zakaria 2003 institutional issues for advanced transit...

Institutional Issues for Deployment of Advanced Public Transportation Systems for Transit-Oriented Development in the

Kuala Lumpur Metropolitan Area

AY 2002/2003 Spring Report

Zulina Zakaria Massachusetts Institute of Technology

July 17, 2003

Institutional Issues for Deployment of Advanced Public Transportation Systems for TOD in KLMA Zulina Zakaria AY 2002/2003 Spring Report July 17, 2003

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TABLE OF CONTENTS 1 Introduction .........................................................................................................................................................4

1.1 Existing Public Transportation and Traffic Congestion ...................................................................................4 1.2 Vision of Public Transportation and ITS ........................................................................................................5 1.3 Purpose of Report.......................................................................................................................................6 1.4 Report Organization ....................................................................................................................................7

2 Background .........................................................................................................................................................7 2.1 Problem of Urban Mobility in Developing Countries and Possible Solutions ....................................................7 2.2 Land Use–Transport Interactions and Transit Oriented Development .............................................................8

2.2.1 Land Use-Transport Strategies and Its Robustness...................................................................................8 2.2.2 Transit Oriented Development .................................................................................................................8 2.2.3 Interactions of Transit and Land Use Systems ..........................................................................................9

2.3 Advanced Public Transportation Systems and Transit Oriented Development ...............................................11 2.3.1 Intelligent Transportation Systems .........................................................................................................11 2.3.2 Advanced Public Transportation Systems and Implementation Issues ......................................................11

2.4 Summary of Institutional Aspects Needed for Success in Transit Oriented Development and ITS/APTS Deployment ...........................................................................................................................................................14

3 Current Land Use and APTS in KLMA .................................................................................................................16 3.1 Study Area ...............................................................................................................................................16 3.2 Land Use Trends and Favorable Conditions for Transit Oriented Development .............................................16

3.2.1 “Intelligent” Urban Space Development in the Klang Valley ......................................................................17 3.2.2 Kuala Lumpur .......................................................................................................................................18 3.2.3 Selangor districts and the Multimedia Super Corridor ..............................................................................18

3.3 Existing APTS Technologies in Public Transportation System......................................................................19 3.3.1 Issues in the Public Transportation System Relevant to APTS .................................................................19 3.3.2 Existing APTS Technologies..................................................................................................................20 3.3.3 Buses ..................................................................................................................................................20 3.3.4 Rail and Bus Interfaces .........................................................................................................................21 3.3.5 Rail ......................................................................................................................................................21 3.3.6 Other ITS technologies and services ......................................................................................................21

3.4 Summary of Current Land Use and APTS in KLMA.....................................................................................26 4 Preliminary Stakeholder Analysis of Land Use and APTS Systems .......................................................................26

4.1 Need for Regional Planning / Service Architecture ......................................................................................27 4.2 Institutional Planning Issues for TOD and APTS Deployment .......................................................................27

4.2.1 Regional Perspective ............................................................................................................................28 4.2.2 Political Will and Support .......................................................................................................................28 4.2.3 Institutional Capability and Leadership ...................................................................................................29 4.2.4 Organizational Capacity and Capability ..................................................................................................30 4.2.5 Integration of Multiple Institution Policies and Strategies ..........................................................................30 4.2.6 Long term and sustained commitment ....................................................................................................31 4.2.7 Private sector roles and need ................................................................................................................31

5 Recommendations for further research for developing a regional land use-transportation architecture for TOD and APTS deployment in KLMA .......................................................................................................................................32 6 Conclusion ........................................................................................................................................................32 LIST OF ANNEX Annex 1: Overview of Public Transportation and ITS Systems in Kuala Lumpur and Klang Valley ..................................33 Annex 2: Existing Organizations, Responsibilities and Roles in Land Use and Transportation .......................................43 LIST OF TABLES Table 1: Share of Various Transportation Modes in the Kuala Lumpur Metropolitan Area ...............................................4 Table 2: Kuala Lumpur Public Transport Passenger Demand (3rd Quarter 1999) ............................................................4 Table 3: Advanced Public Transportation System Technologies...................................................................................12 Table 4: Institutional Aspects Needed for Transit Oriented Development and ITS/APTS Deployment .............................14


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Table 5: Major Urban Centers and Functions in Kuala Lumpur Metropolitan Area .........................................................17 Table 6: TOD and ITS/APTS Planning Aspects..........................................................................................................28 Table 7: Summary Table of APTS / ITS in Klang Valley Transport System..................................................................34 Table 8: Overview of APTS in Klang Valley Public Transport System ..........................................................................35 LIST OF FIGURES Figure 1: Influence of Transit and Urban Form .............................................................................................................9 Figure 2: Kuala Lumpur Metropolitan Area.................................................................................................................16 Figure 3: Current Traffic Information Management Flow in Study Area ........................................................................23 Figure 4: Schematic Diagram of the ITIS Process in Kuala Lumpur .............................................................................25 LIST OF ABBREVIATIONS AID Automatic Incident Detector APTS Advanced Public Transportation System ATIS Advanced Traveler Information System ATMS Advanced Traffic Management System ATMs Automated Teller Machines AVLS Automated Vehicle Location System CCC City Command Center CCTV Closed Circuit Television CVLB Commercial Vehicle Licensing Board DO District Office DOE Department of Environment EFPS Electronic Fare Payment System EPU Economic Planning Unit ETC Electronic Toll Collection FM Fleet Management FTCPD Federal Town and Country Planning Department FTDKVPD Federal Territory Development and Klang Valley Planning Division HPU Highway Planning Unit IAPG Interagency Planning Group ICT Information and Communications Technologies IDMS Integrated Demand Management System IT IS Intelligent Transport Information System ITS Intelligent Transportation System KL Kuala Lumpur KLMA Kuala Lumpur Metropolitan Area LRT Light Rail Transit MCMC Multimedia Communications and Multimedia Commissions MDC Multimedia Development Corporation MDC Multimedia Development Corporation MECM Ministry of Energy, Communications and Multimedia MED Ministry of Entrepreneur Development MHA Malaysian Highway Authority MHLG Ministry of Housing and Local Government MOSTE Ministry of Science, Technology and the Environment MOT Ministry of Transport

MOW Ministry of Works MSC Multimedia Super Corridor NDPC National Development Planning Committee NITC National Information and Technology Council PJC Putrajaya Corporation RMP Royal Malaysian Police RPA Regional Planning Architecture RSA Regional Service Architecture RSSB Rangkaian Segar Sdn. Bhd. SDA Statutory Development Agencies SEDC State Economic Development Corporation SEPU State Economic Planning Unit SPC State Planning Committee STCPD State Town and Country Planning Department TDM Transportation Demand Management TIS Traveler Information Systems TOD Transit-Oriented Development TSS Transit Safety and Security VMS Variable Message Signs


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1 Introduction

This report stems from the AY 2002/2003 inception report document entitled “Institutional Framework for Urban Transportation and Land Use Planning and Management in the Globalizing Kuala Lumpur Region.” The previous report highlighted the urban transport problem of the area and the need for an institutional architecture for land use and transportation planning for the Kuala Lumpur Metropolitan Area (KLMA). This report examines, from an institutional perspective, how planning for Transit-Oriented Development (TOD) and Advanced Public Transportation System (APTS) technologies could be conducted in KLMA in the near future. This report is based on the premise that transit does have a positive influence on land development with appropriate policies and strategies. The main motivation for this report is the window of opportunity that exists to suggest a regional approach towards institutional transformation via deployment of APTS in the KLMA which requires coordinated action from all sectors related to land use and transportation.

1.1 Existing Public Transportation and Traffic Congestion As the city grew in last two decades, the contribution from its public transport system appears to be diminishing in significance.

