Unsuitable location of bus stop and taxi station

Figure 1.13 Shortage of parking and poor parking management system

Figure 1.14 Unsuitable size of bus stop

Figure 1.15 No public transport available here

Figure 2.1 Study Methodology

Figure 2.2 Model Development

Figure 2.3 Trip Distribution Diagram

Figure 2.4 Factors influencing the mode choice

Figure 2.5 Decision Structure

Figure 3.1 Light Rail Transit

Figure 3.2 Proposed LRT Station and LRT Line in Kajang


Figure 3.3 Proposed LRT Station and LRT Line in Bandar Baru Bangi

Figure 3.4 Proposed LRT Station and LRT Line in Putrajaya

Figure 3.5 Proposed LRT Station and LRT Line in Bandar Seri Putra

Figure 3.6 Proposed LRT Station and LRT Line in Nilai 3

Figure 3.7 Bus lane proposed

Figure 3.8 Nadi Putra feeder bus

Figure 3.9 Upgrade Buses and Taxi Stand

Figure 3.10 Electronic Information Systems

Figure 3.11 Park and Ride


LIST OF TABLES

Table 2.1 Distribution of the Population

Table 2.2 Production and Attraction Rate


Table 2.4 Production and Attraction

Table 2.5 Adjusted Productions and Attraction

Table 2.6 Matrix Balancing

Table 2.7 Trip Pattern (O – D Matrix)

Table 3.1 Characteristic of the Light Rail Transit (LRT)

Table 3.2 Proposal for Bus Terminal and Bus Stand

Table 4.1 Light Rail Transit (LRT) Line Cost

Table 4.2 Bus and Taxi Services Cost

Table 4.3 Intelligent Traffic Information System (ITIS)

Table 4.4 Summary Cost


1.0 INTRODUCTION

The Kajang - Bandar Baru Bangi - Putrajaya - Bandar Seri Putra - Nilai 3 town is a rapidly
developing and growing city. It is place for residential, administration and business centre for
all walks of life. With three hubs of purposes, it is definitely an area with rapid growth of
population.

The rapid growth in population will definitely increase the use of vehicles on that area
and contribute to future road congestion. Besides that, ineffective public transportation
system is also one of the causes of traffic congestion in town. Therefore, a successful and
effective implementation of a public transport system must be done to cater this problem..

The proposal of the sustainable public transport system is hoped to improve this
situation, providing better productivity, giving better transport options and enhancing shorter
travel times for its user.

1.1 OBJECTIVE OF THE STUDY

The objectives of this study are:

• To study public transport demand and requirement in 2020 for Kajang - Bangi -
Putrajaya - Bandar Seri Putra – Nilai 3
• To propose a new public transportation system in Kajang – Bangi – Putrajaya -
Bandar Seri Putra – Nilai 3 for year 2020.
• To identify problems in the existing transportation system and method to overcome
this problems.


1.2 THE STUDY AREA

Kajang

Bandar Baru Bangi

Putrajaya

Bandar Seri Putra

Nilai 3

Figure 1.1 Location of the study area

The study area comprises of town Kajang, Bandar Baru Bangi, Putrajaya, Bandar Seri Putra
and Nilai 3.

Kajang is a town situated in Hulu Langat, Selangor and is located 21 km south of Kuala
Lumpur. The total population of Kajang has grown rapidly in the past few years, with
estimated population growth of 9% per annum due to its function of residential and business
area.

Bandar Baru Bangi is named after the small town of Bangi and situated in the district of
Hulu Langat. It is located between Kajang and Putrajaya and is about 25 km away from the
Kuala Lumpur. This town is a vast residential area and growing business hub centre. It also
houses a number of higher institutions, training centres, research centers and also government
agency. It was crowned as Knowledge City on 22 June 2008.


Putrajaya is a planned city, located 25km south of Kuala Lumpur. It serves as the federal
administrative centre of Malaysia. Putrajaya became Malaysia's third Federal Territory after
Kuala Lumpur and Labuan. It comprises a total area of 49 km2. In 2007, the population of
Putrajaya was estimated to be over 30,000, which comprised mainly government servants.

Bandar Seri Putra – A new rapid growing township in Bangi, Selangor. It is function as the
new residential center which supports the development of Bandar Baru Bangi.