Table 1: Share of Various Transportation Modes in the Kuala Lumpur Metropolitan Area

PERCENT SHARE (%) MODE 1985 1997 Difference

Car 33.8 42.9 +9.1 Motorcycle 13.8 18.0 +4.2 Stage Bus/Mini bus 17.69 6.0 -11.6 Factory Bus/School Bus 7.2 7.7 +0.5 Rail Based Transport - 1.2 -3.7 Non-motorized Transport (Walk and Bicycle) 27.6 23.9 +0.3 Other Modes - 0.3

Ref: Malaysian Highway Authority (1999) 1

Table 2: Kuala Lumpur Public Transport Passenger Demand (3rd Quarter 1999)

PASSENGER PER DAY

COMMENT

STAR-LRT 60,000 20% OF FORECAST PUTRA-LRT 75,000 40% OF FORECAST

(& LOWER FARE) Intrakota 360,000 15% FALL SINCE 1997 Park May 130,000 6% FALL SINCE 1998

KTM Komuter 50,000 15% FALL SINCE 1998 Ref: Asiafeatures (15 May 2000)2

1 Malaysian Highway Authority (1999) Study on Integrated Transport Information System (ITIS) in Klang Valley and the MSC in Malaysia.

Malaysian Highway Authority: Kajang 2 Asiafeatures (15 May 2000). Getting Back on Track. <http://www.asiafeatures.com/current_affairs/0004,0130,03.html>


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In 1997, the private mode share of transportation was 80%; 20% is non-motorized transport (Table 1). Rail based transport only made up 1.2% of all transportation modes (Malaysian Highway Authority, 1999)1. Public transport ridership has also been declining (Table 2) while use of private mode of transport has been increasing. The diminishing role of public transportation is clear and has become a primary source of concern.

Traffic congestion has also been a major concern for the area1. In 1995, it was reported that 850,000 vehicles cross the city daily. Added to 800,000 vehicles registered in Kuala Lumpur, there are about 1.6 million cars in circulation in the city area every day. The actual ratio of vehicle per road for Kuala Lumpur is 620 vehicles per km, comparable to Bangkok which has 695 vehicles per km of road3. The Malaysian Highway Authority reported in 1999 average traffic speeds for radial roads in the Kuala Lumpur central district are between 30 kph4 to 60 kph (18 mph – 37 mph). Tollways and expressways have higher average speeds of between 60 kph to 90 kph (56 mph). Another source reported downtown weekday traffic speeds in Kuala Lumpur to be less than 15 kph, comparable to Sao Paulo (Gerhard, 2001)5.

Compared to other cities, the traffic congestion in Kuala Lumpur is not bad as in other cities around the world with congestion problems like Seoul and Shanghai (rush hour speeds of 8 kph) and other cities like Bangkok, Manila and Mexico (rush hour speeds of less then 10 kph) (World Resources Institute, 1996)6. The 1997 SMURT-Kuala Lumpur study had forecasted that the Kuala Lumpur are will continue to be the focal point for business and employment activities1. Hence, excessive urban development will occur and would add another 14% to 15% increase to the current traffic congestion by the year 20207. Car ownership is expected to increase as the population and its wealth increase. Urban transportation problems like traffic congestion and pollution have associated social, economic and environmental costs. With the projected increase in economic development and population growth in the area, it is prudent that the traffic congestion problem be managed now before it gets worse.

1.2 Vision of Public Transportation and ITS The Eighth Malaysia Plan (2001-2005) has stated the vital role of infrastructure in distribution of goods, people and services in attainment of the nation’s objective of economic growth with resilience. In the urban transport sector, the strategy adopted is to continue concentrating on the development of an integrated, efficient and reliable urban transport system in the Klang Valley. Efforts will be targeted on the need to have a more efficient, safe and comfortable public transport system to enable a modal shift from private car usage. The Plan has stated several Transport Demand Management (TDM) measures that the government will use to meet its vision to alleviate traffic congestion for the study area:

1. Land use planning 2. Reorganization and restructuring of the total urban transport operations with the objective of creating

an efficient and financially sustainable system

3 “KL Archetype Studies” Produced by MUST students. Spring 2003. 4 kph = kilometers per hour 5 Gerhard, Menckhoff (2001) Cities on the Move - The World Bank’s Urban Transport Strategy Review. Presentation slide.

6 World Resources 1996-97: The urban environment . World Resources Institute, United Nations Environment Programme, United Nations Development Programme, and the World Bank. <http://ideas.wri.org/pubs_content_c.cfm?ContentID=913>

7 The document was not clear in stating when exactly the increases would take place. Here it is assumed that it is for the year 2020.


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3. Development of Integrated Demand Management System (IDMS). The IDMS system incorporates urban traffic control system with linkages to vehicle tracking, data collection, safety, public transportation and parking guidance.

4. Promotion of multimodalism through a common ticketing system, integrated route and facility networks, improved location for buses and taxis, transit malls, efficient feeder buses, more car parks in urban fringes.

5. Pedestrian access will be improved to improve public transit ridership by landscaping, building more sheltered walkways and improvement of lighting and street furniture

The government’s Plan for ITS use in the most severely congested region had materialized recently with an announcement of an investment worth RM365 million (New Strait Times, 2003)8. In March 2003, the Kuala Lumpur City Hall announced the launch of “Integrated Transport Information System” or ITIS. Developed by a local company, ITS Konsortium Sdn. Bhd., the system is intended to improve the planning and flow of the city's traffic system - ensuring in the process, better traffic conditions for Klang Valley commuters. To be introduced in three stages, ITIS will for the first time provide City Hall with comprehensive traffic data, compiled through Closed Circuit Television (CCTV) cameras, Automatic Incident Detection (AID) system and Automatic Vehicle Location System (AVLS). A website maintained by the Kuala Lumpur City Hall for the updates on the ITIS is also available (Kuala Lumpur City Hall, 2003)9.

1.3 Purpose of Report

Traffic congestion is a major problem in Kuala Lumpur and its conurbations. Its public transportation usage is now at 20% as compared to private car usage at 80%. With trends of increasing car ownership, low population density (69 persons/hectare) and its dispersed land use characteristics that promote automobile dependence, the future of urban congestion can only get worse in the near future unless action is taken. The government has recognized and indicated its interest in the use of land use planning to solve its urban transport problems. Given the long term vision that the government about the transportation system, it is appropriate that TOD be implemented for reasons that shall be made clear in later sections. From a strategic and political perspective, it is most advantageous at this point in time that the government had shown strong interest and commitment in using ITS as a strategy to alleviate urban congestion. As an added advantage, the study area is well equipped with the state of the art in information and communications technologies (ICT) and infrastructure, hence making it an “intelligent” urban space well poised to accept ITS technologies and applications. Deployed and implemented appropriately, ITS can greatly improve operational aspects of transportation systems including public transportation systems. The purpose of this report is to analyze the institutional issues for deploying APTS as a component of ITS in the KLMA to help enable TOD. In other words, this report analyzes the institutional barriers and opportunities for planning for both TOD and APTS deployment. The issues will be analyzed from a perspective of how a regional land use-transportation institutional architecture can be developed for the purpose of TOD supported by ITS technologies. It is important to note here that this report will focus on the strategic planning of APTS technologies and not the operations planning of APTS. There is a critical difference between strategic planning and operations planning. Strategic planning refers to the development of plans that will guide the deployment of transportation systems over

8 New Strait Times, March 31, 2003. RM365 million KL Traffic Management System. <http://www.itis.com.my/images/newstraitstime.jpg> 9 Kuala Lumpur City Hall (2003) IT IS webpage <http://www.itis.com.my/default.jsp >


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long planning periods. Operation planning is planning for day-to-day operations of the transportation system (Sussman, 2001)10.