Nilai 3 – A town located in Negeri Sembilan and is a rapidly growing town due to its location
that near to Kuala Lumpur, Putrajaya and Kuala Lumpur International Airport (KLIA). Nilai
3 has become a popular area for housing area and shopping town with the establishment of
several major shopping malls.

1.3 THE EXISTING ROAD NETWORKS

Kajang

Bandar Baru Bangi

Putrajaya

Bandar Seri Putra

Nilai 3

Figure 1.2 Map of existing road network


Currently, Kajang, Bangi, Putrajaya, Bandar Seri Putra and Nilai 3 town are connected by a
number of highways such as:

(a) North-South Expressway (PLUS) - managed by PLUS Expressway Berhad. PLUS
link Expressway is the main expressway in Malaysia which connecting the town of
Kajang, Bangi, Putrajaya, Bandar Seri Putra and Nilai 3.

(b) Kajang Dispersal Link Expressway (Kajang Silk) - managed by SILK Holdings
Berhad. Kajang SILK Highway is an expressway built to disperse and regulate the
traffic flow in Kajang, Selangor. The huge traffic jams that clogged traffic flow in
Kajang town centre were the main reason behind the construction of this highway.

(c) Kajang- Seremban Highway (LEKAS) - managed by Lebuhraya Kajang Seremban
Sdn Bhd. The LEKAS Highway is an expressway in Malaysia that connecting
Kajang, Selangor to Seremban, Negeri Sembilan. It serves as effective traffic
dispersal for the highly congested Kajang to Seremban besides the PLUS Highway
and the Kuala Lumpur-Seremban Expressway.
(d) Cheras-Kajang Highway (CKE) - managed by Grand Saga Sdn Bhd. The Cheras-
Kajang Expressway is an expressway in Klang Valley that links the incorporated
township of Cheras, Kuala Lumpur to the town of Kajang in Selangor.

For internal areas, it is linked by local roads networks.

1.4 THE EXISTING PUBLIC TRANSPORT SYSTEM

Public transport system is a shared passenger transportation service which is available for use
by the general public. Most public transport runs to a scheduled timetable with the most
frequent services running to headway. An effective public transportation system very
important in developing urban area such as Kajang, Bangi, Putrajaya, Bandar Seri Putra and
Nilai 3 to avoid traffic congestion from happen. Currently, public transports that were
available in this town are bus, taxi and commuter train.


Figure 1.3 Public Transport Systems in Study Area

1.4.1 Bus Services

Rangkaian Pengangkutan Integrasi Deras Sdn Bhd. or RapidKL is the one of the operator for
the buses between Kajang and Bangi area. Kajang town to Bandar Baru Bangi is connected
with bus number T431 RapidKL. Besides RapidKL, mini buses are also available in this area.
For Putrajaya area, NadiPutra is the trade name of Putrajaya intra-city bus services that
provide the feeder bus services for commuting within Putrajaya and Cyberjaya’s Persiaran
Multimedia. The buses belong to Perbadanan Putrajaya and the day to day operation by
Pengangkutan Awam Putrajaya Sdn. Bhd. (PAPSB). As for Bandar Seri Putra and Nilai 3,
currently there is no bus services provided to get there.

Figure 1.4 to 1.6 below shows the schedule and the bus coverage networks within the study
area:


Figure 1.4 Bus Coverage Network


Figure 1.5 Bus Schedule


Routes: Area 4
Networks: Cheras - Kajang - Sg.Besi – Putrajaya

Figure 1.6 RapidKL Bus Route for Cheras - Kajang - Sg.Besi – Putrajaya network


1.4.2 Train Services

KTM Komuter is an electrified commuter train service introduced by Keretapi Tanah Melayu
Berhad (KTMB). KTM Commuter is a heavily utilized mode of transportation that is mostly
used by passengers who work in Kuala Lumpur as an alternative service for road travel to
avoid from facing the traffic congestion. Plus, the train fares are generally reasonable and
affordable for any user kind. The train network consists of three lines: Rawang-Seremban
Route, Sentul-Port Klang Route and the Rawang-Kuala Kubu Bharu shuttle route. The town
of Kajang, Bangi, and Nilai 3 are located in Rawang-Seremban Route (shown in Red Box).
KTM commuter train runs at 15 minutes frequency during peak hours and 20 minutes
frequency during off-peak hours. Figure shows railway coverage networks for Kajang,
Bandar Baru Bangi and Nilai area.

For Putrajaya area, the fastest choice to get there using the train is by using KLIA
Transit connecting Kuala Lumpur Central train station to KLIA airport, which stops halfway
in between at Putrajaya.

As for Bandar Seri Putra, currently there still no train services available in that area.

Figure 1.7 KLIA Transit and KTM Commuter Train


Figure 1.8 KTM Commuter Rail Network

1.4.3 Taxi Services

Taxi services are also one of the public transport facilities that can be used to travel along the
study area. However, since taxi fares are quite expensive compared to other public transport
services, it is not very popular among the passengers. There are two taxi stations located at
Kajang. The condition of the first taxi station is not strategic and contributes to road
congestion. It is located at the heart of Kajang.


Figure 1.9 Taxi station at Kajang

Another taxi station at Kajang is at the Pusat Hentian Kajang, Jalan Reko. This taxi
station is shared with the bus terminal area. Since there is no centralized waiting area in
Bandar Baru Bangi, many of the taxi drivers gather and pick their passengers at shopping
complexes area such as at Warta complex near Seksyen 1.

Figure 1.10 Taxi station at Pusat Hentian Kajang, Jalan Reko

In Putrajaya, there is a taxi station at Precint 1. Other taxi stations in Putrajaya are the
unofficial spot like at the shopping complex and school area.

For other places within the study area, there is no proper taxi station available. There is an
only unofficial taxi spot especially located near bus stands, KTM commuter and shopping
complex.


Figure 1.11 Taxi spot in Bandar Baru Bangi

1.5 Current Public Transport Issue

There are several issues regarding the public transportation system in the study area as shown
in the pictures below:

1. Unsuitable location of bus stop and taxi station which located at crowded area
creating traffic congestion.

Figure 1.12 Unsuitable location of bus stop and taxi station


2. Shortage of parking and poor parking management system at public transport area

Figure 1.13 Shortage of parking and poor parking management system

3. Unsuitable size for bus stop station which cannot cater for waiting passenger

Figure 1.14 Unsuitable size of bus stop

4. No bus or taxi terminal
5. No public transport services


Figure 1.15 No public transport available here

There is also other general issue regarding the public transport which includes:

(a) Limited inter-city bus trips.
(b) The counting of trips is low and cannot cater for peak hour’s capacity.
(c) Bad time management. There is no punctuality for arrival and departure time.
(d) Cramp-packed condition of public transports facility (especially the busses and KTM
commuters).
(e) Poor public customer relationship service.
(f) Uncomfortable condition of public transport facilities (e.g. from weather and
surroundings).


2.0 THE STUDY METHODOLOGY FOR PUBLIC TRANSPORT DEMAND IN
2020

Considering of the methodology that should be followed is important in implementation any
types of study. Figure 2.0.1 is shown the procedure that is carried out for forecast the future
transport demand both for action planning and long term planning. Data from”Rancangan
Tempatan Kajang Jilid I dan Jilid II”, ”Rancangan Tempatan Nilai” and Department of
Statistics Malaysia are used to evaluate the trips.

Trip Production and Attraction

Trip Pattern (O – D)

Modal Choice Model

Forecast future demand of public transport

Determine suitable public transport

Proposal for physical development and policy changes

Figure 2.1 Study Methodology


2.1 TRANSPORT MODELING

There are four steps should be followed in order to produce the Trip Pattern (O – D matrix).
The steps consist of Trip Generation, followed by Trip Distribution, Modal Split and Trip
Assignment. The development model is displayed in the Figure 2.1.1 below.

Trip Generation

Trip Distribution

Modal Split

Trip Assignment

Figure 2.2 Model Development

2.2 TRIP GENERATION

Trip generation is the first step in the conventional four-step transportation forecasting
process, widely used for forecasting travel demands. It predicts the number of trips
originating in or destined for a particular traffic analysis zone. Typically, trip generation
analysis focuses on residences, and residential trip generation is thought of as a function of
the social and economic attributes of households. At the level of the traffic analysis zone,
residential land uses "produce" or generate trips. Ratio of the distribution of population and
average household size in every zone are used to assigning the production and attraction.
Table 2.1 to Table 2.4 is presented the population of every zone and production and attraction
for each zone.