1.4 Report Organization

The report is organized as follows. Firstly, background on the problem of automobile dependence and how the effects of public transit on land use could be a robust solution is explained. Then, the paradigms of transit centered development are described. Focusing on the aspect that the availability of well serviced transit is one of the key factors in enabling TOD, the report outlines several of the APTS technologies that are readily available. The report continues to briefly characterize the public transportation system in KLMA and the ITS technologies that are currently available. Areas where immediate APTS related improvements could be made are highlighted. Based on these, a preliminary assessment of stakeholders’ interests is done. Recommendations for further investigations of how a regional land use-transportation institutional architecture should be developed for the area is provided

2 Background

2.1 Problem of Urban Mobility in Developing Countries and Possible Solutions Gakenheimer (1999)11 stated that urban mobility and accessibility are declining rapidly around the world. The number of motor vehicles is increasing at more than 10% per year and the number of vehicles is doubling every 7 years. Urban transport issues penetrate all aspects of urban culture and economy and the possibilities for mobility improvement are hence unique to each city. There are different traditions of exercising authority, different styles of public administration and of private management. These conditions usually controls what works and what does not. He commented on land use planning as a mobility tool and suggested that this strategy has had limited success in high income countries because of limited metropolitan public powers, the need to accommodate multiple stakeholders, and lack of political will of responsible officials. He suggested that in developing countries, there are indications of greater possibilities citing examples of the clustered development in Seoul, special land assemblies in Shanghai and Bombay and the new cluster development in Bangkok. Opportunities exist in developing countries as there are high levels of public authority and the pace of urban development promises significant effects in limited time. He further suggested that the most promising initiatives are congestion pricing, other traffic management techniques and land development planning. Improvements of mobility could also be implemented through building highways that create positive land use relationships, making institutional change to improve inefficient practices in public transport management, rational infrastructure use via pricing, traffic management and developing high capacity transit. This report focuses on land development planning, more specifically TOD as a one of the solutions to the mobility problem. The following describes the background on land use- transport interaction and TOD.

10 Sussman (2001) Transportation Operations: An Organizational and Institutional Perspective. Report for National Speech Steering Committee for Transportation Operations and FHWA/USDOT. <http://www.ite.org/NationalSummit/index.htm> 11 Gakenheimer, R (1999) Urban mobility in the developing world. Transportation Research Part A 33: 671-689.


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2.2 Land Use–Transport Interactions and Transit Oriented Development

2.2.1 Land Use-Transport Strategies and Its Robustness Much research has been conducted into how to develop and implement sustainable transportation systems. There are a variety of transportation strategies that support sustainable transportation systems (Deakin, 2001)12. These are categorized mainly as vehicles and fuels, guideways and operations, and transport demand management (TDM). There has been a lot of interest lately in the use of land use – transportation strategies (a TDM strategy) in “smart growth”, “transit villages” and “new urbanism” concepts to improve transportation system performance. There are many empirical and modeling studies that suggest that integrated land use – transport strategies reduce travel demands (Cervero, 2002)13. Such strategies have also been reported to give rise to air quality benefits (Lui, 2003)14. Most importantly, land use-transportation strategy has been considered as a robust long term strategy for mobility and accessibility problems. Wee (2002)15 argues that land use-transport strategies are very robust in managing transportation impacts; strategies like compact building, mixed land use and good quality public transport were suggested to be less vulnerable to uncertainties in energy prices and environmental policies. Improving or developing public transport services for the purpose of meeting the goals of land use planning for mobility and accessibility was suggested by Gakenheimer (1999)11 to be one of the key areas where developing countries could achieve significant effects in managing urban mobility problems. The following sections describe what transit oriented development is and how it is being implemented in light of the interactions that exist between transit and land use systems.

2.2.2 Transit Oriented Development Transit Oriented Development (TOD) is one category under the land development concepts of “smart growth”, “new urbanism” and “location efficient development” (VTPI, 200316; Gilat, 200217). TOD is characterized by residential and commercial areas designed to maximize access by transit and nonmotorized transportation, and with other features to encourage transit ridership. A TOD area has a center with a rail or bus station, surrounded by relatively high-density development, with increasingly lower-density spreading outwards. Typically, TOD areas have transit stations that are situated half to 1 mile18 apart (which represents pedestrian scale distances). It generally requires densities of about 7 residential units per acre19 in residential areas and 25 employees per acre in commercial centers, and about twice that for premium quality transit, such as rail service. Apart from having the appropriate

12 Deakin E (2001) Sustainable Development and Sustainable Transportation: Strategies for Economic Prosperity, Environmental Quality and Equity. Working Paper 2001-2003, Institute of Urban and Regional Development, University of California at Berkeley. 13 Cervero R (2002) Built environments and mode choice: toward a normative framework. Transportation Research Part D 7: 265-284. 14 Lui F (2003) Quantifying Travel and Air Quality Benefits of Smart Growth n the State Implementation Plan. Transportation Research Board 82nd Annual Meeting. 15 Wee, Bert Van (2002) Land use and transport: research and policy challenges. Journal of Transport Geography. 10: 259-271. 16 VTPI (2003) Transit Oriented Development Using Public Transit to Create More Accessible and Livable Neighborhoods. Online TDM Encyclopedia. Victoria Transport Policy Institute. 17 Gilat, Micheal (2002) Coordinated Transportation and Land Use Planning in the Developing World – The Case of Mexico City. MST and MCP Thesis. Massachusetts Institute of Technology 18 1 mile = 1.61 km 19 1 acre = 4041m2 = 0.4047 hectare


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density20 and clustering21, demographic mix (students, seniors and lower-income people tend to be heavy transit users), transit pricing and rider subsidies, parking pricing and road tolls, the quality of transit service, the effectiveness of transit marketing, walkability, and street design also affect transit ridership.

2.2.3 Interactions of Transit and Land Use Systems Most experts have suggested that mass public transport has a significant effect in creating urban form (TCRP, 1996)22. There are many urban model systems that can approximate ways urban form or land use effects travel demand However, models that could estimate the ways transportation investments effects urban form are less developed22. The TCRP report on transit and urban form had suggested ways of how transit influences urban form (Figure 1).

Ref: TCRP (1996)

Figure 1: Influence of Transit and Urban Form

The following are TOD paradigms that describe how transit influences urban form. Despite their striking differences in culture, values, size, urban form, and transit system characteristics, there are lessons that were derived from the examination of six TOD areas23; Washington D.C., Vancouver, Portland, Ottawa (Canada), Curitiba (Brazil), and Houston (U.S.A.). 20 Density refers to overall number of people or business in a given area (VTPI, 2003) 21 Clustering (also called Compact Development) refers to Land Use patterns in which common destinations are grouped close together, usually within convenient walking distance. Clustering is a somewhat different than density. E.g. rural areas have low densities, but common destinations such as schools, shops and other public services can be clustered together in villages and towns. This increases accessibility by making it easier to run several errands at the same time, increases opportunities to interact with neighbors, and creates transportation nodes (rideshare stops, bus stops, etc.) (VTPI, 2003). 22 TCRP (1996) Transit and Urban Form. Transport Research Board. National Academy Press: Washington DC. 23 Three of these areas, Ottawa, Curitiba and Houston have bus systems.

Regional Values

Strong Respected Institutions

Values

Long Term Focus

Regional & Local Policies

and Trade

Station Areas with

Development Potential

Regional Growth

High Quality Transit Service

Transit Supportive

Culture

Land Use

Transit


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• Regional values Presence of regionally-scaled land use visions are usually the first step toward TOD. Local governments create a shared vision and develop land use regulations for implementation. Transit is then used as a major tool for focusing growth.

• Transit-supportive political culture People in regions with successful TOD have an instilled political culture that transit is an important component of the urban fabric and an efficient, reliable alternative to the automobile.

• Strong, respected institutional values These regions have transit agencies, regional planning bodies, and local governments with the authority to make transit and station-area development work. Local and regional agencies have developed effective working relationships. A leader who articulates the regional vision and oversees its implementation is often critical to its success.

• High-quality transit service The transit agencies provide efficient, clean, and on-time service; have well-managed systems; and use transit technology that fits the particular needs of their region. Many are innovators in transit infrastructure that provide high quality of transit service that support higher ridership which increase the accessibility advantages of station areas.

• Transit investments precede or coincide with regional growth In the most successful cases, transit investments were made in preceding or coincident period of rapid population growth. Each of the regions has used land use policies and transit investments to channel growth.

• Station areas with development potential Station-area development occurs when stations are located in areas with vacant or underutilized land with market and station-area policies that support TOD.

• Regional and local policies and trade Regional tools direct the location of activities throughout the region, encouraging or requiring more development in transit corridors and station areas. Station-area tools support transit- friendly development at the stations.

• Long term focus It takes decades to influence development patterns. Both the high-capacity transit networks and the developments that cluster nearby take time to develop. Small steps with quick results, however, build support for the long-term goal. As described above, there are several factors or conditions that could support TOD. A major observation of these conditions is the fact that TOD is explicitly political in nature and requires the coordinated support of various stakeholders; namely local and municipal governments, private developers and transit agencies (VTPI, 2003)16. TCRP (1996)22 also states that there should be a shift in the manner in which decision makers and planners think. Instead of asking the question how much development will result from a transit investment, the query should be how transit agency should develop partnerships with public and priva te sector to shape the development of the corridors they serve.


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Whatever the accessibility advantage that rail transit confers on a neighborhood or employment center, the political, economic and institutional context has an overriding influence on the development outcome.

2.3 Advanced Public Transportation Systems and Transit Oriented Development Previously, TOD has been characterized as residential and commercial areas designed to maximize access by transit and nonmotorized transportation, and with other features to encourage transit ridership (VTPI, 200316; Gilat, 200324). The availability of high quality transit service was one of the key conditions which would support TOD neighborhood (TCRP, 1996)22. It is important to notice at this point the similarity in conditions that have to exist for planning for TOD and intelligent transportation system technologies (ITS) deployment. The section below describes what and how ITS technologies could support TOD. The institutiona l planning opportunities that exist between ITS deployment and TOD implementation are also highlighted.

2.3.1 Intelligent Transportation Systems Intelligent Transportation Systems (ITS) can be defined as the application of information technology to improve transportation system operations (Shaldover, 2002)25. It combines high technology and improvements in information systems, communications, sensors and advanced mathematical methods with convent ional surface transportation infrastructure (Sussman, 2000)26. While ITS alone cannot solve transportation problems, ITS does provide a new range of tools to help address surface transportation problems through an intermodal, strategic approach to transportation. Effectively integrated and deployed, ITS offers many benefits, including more efficient use of existing resources and improvements in safety, mobility, accessibility and productivity (US DOT, 2003)27. Some of the applications of ITS include systems for traffic management, advanced vehicle control and safety, electronic toll collection, commercial vehicle operations, and multimodal traveler information.

2.3.2 Advanced Public Transportation Systems and Implementation Issues The focus of this report is Advanced Public Transportation System (APTS), the application of ITS technologies to public transportation. A good definition for a program of APTS is given by the US DOT (2001)31; APTS uses available and state-of-the-art technologies in the fields of electronics, information processing, information displays, computers, and control systems to improve the quality and usefulness of public transportation services. Effectively integrated and deployed, APTS techno logies can enhance safety, transportation mobility, operational efficiency, and environmental protection. Table 3 lists several of the APTS service / technologies available in the United States (US DOT, 200328). There are

24 Micheal Gilat (2003) Coordinated Transportation and Land Use Planning in the Developing World: The Case of Mexico City. Master’s Thesis. MIT. 25 Shaldover S.E. (2002) Introducing intelligent transportation systems paradigm for 21 st century transportation. TR News 218. 26 Sussman, J (2000) Introduction to Transportation Systems. Artech House: Norwood 27 US DOT (2003) Intelligent Transportation Systems/APTS <http://www.fta.dot.gov/library/technology/APTS/t_its.htm>

28 US DOT (2003) Transit ITS Benefits Impacts Matrix. 2003 ITS/Operations Resource Guide <http://www.itsdocs.fhwa.dot.gov//JPODOCS/catalog/frame_sec7.htm>


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three main categories of Transit ITS technologies/services; Operations Oriented, Customer/Demand Oriented, and Emerging Technologies. Each technology/service category is described briefly in the table.

Table 3: Advanced Public Transportation System Technologies

SERVICE /TECHNOLOGY BRIEF DESCRIPTION

Fleet Management System

Application of technologies such as computer software, communications systems, and vehicle location technologies for more effective planning, scheduling, and operations of transit vehicle fleets. Operations software and AVL technologies have been very successfully deployed.

Electronic Fare Payment System

Provides an electronic means of collecting and processing fares. Customers use a magnetic stripe card, smart card, or credit card instead of tokens or cash to pay for transit trips.

Traveler Information System Transportation information provided to travelers prior to and during a trip. Includes static and/or real-time information provided at home, at work, at transit stops, in transit vehicles, and for several modes. Information is provided via multiple devices/media. Pre-trip information is widely used.

Transit Safety and Security Systems and technologies that deal with transit customer and operator safety and security. Technologies include Silent alarms, covert microphones, and surveillance cameras installed in vehicles.

Transportation Demand Management System

Programs designed to reduce demand for transportation through various means such as ridesharing and other forms of transit. Systems and technologies dealing with the management of transportation demand.

Intelligent Vehicle Initiative Intelligent Vehicle Initiative (IVI) applications to transit. The goal of IVI is to improve the safety and efficiency of transportation by reducing the probability of motor vehicle accidents through the use of vehicle control technologies.

BRT/Guided Busways New paradigm of ITS applications: off vehicle payment, rapid boarding, guidance for berthing, lane width control, and/or route divergences. Coupling of vehicles for line haul segments of route. Electronic coupling, electric propulsion, and energy storage potential.

Communications Based Train Control

Train control system that uses continuous bidirectional communications between trains and wayside computers. Vehicle movement control is based on vehicle location computations from radio reflective, radar, geopositioning, or other airborne media. Does not require track circuits for its operation.

(Ref: US DOT, 200329; US DOT, 199630) There are many ITS technologies and services available and appropriate integrated implementation of the ITS systems could result in improvements in safety, mobility, accessibility and productivity. Much ITS literature has underscored the importance of having a system and institutional architecture to illustrate and document regional integration so that planning and deployment can take place in an organized and coordinated fashion among multiple stakeholders. The US DOT has conducted a survey on the status of APTS technologies deployment in the United States (US DOT, 200131). Worth

29 US DOT (2003) Transit ITS Benefits Impacts Matrix. 2003 ITS/Operations Resource Guide <http://www.itsdocs.fhwa.dot.gov//JPODOCS/catalog/frame_sec7.htm> 30 US DOT (1996) Advanced Public Transportation Systems: The State of the Art Update '96. US DOT. <http://www.fta.dot.gov/library/technology/APTS/update/index.html> 31 US DOT (2001) What Have We Learned About Intelligent Transportation Systems? FHA/US DOT.


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highlighting for the report is the fact that the report noted that APTS alone without other private mode use restraints cannot achieve its intended benefits. There were also lessons to be learned about implementations issues regarding APTS. From the system perspective, there is the difficulty in getting systems to work together. The more APTS systems elements and agency implements, the more difficult integration becomes. Some transit agencies are still hesitant about deploying APTS technologies because of costs, lack of awareness of benefits of APTS, resistance to change or absence of personal knowledge about APTS. In addition, APTS technologies have the reputation of being difficult to implement although technologies have become more user friendly. Often technologies are proprietary from vendor to vendor and can be hard to operate and maintain for a transit agency with little advanced technology experience. The US DOT (2001) also outlined several cross cutting institutional issues and lessons to be learned for ITS deployment which is applicable to APTS and its integration into other ITS systems.