Table 2.1 Distribution of the Population

Residential
Zone
Unit (unit)
Bandar Baru
Bangi 97708
Bandar Seri Putra 24862
Kajang 55721
Nilai 3 24017
Putrajaya 84488

Sources:”Rancangan Tempatan Kajang Jilid I dan Jilid II”, ”Rancangan Tempatan Nilai” and
Department of Statistics Malaysia


Attraction per 100 sq.m Production per 100 sq.m floor
Land use
floor area (morning) area (afternoon)

Office 3.7 person / hr 4.05 person / hr

Hospital 1.52 person / hr 1.32 person / hr

Shopping Centre 0.45 person / hr 0.95 person / hr

Primary school 2.5 person / hr 2.5 person / hr

High School 2.5 person / hr 2.5 person / hr

College / University 2.0 person / hr 1.8 person / hr



Production per unit Attraction per unit
Land use
(morning) (afternoon)

Apartment 2.11 person / hr 1.79 person / hr

Condominium 2.05 person / hr 1.73 person / hr

Flat / low cost house 2.51 person / hr 2.10 person / hr

Single story link house 2.21 person / hr 1.81 person / hr

Double story link house 2.52 person / hr 2.15 person / hr

Semi-detached house 2.55 person / hr 2.17 person / hr

Bungalow house 2.65 person / hr 2.25 person / hr

Table 2.4 Production and Attraction

Commercial Production Attraction of
Residential
Zone premises Residential Unit commercial premises
Unit (unit)
(m2) (trips/hour) (trips/100m2)
Bandar Baru
97708 14332500 246224 64496
Bangi
Bandar Seri Putra 24862 1783600 62652 8026
Kajang 55721 45560200 140417 205021
Nilai 3 24017 2744000 60523 12348
Putrajaya 84488 24010000 212910 108045
TOTAL 722,726 397,936

2.3 TRIP DISTRIBUTION

Trip distribution is the second component in the four-step transportation forecasting model. It
also identified as destination choice or zonal interchange analysis. This step matches trip


makers’ origins and destinations to develop a “trip table”, a matrix that displays the number
of trips going from each origin to each destination. Table 2.5 to Table 2.7 are shown how to
assign the trip pattern (O–D Matrix) and has produce the distribution diagram as presented in
Figure 2.3 below.

Table 2.5 Adjusted Productions and Attraction

Commercial Production Attraction of
Residential
Zone premises Residential Unit commercial premises
Unit (unit)
(m2) (trips/hour) (trips/100m2)
Bandar Baru
97708 14332500 246224 64496
Bangi
Kajang 55721 45560200 140417 205021
Nilai 3 24017 2744000 60523 12348
Putrajaya 84488 24010000 212910 108045
TOTAL 722,726 397,936
BALANCED 560,331

Table 2.6 Matrix Balancing

Production Attraction of Balanced
Residential commercial Production Attraction of
Zone
Unit premises Residential Unit commercial premises
(trips/hour) (trips/100m2) (trips/hour) (trips/100m2)
Bandar Baru
246224 64496 190898 90817
Bangi
Kajang 140417 205021 108866 288688
Nilai 3 60523 12348 46924 17387
Putrajaya 212910 108045 165069 152137
TOTAL 722726 397936 560331 560331
AVERAGE
560331
TOTAL


Table 2.7 Trip Pattern (O – D Matrix)

Destination
Bandar Bandar
TOTAL
Zone Baru Seri Kajang Nilai 3 Putrajaya
Bangi Putra
Bandar Baru
30940 3850 98353 5922 51831 190897
Bangi
Bandar Seri
7873 980 25026 1507 13189 48574
Origin

Putra
Kajang 17645 2196 56089 3377 29558 108865
Nilai 3 7605 946 24175 1456 12740 46923
Putrajaya 26754 3329 85045 5121 44818 165068
TOTAL 90817 11302 288688 17383 152137 560327


24175
Kajang 2196
3377

25026

98353 17645

29558
85045

26754
Putrajaya Bangi
51831

3329 3850

13189 7873

7605
Bandar Seri Putra

5922
12740 5121 946 1507

Nilai 3

Figure 2.3 Trip Distribution Diagram

2.4 MODAL SPLIT

Modal split is a traffic or transport term that describes the number of trips or (more common)
percentage of travellers using a particular type of transportation. The term is often used when
analysing the sustainability of transport within a city or region. In recent years, many cities
have set modal share targets for balanced and sustainable transport modes, particularly 60%
of using private transport and 40% of public transport.