• Awareness and perception of ITS technologies and benefits

Explicit public and private sector awareness and support for ITS must be obtained. Failure to do so means a lack of financial resources and other support for ITS projects.

• Long-term operations and maintenance

ITS projects are not like most typical capital and infrastructure projects in that they are designed for continuous operations. The cost of a project’s operation and maintenance must be identified in the project planning stage, and the impacts of these costs addressed.

• Regional deployment perspective

The implementation of a regional perspective for ITS deployment is one of the most important strategies for success. A regional perspective means that stakeholders view projects from the standpoint of other project participants in their region as well as from their own. Such a perspective, which fosters a more cohesive and integrated project vision for all involved, is critical in facilitating development of ITS products and services.

• Human resources management for ITS operations

Public agencies may not have the staff needed to develop, install, and operate ITS. The staff may also lack the expert capability required. Shortage of ITS professionals also may lead to capable public sector staff being lured to the private sector. These conditions will occur when a public sector agency has limited resources to hire and train staff, and to provide salaries and benefits comparable to the private sector.

• Multi-organizational relationship

The establishment of strong working relationships will continue to be a challenge to the ITS community. Managers of public agencies must be willing to give up some of their autonomy and develop a regional perspective when establishing coalitions with other public agencies. Cultural differences between public and private sector entities must be overcome for collaborations to take place.

• Explicit ownership and use of resources

These issues include who owns the data generated, whether there should be a charge for the data, how this information will be shared among the partners, and to whom the information will be released.


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• Flexible procurement process

The lack of flexibility in the procurement process and the public sector’s aversion to taking risks contribute to this problem. Changes to legislation, policies, or procedures may be necessary to allow the parties flexibility to use the most appropriate procurement method, as determined by project needs. Failure to be flexible in the procurement process means that acquisition procedures used for construction projects are the only tools available for procurement of advanced technologies.

• Intellectual property rights for private sector involvement

The proper assignment of intellectual property rights presents a continual challenge to ITS projects. Applications of ITS raise vexing new questions regarding patentable inventions, copyrights, and trade secrets, as well as compilations of data derived from the operation of ITS technologies. These issues must be addressed early in the life of an ITS project to promote the involvement of private sector representatives.

• Privacy protection strategies

Users of ITS applications must be informed of data collected and how they will be stored and used. Users may not accept data for non-traffic management purposes or for identification of individual travel patterns. Agencies must develop strategies to inform their customers about the collection and use of data and to protect their privacy.

• Liability

Even though liability concerns has not been a major issue to date; however, as with the area of privacy, these concerns may increasingly grow with time.

2.4 Summary of Institutional Aspects Needed for Success in Transit Oriented Development and ITS/APTS Deployment

The regionally-scaled institutional conditions which support TOD match up well with those of deployment of intelligent transportation system (ITS) technologies. It is advantageous that conditions for deployment of ITS be institutionally coordinated with TOD. Table 4 lists some of the critical the institutional planning aspects for TOD and ITS/APTS deployment. Both implementation requirements are similar.

Table 4: Institutional Aspects Needed for Transit Oriented Development and ITS/APTS Deployment

INSTITUTIONAL ASPECTS FOR

TOD AND ITS TOD CONDITIONS32 ITS/APTS CONDITIONS

Regional perspective Regional values

Regional deployment perspective

Political will and support Transit supportive political culture Awareness and perception of ITS technologies and benefits

Institutional capability and leadership Strong, respected institutional values Not explicitly mentioned but needed

32 TOD and ITS/APTS Conditions are the concepts and ideas as explained in previous sections.


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Organizational capacity and capability

High-quality transit service

Human resources management for ITS operations

Transit planning that coincide with economic planning

Transit investments precede or coincide with regional growth

-

TOD planning design orientation Station areas with development potential

-

Integration of multiple institution policies and strategies

Regional and local policies and trade

Multi-organizational relationship

Long term and sustained commitment Long term focus Long-term operations and maintenance

Private Sector Role and Needs Not explicitly mentioned but needed when dealing with land developers

Flexible procurement process Intellectual property rights for private sector involvement

Liability issues - Liability

Privacy issues - Privacy protection strategies

Property rights - Explicit ownership and use of resources

The institutional planning aspects that are similar for both TOD and ITS/APTS deployment are:

1. Need for a regional perspective 2. Political will and support 3. Institutional capability and leadership 4. Organizational capacity and capability 5. Integration of multiple institution policies and strategies 6. Long term and sustained commitment 7. Private sector roles and need

The institutional planning aspects that are needed for TOD are:

8. Transit planning that coincide with economic planning 9. TOD planning design orientation

The institutional planning aspects that are needed for ITS/APTS deployment are:

10. Liability issues 11. Privacy issues 12. Property rights

This report will provide information on the institutional aspects of TOD and ITS/APTS implementation. Before looking into the institutional issues more deeply, the current land use and ITS systems in the study area are highlighted.


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3 Current Land Use and APTS in KLMA

The following sections highlight the public transportation problems in the study area from the perspective of the interaction between land use and transportation systems. Opportunities where APTS can offer solutions to improve the public transportation service for TOD are later described.

3.1 Study Area The Kuala Lumpur Metropolitan Area is shown below in Figure 2 (Bunnell and Barter, 2002)33; it is located within the Klang Valley boundary. As reported previously, KLMA consists of 6 administrative districts, 8 municipalities, and two federal territories.

Ref: Bunnell and Barter (2002)

Figure 2: Kuala Lumpur Metropolitan Area

3.2 Land Use Trends and Favorable Conditions for Transit Oriented Development

The existing land use is provided in Table 5 and the major urban centers are shown in the map above.

33 Bunnel T and PA Barter (2002) City profile Kuala Lumpur metropolitan area, a globalizing city region. Cities. 19: 357-370.


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Table 5: Major Urban Centers and Functions in Kuala Lumpur Metropolitan Area

Districts

Urban Center

Administrative Status

Hierarchy of

Centers

Urban

Function Federal Territory Kuala Lumpur National capital National center Federal government, Commerce,

Trade, Banking, Offices, Wholesale, Health, Education.

Shah Alam State capital Regional center State government, Industry, Commerce

Petaling Jaya Municipality Regional center Commerce, Industry

Petaling

Subang Jaya Municipality Sub-regional center Commerce Klang Klang Municipality Regional center Port, Industry, Commerce, Trade Gombak Selayang Municipality Regional center Industry, Wholesale, Commerce

Bangi Municipality Regional center Education, Commerce, Training Industry

Kajang Municipality Sub-regional center Commerce

Hulu Langat

Ampang Jaya Municipality Sub-regional center Commerce Putrajaya Federal Territory Sub-regional center Federal Government Sepang Cyberjaya Municipality Sub-regional center Research, Training, Education

Source: Malaysian Highway Authority (1999)

The land use in the study area has been described as dispersed and promotes automobile use (Zakaria, 2003)42. As shown in the figure, the major urban centers are well connected by roads and rail networks. These urban centers could be encouraged to promote TOD by reorganizing the land use surrounding the urban centers. The following section describes the land use and possibilities for TOD implementation in more detail.

3.2.1 “Intelligent” Urban Space Development in the Klang Valley

Effective usage of Information and Communications Technology (ICT) is considered by the government as one of the crucial factors that will facilitate the efforts to increase economic productivity and competitiveness. Since 1996, substantial investments were made in the development of a national ICT infrastructure made up of fibre optics (for high capacity broadband transmissions), satellite gateways and cellular technology. RM5.2 billion was allocated for ICT-related programs and projects in the Eighth Malaysia Plan (Economic Planning Unit, 2001)34 to develop an “intelligent” urban space in the Klang Valley which is planned to become the nucleus for widespread ICT use throughout the country. The Multimedia Super Corridor (MSC) is a 50 km long x 15 km wide area located in the Sepang district of Selangor. The area will have a high-capacity global telecommunications and logistics infrastructure that is built upon the MSC's 2.5-10 gigabit digital optical fibre backbone. The ICT infrastructure that already exist in the study area would be an advantage to development of ITS technologies and applications.


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3.2.2 Kuala Lumpur

Kuala Lumpur covers an area of 243 km2 and has a population density of 5,676 person/km2 (Economic Planing Unit, 200134; Department of Statistics, 200235). Kuala Lumpur’s population density is comparable to those of Tokyo-Yokohama (5,934 person/km2), Amsterdam (5,550 person/km2) and Osaka-Kobe-Kyoto (5,681 person/km2) 36. Kuala Lumpur is 100% urbanized and is still undergoing rapid development. In 1997, 0.4km2 of area has been newly developed and another 2.4 km2 proposed area are either under construction, at the development order stage (where some amendments may be requested by authorities) and at the committed stage. Excessive existing and future planned large scale urban development projects are expected to increase the total vehicle trips within the city area by 40% and increase current traffic congestion by 14% -15% in the year 2020. Employment in the areas are also expected to increase tremendously with the proposed development (Malaysia Highway Authority, 1999)Error! Bookmark not defined.. These forecasts have indicated that the urban transportation system of the area has to be managed. Indeed, there are plans that have been made by the municipal council. The Kuala Lumpur City Hall has stated its plans for sustainable development for Kuala Lumpur (Kuala Lumpur City Hall, 2002)37 in its Kuala Lumpur Structure Plan 2020 and there were several development strategies identified. Among them is to “provide priority and incentives to development of areas around transit terminals”. The KL Sentral mixed development project is one area in Kuala Lumpur that has been planned with TOD characteristics. It is developed by MRCB, KTMB and another local company over a period of 15 years at a cost of RM3 billion. It covers an area of 28.8 hectares (71 acres) and is expected to be completed by 2010. The area used to be occupied by warehouses, railway yards and dilapidated staff quarters. KL Sentral will house commercial office buildings, hotels, retail, residential condominiums and recreational (30 acres of green park) developments. The population is expected to reach 250,000 people when completed. It has satellite and fiber-optic links making it a smart integrated all- in-one city-within-city (Property Times, 2003)60.

It is therefore suggested that TOD development in this area would be somewhat favorable as many of the developments are still rapidly under construction and the political will and plans for TOD development is present. More information on the progress of the structure plan is needed to further determine the TOD and ITS/APTS favorable conditions that are present in Kuala Lumpur.

3.2.3 Selangor districts and the Multimedia Super Corridor

The state of Selangor covers an area of 7,960 km2 and has a population density of 526 person/km2. Selangor is about 90% urbanized in the year 2000 and is expected to be about 93% urbanized by year 2005. Due to its strategic location and economic development, the state of Selangor set a target to achieve the status of a developed state by 2005 which is incorporated into Vision 2005 for Selangor. Selangor's development strategies towards Vision 2005 include: increasing development towards areas outside of the Klang Valley; and, conservation of natural environment and implementation of sustainable development (Minerals and Geosciences Department Malaysia, unknown) 38. Selangor has a

34 Economic Planning Unit (2001) Eighth Malaysia Plan 2001 – 2005. Economic Planning Unit: Putrajaya. 35 Department of Statistics (2000) Census 2000. <http://www.statistics.gov.my/English/framesetPressdemo.htm> 36 <http://www.demographia.com/index.html> 37 Kuala Lumpur City Hall (2002) 'Kuala Lumpur's Initiatives Towards Sustainable Development' presented by Mayor of Kuala Lumpur during Local Government Session in Johannesburg South Africa (27 - 30 August 2002) for World Summit on Sustainable Development <http://www.dbkl.gov.my/others/Johannesburg/index.htm> 38 Minerals and Geoscience Department Malaysia (unknown)The Sustainable Groundwater Resources and Environmental


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significant amount of agricultural land that has not been developed. Almost 47% of the Selangor area is agricultural area which could be potentially developed by the state (State of Selangor, 2003)39. A specific area where TOD implementation could take place is the Multimedia Super Corridor (MSC) (see 3.2.1). It is located in the Sepang district and still relatively not developed. It is currently still undeveloped and the master plan for the area indicates that it will be an area with mixed land use area40 that is well connected by transportation network (Kwon, 1999)41. There are two ITS projects in Cyberjaya and Putrajaya (elaborated further in the next section).

It is therefore suggested that for the Selangor districts in Klang Valley and the MSC area, conditions for TOD is very favorable. The political will is there and the status of the regional development is very rapid and many areas that could potentially be developed.

3.3 Existing APTS Technologies in Public Transportation System

3.3.1 Issues in the Public Transportation System Relevant to APTS

As mentioned earlier, the public transit use in the study area is extremely low in comparison to the private car usage. There are many reasons that could explain this (which warrants further investigation). Some of them are inexpensive gasoline, cheap parking, land use that encourages car use, incentives given by employers for private car use, government policies that promote car ownership, and cheap tolls. The most serious issue regarding the public transport system is the lack of focus and coordination of all levels throughout the system. These have been reviewed and discussed at length in reports by Lin and Schwarcz (Lin, 200346; Schwarcz, 200359). The following is a summary of the issues:

There is lack of government institutional focus on public transportation promotion. Even though there have been much talk about the issues in national level plans, there has not been much action implemented. There is lack of vertical integration between national, state and local government action in handling public transportation issues. Management of public transportation is decentralized for each administrative locality. As of today, there is no single agency that oversees the public transport sector; responsibilities are decentralized to many public (Ministry of Works, Ministry of Transport, Commercial Vehicle Licensing Board etc.) and private entities (Zakaria, 2003)42. Another serious problem is the government’s conflicting objectives of promotion of the purchase and use of the national car (Ward, 2003)43 and the government commitment to public transportation and sustainable development.

There is lack of integration at the physical system level between various modes and within each mode which are operated by private entities. Some have also suggested that, in addition to the government inefficiencies, the root of the public transportation sector maybe also the current privatization schemes which have generated incompatible fare systems, lack of efficient feeder systems which have resulted in buses competing for the same routes and uncoordinated service (Lin, 2003). The lack of integration has led to low level of service in terms of reliability and efficiency. Transferring between buses operated by different companies with uncoordinated routes and schedules have made

Management Plan <http://gwater.jmg.gov.my/mis/arep/genfeat.htm> 39 State of Selangor webpage 2003 <http://www.selangor.gov.my/final/subfigure.htm> 40 residential, office, commercial and open space 41 Kwon, Changki (1999) Global Economic Change and Informational City. Power Point presentation. UNU/IAS. <http://vulab.ias.unu.edu/digitaleconomy/presentations/Kwon.ppt> 42 Zulina Zakaria (March 2003) The Institutional Framework for Urban Transportation and Land Use Planning and Management in the Globalizing Kuala Lumpur Region. MIT 43 John Ward (Jan 2003) Public-Private Partnerships in the Malaysian Transportation Industry. MIT.


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intermodality in the system unfavorable to the users. The LRT systems, despite its ability to provide congestion free mode of traveling in KL, have not been very effective in enhancing the public transportation system of the area as there is lack of integration with other systems (in addition to its own feeder bus systems which are inefficient ) which operates outside of the LRT service areas. Incompatible fare and ticketing systems have also exacerbated the problem.

Another problem in the sector is the fact that congestion disrupts the level of service provided by the bus service which makes up a significant portion of the public transport system in the area (~13% in 1997). Problems stemming from congestion include irregular headway, long waiting time (more than one hour), overcrowded peak hour and difficulty in transfers.

In summary, the public transport sector suffers from a lack of integration and focus from the institutional aspect as well as the physical system aspects. The root of the problem may lie in the current privatization schemes (Ward, 200346; Lin, 2003) in addition the government’s inefficiencies in developing and implementation of sound policies. The government has taken steps to integrate the public transportation systems in Kuala Lumpur and Klang Valley (see more under the IT IS initiative by Kuala Lumpur City Hall). The initiative is called “Public Transport Integration Program” which is meant to coordinate complicated routes and fares offered by bus and rail companies. The integration program provides the opportunity to include APTS in the transportation system. APTS could provide institutional as well as technological solutions to the current problems faced by the public transport sector.