There are factors influencing the choice of mode and may be listed under the two
group. The following features are found to be important as presented in Figure 2.4. Figure 2.5
is shown the structure on how the decision is made.


Car availability and/or car ownership

Characteristic of Possession of the a driving license
the trip maker
Household structure

Household income

Characteristic of
Distance to the transport facilities
the journey

Travel time

Travel cost ( fares and fuel )

Characteristic of Car park availability and cost
the transport
facilities Comfort and convenience

Reliability and regularity

Protection and security

Figure 2.4 Factors influencing the mode choice


All Trips

Choice

Non-motorized Motorized trip

Choice

Public Private

Choice Choice

Bus Rail based M / Cycle Car

Figure 2.5 Decision Structure

2.5 TRIP ASSIGNMENT

Once determined the number of trips that will enter and leave each zone, as well as the
transportation modes that the travellers will use, the exact roadways or routes that will be
selected for each trip have to be identified. Trip assignment involves assigning traffic to a
transportation network such as roads and streets or a transit network.

Traffic is assigned to available transit or roadway routes using a mathematical
algorithm that determines the amount of traffic as a function of time, volume, capacity, or
impedance factor. There are three common methods for trip assignment: all or nothing,
diversion, and capacity restraint


3.0 PROPOSAL TO CATER FOR TRAFFIC DEMAND IN 2020

In determination of suitable mode of transport for the Kajang-Bandar Baru Bangi-Putrajaya-
Bandar Seri Putra-Nilai 3, some of the aspect should be considered. Aspect of consideration
cover physical development enhanced bus and taxi services and enhanced terminal facilities
to accelerate modal shift.

3.1 PHYSICAL DEVELOPMENT

Based on the calculation and diagrammatic of O – D matrix, we proposed the Light Rail
Transit (LRT) as public transport network in Kajang - Bandar Baru Bangi – Putrajaya -
Bandar Seri Putra - Nilai 3. LRT is able to support the rapid growth and spread development
in the study area.

3.1.1 Proposal for LRT Line

Light rail or light rail transit (LRT) is a form of urban rail public transportation that generally
has a lower capacity and lower speed than heavy rail and metro systems, but higher capacity
and higher speed than traditional street-running tram systems.

Figure 3.1 Light Rail Transit


LRT as shown in Figure 3.1 is suitable for radial movement. It can be used for high
density and high plot ratio area. The characteristics of the LRT are stated in Table 3.1.1.1
below:

Table 3.1 Characteristic of the Light Rail Transit (LRT)

Characteristic Description

Speed Up to 40 km/hr

Couch 2 -6 couches per train

Up to 40,000
Capacity
passengers/hr/direction

Acceleration/deceleration ~ 1.2 m/s2

1000 or 1435mm
Rail
gauge

Headway > 120s

Power Supply 750 V dc

Sub-station 3-5 km spacing

Proposing LRT as the public transport network is due to the advantages as indicated
below:

i. LRT can provide ample passenger capacity for most corridors in the study area. It has
a high capacity and would be able to carry up to 40,000 passengers / hr / direction

ii. Minimal passenger waiting times because service is frequent and predictable; ideally,
service at least during peak periods is so frequent that passengers feel no need to refer
to timetables or to time their arrival at stations. At other times of day, service should
be on time and preferably at easily remembered.


iii. Reducing the road or surface congestion because it has vehicle floors level with
station platforms. Therefore travel times of passenger are reduced greatly as compared
to those who travel by taking road-based public transport.

iv. The consumption energy required is as low as possible to maintain motion due to the
small friction generated by the LRT’s steel wheels rolling on the steel track by using
the normal technology.

v. On the other hand, LRT also minimal the stopped time. It stops only at dedicated
stations, more widely spaced than local bus stops. It will lead to reduction of travel
time. As little time as possible is lost due to stopped time at stations, traffic signals, or
other traffic conflicts. Stopped time at stations can be minimized by collecting fares
on station platforms rather than as passengers enter vehicles, by providing station
platforms level with car floors, for rapid entry and exit

vi. Uses traffic signal priority or preemption and other traffic and operations management
methods and technologies to provide on-time, predictable arrival times with minimal
delay;

vii. Provides a smooth, quiet ride at average speeds often competitive with travel by
private car;

viii. No air pollution are produced since LRT operated by using DC electrical power
source.