3.3.2 Existing APTS Technologies Tables 7 and 8 in Annex 1 provides an overview of the ITS systems in place in the bus and rail systems in Kuala Lumpur and the Klang Valley. The following describes the current APTS systems already in place which could be improved. In summary, APTS technologies deployed could be categorized into the following systems:

• Electronic Fare Payment System (EFPS) • Traveler Information Systems (TIS) • Fleet Management (FM) • Transit Safety and Security(TSS)

3.3.3 Buses

There are two major bus companies that operate in the area: CityLiner and Intrakota which covers 35 and 80 routes respectively.

Electronic Fare Payment Systems

Some of these stage buses have ticket vending machines strategically placed at bus stops and on board. The CityLiner bus uses the computerized “Touch N Go” ticketing system that is PUTRA-LRT compatible but not compatible with other companies or STAR-LRT. Intrakota does not have any EFPS yet.


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Traveler Information System

6 public transport bus information kiosks have been deployed. The Kuala Lumpur City Hall’s Integrated Transport Information System (ITIS) website (2003)44 provides static information on fares, schedules and route of stage buses. The information is not complete however and not functioning at certain times, which may indicate poor maintenance of the website. The information provided in the website does not provide any useful information for transferring between modes.

Fleet Management

None known at this point.

3.3.4 Rail and Bus Interfaces Electronic Fare Payment Systems The PUTRA-LRT, PUTRA-LRT feeder buses and the CityLiner buses can use the Touch N Go smart card for payment. STAR-LRT, its feeder buses and other bus systems have incompatible EFPSs. Fleet Management The information provided in the IT IS website seems to indicate that there is coordinated scheduling between STAR LRT and PUTRA LRT lines and their respective buses.

3.3.5 Rail Rail systems in the Klang Valley are the PUTRA-LRT, STAR-LRT, KL Monorail, KLIA Transit and Express (or ERL), KTM Komuter and KTM Intercity. KL Sentral Station is currently operating and planned to be the hub for integrated rail transportation for KLMA (KL Sentral, 200345). A list of the ITS systems in place in the rail systems are in Annex 1. All four systems (EFPS, TIS, FM and TSS) are place in the ERL rail systems.

3.3.6 Other ITS technologies and services

3.3.6.1 Existing ITS Services

The existing ITS services in the Klang Valley includes (Lin, 200346; Malaysian Highway Authority, 1999):

• Electronic Toll Collection (ETC) and Fare Payment (Touch N Go, 2003)47

44 Kuala Lumpur City Hall (2003) Website for Intelligent Transport Information System (ITIS) <http://www.itis.com.my/public-transport.jsp> 45 KL Sentral webpage (2003) <http://www.klsentral.com.my/central.htm> 46 Sandi Lin (April 2003) ITS Deployment in KL: An Institutional Analysis. AY2002/2003 Inception Report. 47 “Touch N Go” webpage < http://www.touchngo.com.my/>


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The Touch N Go is a contactless smartcard which can electronically store, read and write information. The card allows for payment of tolls and public transportation fares. Automated reloading of card stored cash value can be done at designated toll plazas, credit cards, petrol stations and bank Automated Teller Machines (ATMs). The company operating the system, Rangkaian Segar Sdn. Bhd (RSSB)., has also issued the IMUS or Itemized Usage Statement which is a comprehensive monthly statement (on line and printed) that provides details of card usage such as date, time, point of entry/exit, amount deducted and reloads deducted and reloads made. The smart card is supposed to be the universal toll collection card for Peninsular as of June 1, 2003. However, the Ministry of Works recently just pushed the dateline to June 30, 2004 (Utusan Malaysia, 2003)48. The extension of the dateline was done to allow the different highway toll concessionaires to stop using their own ETC systems and use the RSSB owned system.

• Smart Traffic Control

At present there are 287 traffic control signals in KL and 89 of them are coordinated with the use of the SCATS system (Sydney Coordinated Adaptive Traffic System). Another 40 of these equipment are being connected via a Spanish ITACA system. Kuala Lumpur City Hall is the only municipal council that operates a centrally computerized traffic control system.

• CCTV for traffic surveillance

Kuala Lumpur City Hall also owns 28 color CCTV at 10 locations for traffic surveillance. Most cameras are located on top of buildings at the corner of major intersections.

• Infrared and video vehicle detectors, TV cameras and variable message signs (VMS) for toll road

operators

Toll road operators have adopted different approaches to traffic surveillance and information dissemination. The VMS are found only on three toll highways. The use of the VMS is only limited to providing warning and advisory messages most of the time. No real-time traffic or incident services are provided.

• Red Light Enforcement

Red light enforcement in Malaysia is already operational to assist in enforcement and accident reduction.

3.3.6.2 Intelligent Transport Information System (ITIS)

Current System Figure 3 is the existing traffic information management flow in the study area (Malaysian Highway Authority, 1999).

48 “Penggunaan Touch N Go ditangguh 2004” Utusan Malaysia. 24 June 2003. <http://www.kkr.gov.my/Media/um0531.htm>


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Traffic Information Collection Traffic information is collected principally based on administrative jurisdiction. For example, traffic information in KL is collected by the Kuala Lumpur City Hall. As for the districts in Selangor, traffic information like traffic volumes on federal roads are collected by the Highway Planning Unit (HPU) of the Ministry of Works. Traffic accident data is compiled by the traffic division of the National Police. Analysis of accident data excluding those in KL is done collectively by the National Police, HPU and the Traffic Accident Safety Council. Traffic information on expressways are gathered by the respective operators namely the concessionaires. These may be gathered by patrol units or calls from road users or automatically by detectors or sensors. These data are required to be sent periodically to the Malaysian Highway Authority (MHA) except those approved by City Hall or Department of Works.

Ref: Malaysian Highway Authority (1999)

Figure 3: Current Traffic Information Management Flow in Study Area

Traffic Information Dissemination The present main media of real time traffic information dissemination is by FM radio broadcasting. Traffic information from the City Hall and some highway operators are either sent to the broadcasting stations by telephone or fax twice a day (morning and evening) on weekdays to enable broadcasting of general traffic conditions on highways and city streets of KL, PJ and others. Some operators have established telephone hotlines which users or the public can call in. Although some highway operators are equipped with traffic info gathering equipment like vehicle sensors for auto incident detection and WMS for information dissemination, they are not fully utilized to provide information on either highway

Public

Toll Road Operators

Toll Road Operators

in KL

FM Radio Stations

Malaysian Highway Authority

Kuala Lumpur City Hall

ATCS

Traffic information Traffic information

Traffic data Traffic data

By telephone or fax


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or city streets. This is due to the fact there is no information gathering or exchange system established for the area. There is no wayside radio broadcasting system giving continuous traffic information to road users. Problems with the current traffic information management system The existing traffic information management in the area has several problems.

There is currently no uniform traffic information management system. Each highway operator operates different systems and no standardization is made by the government. Thus, data gathered by different operators are in various formats which prevent data exchanges.

There is also no integration or sharing of information between highway operators and road administrators. Traffic information on adjoining streets or areas are not available to users before they exit the system.

Consequently, because there is lack of information integration and exchange between operators, there is little information dissemination to the public.

ITIS Project in Kuala Lumpur

The Kuala Lumpur City Hall (2003)44 is in the preliminary phases of deploying technologies to support an Intelligent Transportation Information System (ITIS) for the Klang Valley. It will bring together Kuala Lumpur’s separate Advanced Traffic Management System (ATMS) and Advanced Traveler Information System (ATIS) together with the government financing the entire project (Lin, 2003). The project will be developed by ITIS Konsortium Sdn. Bhd.