There are 5 LRT stations are proposed in the transport network in Kajang - Bandar
Baru Bangi – Putrajaya - Bandar Seri Putra - Nilai 3. A station is proposed for each area as
revealed in Figure 3.1.1.1 to Figure 3.1.1.5. The proposed station is located by considering
the land use of the area. The location should be nearby to the commercial area, shopping area
and residential area. It also closes with other mode of public transport such as bus, taxi and
commuter.


LEGEND :
Proposed LRT Station

Proposed LRT Line

Figure 3.2 Proposed LRT Station and LRT Line in Kajang

LEGEND :

Proposed LRT Line

Figure 3.3 Proposed LRT Station and LRT Line in Bandar Baru Bangi

LEGEND :

Proposed LRT Line

Figure 3.4 Proposed LRT Station and LRT Line in Putrajaya

LEGEND :

Proposed LRT Line

Figure 3.5 Proposed LRT Station and LRT Line in Bandar Seri Putra


LEGEND :

Proposed LRT Line

Figure 3.6 Proposed LRT Station and LRT Line in Nilai 3

3.1.2 Proposal for Enhanced Bus and Taxi Services

To enhanced bus and taxi services to accelerate modal shift, following are the service to
upgrade and comfort the user:

a) Increase the Number of Buses and Taxis

More buses and taxis have to be provided to overcome the rapid growth of development.

b) Increase the Trip Frequency

The routes provide access to and between many rail stations for thousands of passengers
everyday should have to cover more area. The trip frequency rate has to be increased in order
to reduce their travel time.

c) Location of the Bus Stand and Taxis Stand

Location of the terminal must be easy to access by passenger. For example, recommended to
nearby the commercial area, shopping centre and institution area.


d) Bus Lane

We proposed lane restricted to buses. Generally, it is use to speed up public transport that
would be otherwise held up by traffic congestion. Often taxis and high occupancy vehicles or
motorcycles may use bus lane as well, though these uses can be controversial since they can
reduce the capacity of the bus lane for its originally intended function. Bus lanes are a central
part of bus rapid transit. Some area in Kuala Lumpur already has the bus lane. However, the
road marking is not effective and certain road users did not aware the existence of the lane.
Therefore, we recommend proposing better road marking bus lane as indicate in Figure 3.7.

Figure 3.7 Bus lane proposed

e) Bus and Taxis Facilities

Bus and taxis should provide with air-conditioner in order to comfort the user.

f) Feeder Bus

Feeder bus services and taxi are required in each LRT terminal to picks up and delivers
passengers to a rail rapid transit station or express-bus stop or terminal to others area. Purpose
of the feeder bus services and taxi service is for the convenience of passengers using LRT rail
networks. The integrated fare system should be offered to allow passengers who use
integrated smart ticketing management to enjoy the free feeder bus. For example, the
NadiPutra buses as shown in Figure 3.8 provide the feeder bus services for commuting within


Putrajaya and Cyberjaya’s Persiaran Multimedia. Therefore, we proposed to apply the same
service in Kajang, Bangi, Bandar Seri Putra and Nilai 3.

Figure 3.8 Nadi Putra feeder bus

g) Upgrade Design of the Bus Stand and Taxi Stand

From our observation, both of the bus services and taxi service in the study area have to be
upgraded. However, we proposed to build a new bus and taxi terminal in certain area like
Bandar Seri Putra and Nilai 3 because this area did not have any public transport terminal.
Table 3.2 below indicated our proposal. A proper design has to be suggested to provide a
comfortable and safe environment to the waiting passenger. The bus and taxi stand should be
able to protect passenger from weather and unexpected incident like proposing covered
walkway and rail as shown in Figure 3.9.


Table 3.2 Proposal for Bus Terminal and Bus Stand

Zone Bus Stand Bus Terminal

Kajang Upgrade Upgrade (1 number of bus terminal)

Bandar Baru Bangi Upgrade -

Bandar Seri Putra - Proposed new (1 number of bus terminal)

Proposed new (1 number of bus
Nilai 3 -
terminal)

Figure 3.9 Upgrade Buses and Taxi Stand

h) Electronic Information of Signage and Timetable

To upgrade the signage visibility size in order to ease the user like propose electronic
information system as shown in Figure 3.10. Furthermore, information board must provide
more information regarding the time table and location of the bus or taxi.


Figure 3.10 Electronic Information Systems

i) Park and Ride

Park and facilities are car parks with connections to public transport that allow commuters
and other people wishing to travel into city centre to leave their vehicles and transfer to a bus,
rail system (rapid transit, light rail or commuter rail) for the rest of their trip. The vehicle is
stored in the car park during the day and retrieved when the owner returns.

From our observation, all rail station should offers park and ride facilities as shown in
Figure 3.11. However, their service can be upgraded by accommodate with a ticket machine
offering integrated fare. Most facilities provide services such as passenger waiting areas and
toilets. Travel information, such as leaflets and posters, may be provided. At larger facilities,
extra services such as a travel office, food shop, car wash, cafeteria, other shops and services
may be provided. These are often encouraged by municipal operators to improve the
attraction of using park and ride.


Figure 3.11 Park and Ride

Park and ride schemes are often marketed as a way to avoid the difficulties and cost of
parking within the city centre and it is assumed impact in reducing congestion. It also allows
commuters to avoid the stress of driving a congested part of their journey. Park and ride
facilities may suit commuters with alternative fuel vehicles, which often have reduced range.

3.2 POLICY DEVELOPMENT
There are several proposal policy update that we would like to suggest for the interest of the
public transport in the Kajang - Bandar Baru Bangi - Putrajaya - Bandar Seri Putra - Nilai 3
corridor and also to the public transport fraternity as a whole which includes as per below:

(a) Public transport to be given great priority for the benefit of the economy,
environment, health, education and welfare of the Malaysian citizen.
(b) Strong financial and law support from the government for public transport usage.
Encourage citizen to use public transport by providing excellent public transport
facility.
(c) Limit and discourage public vehicles dependency (e.g. via increasing parking fare,
limit parking area).
(d) Provide performance incentives to outstanding and efficient public transport
operators.
(e) Make special lane for the public transport operation to provide for efficient operation.


3.3 TRAFFIC MANAGEMENT DEVELOPMENT

We would like to propose for several traffic management plan in which can assist to :

(a) Shorten travel time.
(b) Reduce traffic congestion.
(c) Promote uniform traffic flow.
(d) Manage matters on traffic safety problems.
(e) Increase efficiency of overall traffic management operation.
(f) Better disseminate of traffic information.
(g) Assist to organize on better travel planning (e.g. choice of routes, modes and
schedules).
(h) Improve emergency assistance for motorists and commuters.
(i) Improves utilization of available road capacity.
(j) Manage safety and security along construction zone areas and special occasion events.
(k) Long term transport planning.
(l) Improve quality of life.

By that, we would therefore like to suggest on the followings traffic management
development which includes:

(a) Utilizing Intelligent Traffic Information System (ITIS) for the Kajang - Bandar Baru
Bangi - Putrajaya - Bandar Seri Putra - Nilai 3 corridor. This includes adaptation of
the traffic management system and traveler’s information system. Traffic
management system detects traffic congestion whilst the traveler’s information
system provide real time travel database. This includes Closed Circuit Television
(CCTV) surveillance cameras to monitor traffic situation and Variable Message Signs
(VMS) boards for traffic information dissemination along major roads.
(b) Deployment of traffic management officers at certain areas for a certain time of
period. This can be use to manage traffic conflicts at certain situations and fend of
traffic offenders where necessary.


4.0 COST ESTIMATION

4.1 COST BREAKDOWN

Below is the cost breakdown of the cost estimation for every proposed public transport
enhancement. All cost is estimate figures only.

Table 4.1 Light Rail Transit (LRT) Line Cost

No. Items Quantity Base price Cost
1 Land Acquisition LS RM 50 mil RM 50 mil
2 Construction of LRT Lines 30 km RM 60 mil/km RM 1.8 bil
3 Construction of LRT Stations 5 nos RM 5 mil/station RM 25 mil
4 Relocation of public amenities LS RM 20 mil RM 20 mil
5 Advertisement LS RM 5 mil RM 5 mil
SUB TOTAL RM 1.9 bil
6 Professional Cost (5%) LS 5% x RM 1.9 bil RM 95 mil
SUB TOTAL RM 1.995 bil
7 Contingencies (10%) LS 10% x RM 1.995 RM 199.5 mil
bil
Total Cost For Light Rail Transit (LRT) Line RM 2.1945 bil


Table 4.2 Bus and Taxi Services Cost

2 Construction of bus terminal 2 nos RM 7 mil/station RM 14 mil
3 Upgrading of bus terminal 1 nos RM 2 mil/station RM 2 mil
4 Upgrading of bus stops 50 RM 0.02 mil RM 1 mil
SUB TOTAL RM 46 mil
7 Professional Cost (5%) LS 5% x RM 2.3 mil RM 2.3 mil
SUB TOTAL RM 48.3 mil
8 Contingencies (10%) LS 10% x RM 48.3 RM 4.83 mil
mil
Total Cost For Bus And Taxi Services RM 53.13 mil

Table 4.3 Intelligent Traffic Information System (ITIS)

2 Construction of ITIS building 1 RM 7 mil RM 7 mil
3 Traffic Management System LS RM 5 mil RM 5 mil
4 Traveler’s Information System LS RM 1 mil RM 1 mil
SUB TOTAL RM 25 mil
7 Professional Cost (5%) LS 5% x RM 1.25mil RM 1.25mil
SUB TOTAL RM 26.25mil
8 Contingencies (10%) LS 10% x RM RM 2.625 mil
26.25mil
Total Cost For Intelligent Traffic Information System (ITIS) RM 28.875 mil


4.2 Cost Summary

Below is the cost summary of all the proposed works to be done.

Table 4.4 Summary Cost

No. Items Cost
1 Light Rail Transit (LRT) Line RM 2.1945 bil
2 Bus And Taxi Services RM 53.13 mil
3 Intelligent Traffic Information System (ITIS) RM 28.875 mil
GRAND TOTAL RM 2.2765 bil

4.3 RETURN ON INVESTMENT

It is assumed that the return on investment will be as per below:

Light Rail Transit (LRT) Line

Assume:

Total trips : 560327 trip/hr

Total hours : 8 hours

Ticket price : RM 2/day

Usage : 40% of total trips per day

Revenue per year : 560327trips x 40% usage x RM2/day x 365days = RM 163.615 mil


Bus and Taxi Services

Assume:

Total trips : 560327 trip/hr

Total hours : 8 hours

Ticket price : RM 2/day

Usage : 30% of total trips per day

Revenue per year : 560327trips x 30% usage x RM2/day x 365days = RM 122.712 mil

So therefore, total years to obtain back investment are 8 years.


5.0 CONCLUSION

This report is prepared to study the public transport demand and requirement for the town of
Kajang, Bandar Baru Bangi, Putrajaya, Bandar Seri Putra and Nilai 3. From the study, we
have identified some problems that occurred in the existing public transport system such as
unsuitable location of bus stop and taxi station, limited inter-city bus trips and bad time
management where there is no punctuality for arrival and departure of public transport.
Besides, some of the area such as Bandar Seri Putra still does not have the public transport to
reach there.

Thus, in order to solve this problem a new public transportation system was proposed
for this area of study. We are proposing the implementation of Light Rail Transit (LRT) as
another modal transport in this area of study in order to reduce the traffic congestion and to
help facilitate the passengers to go there. We can also upgrading the existing public
transportation system to attract more users to use the system. By using the public
transportation efficiently, it may give good impact to road capacity and thus can reducing
traffic congestion.

As a conclusion, a good public transportation is important to support the achievement
of economic development, urban regeneration and social inclusion. It can also contribute
towards improvements to health and fitness and raising educational standards. These factors
can contribute to improve the quality of life for the people in Kajang, Bandar Baru Bangi,
Putrajaya, Bandar Seri Putra and Nilai 3 town.


KA6564 Assignment 4 - Urban Public Transport Report

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