The ITIS project will be developed in three phases. A schematic of the ITIS process is shown in Figure 4. The first phase will create an on line portal for disseminating travel information on expressways and public transport. Automated Vehicle Location (AVL) and Automated Incident Management (AIM) are used to gather traffic data. Installation of CCTV and VMSs will also occur on major roads (approximately 200 km). The second phase will involve data gathering and testing. The final third phase is the centralization of all applications in a Transport Management Center which will receive ATMS data and disseminate it through ATIS channels including Internet and VMS. Wireless capabilities will be added in mid-2005. The Australian based Ripples System has been chosen to supply the software for the traffic management control system; TransActive (Ripples System, 2002)49.

49 Ripple System (Nov 2002) News - TransActive selected for Klang Valley Traffic Management Control System. <http://www.ripple-systems.com/?p=26>


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Ref: Kuala Lumpur City Hall (2003)

Figure 4: Schematic Diagram of the ITIS Process in Kuala Lumpur

3.3.6.3 ITS projects in Cyberjaya and Putrajaya As of 1999, there were two ITS projects planned for Cyberjaya and Putrajaya within the MSC (Malaysian Highway Authority, 1999). It is unknown if there is a planned standardization of ITS systems for the two projects which would allow systems integration at a regional level. The ITS project in Cyberjaya is under the jurisdiction of Multimedia Development Corporation (MDC). The MDC has commissioned a private firm to set up a “City Command Center” (CCC). The CCC will monitor, among other systems50, Advanced Traffic Management System (ATMS). The plan for the ATMS monitors and manages traffic movement including public transport, parking and provides residents with such information. The system will also have a vehicle tracking system for public transport and freight using GPS technologies. The Putrajaya ITS project is being developed by the Putrajaya Corporation51 (PJC). Similar to the Cyberjaya ITS project, there will also be a CCC which oversees several systems52. The Intelligent Transportation System will include Advanced Traffic Management System and Advanced Traveler Information System.

50 Other areas are integrated utilities management, interactive community services and municipal and public amenities. 51 PJC is a corporate company formed to plan and develop the National Administrative Center of Putrajaya 52 Other systems area facilities management system and public information and emergency services.


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These two planned ITS projects give a good indication of the acceptance of ITS/APTS in the political culture in the study area.

3.4 Summary of Current Land Use and APTS in KLMA

In summary, preliminary examination of the land use and state of ITS development of area, it could be suggested that the study area has favorable conditions for TOD and APTS deployment. The following are the findings: • Both Kuala Lumpur and the districts in the Selangor state have officials who have recognized the

benefits of land use - transportation planning for solving mobility and accessibility problems. Structural plans for the study area have mentioned elements of transit oriented development and mixed land use development which would increase accessibility.

• The Klang Valley “intelligent” urban space and its inhabitants, which are well equipped with ICT

technologies and infrastructure, for ITS and APTS deployment. • There are some APTS technologies and services implemented but there a lot of room for improvement

in its operations. Priority should be given to development of fleet management systems, electronic payment systems and traveler information. The objective of these technologies should be achieving higher level of integration for public transport system for the area. Other aspects relevant to the ITS deployment in Malaysia have been reviewed in Lin’s report (Lin, 2003). Among them, which have not been mentioned above is creation of an ITS strategic office and national ITS architecture (including reorganization of standardization processes), identifying suitable ITS public/private partnerships and research into legal issues.

• The traffic information management system is present but needs improvement for it to be effective.

Improvements of the system should be identified and implemented for the ongoing ITIS project in the area.

• The MSC area holds great potential for TOD and APTS deployment considering the pace of

development in the newly opened area for development of “intelligent” urban space. The ITS projects in Cyberjaya and Putrajaya also indicate the acceptability of the culture to ITS technologies as a way of promoting TOD.

4 Preliminary Stakeholder Analysis of Land Use and APTS Systems The previous sections have indicated the favorable conditions that are present in the study area for TOD and APTS deployment. ITS technology and service planning and deployment required coordination among jurisdictions, data sharing, unique technical knowledge, and involvement of nontraditional players (US DOT, 2001). TOD planning requires the same conditions to take place as illustrated before in section 2.4. This section reports the findings of a preliminary stakeholder analysis of the Land Use, Transportation and ITS Systems with the objective of creating a regional architecture. Before that, what a regional land use-transportation architecture is, and why it is needed, are described.


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4.1 Need for Regional Planning / Service Architecture

In transportation, system architecture was initially a technical ITS-based concept to allow effective and technical interoperability of ITS deployments. The architecture specifies the way technical elements of their system would interact, the needed information flows, and the communication channels. Others have also begun to expand the scope of regional architectures to include aspects of organizations and institutions as well. A comprehensive regional architecture is composed of a regional planning architecture (RPA) and regional service architecture (RSA) (Makler, 2000)53. The process of developing an RPA or RSA proceeds by:

• Step 1: Identifying the Organizations. An inventory of the existing organizations with various

responsibilities is generated. Public, private, and non-governmental sectors are to be identified. • Step 2: Characterizing the Organizations. Organizations are to be characterized on a geographic scale,

according to its accountability to the body politic and management philosophy.

• Step 3: Characterizing the Linkages. Information and control flows among organizations are defined as are decision making hierarchies. This allows the assessment of the capacity of the collective organizations in the region.

• Step 4: Prescribing New Institutional Needs. Assessing the collective capacity of the organizations,

new institutional needs (e.g. new organization, institutional change etc.) are prescribed. This report presents a preliminary analysis of the stakeholders that would potentially be involved in a regional land use – transportation planning architecture for TOD and APTS deployment. The following section outlines the relevant institutional planning issues.

4.2 Institutional Planning Issues for TOD and APTS Deployment The stakeholders listed in Annex 2 are those who have roles to play in the land use and transportation sectors. The main area of responsibility of each federal, state and local organization as well as private and public entities, is characterized as either for land use or transportation or both. “XX” indicates the organization has a formal planning authority while “X” indicates the organization does not have any formal planning authority. “X?” indicates unknown or insignificant level of involvement in planning. It is suggested that all the functions needed for TOD and APTS deployment exists but are however not well coordinated and integrated. Section 2.4 listed a summary of the common institutional planning aspects for TOD and APTS deployment:

53 Makler, Jonathan (June 2000) Regional Architectures and Environmentally Based Transportation Planning: An Institutional Analysis of Planning in Mexico City Metropolitan Area. Master’s Thesis, MIT, Cambridge, MA.


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Table 6: TOD and ITS/APTS Planning Aspects

COMMON TOD AND ITS/APTS

PLANNING ASPECTS SPECIFIC FOR

TOD SPECIFIC FOR

ITS/APTS

§ Need for a regional perspective § Political will and support § Strong institutional capability and

support § Organizational capacity and capability § Integration of multiple institution

policies and strategies § Long term and sustained commitment § Private sector roles and need

§ Transit planning that coincide

with economic planning § TOD planning design

orientation

§ Liability issues § Privacy issues § Property rights

The following are the preliminary institutional opportunities and challenges for TOD and APTS deployment according to the items in Table 6:

4.2.1 Regional Perspective Opportunity: Federal Territory Development and Klang Valley Planning Division as land use-transportation coordinating agency The formation of the Federal Territory Development and Klang Valley Planning Division (FTDKVPD) under the Prime Minister’s Department confers many political powers to the agency to plan and implement TOD and APTS at a regional scale. It is suggested that this agency be the main coordinating body for land use-transport planning for the study area. Developing the expertise and capacity of the agency to plan for TOD and APTS is therefore suggested.

Challenge: Developing the expertise and capacity of the agencies involved to regionally plan for TOD and APTS

There is lack of regional planning perspective in both the transportation and land use planning sectors. The federal level transport planning institutions - Economic Planning Unit, the Ministry of Transport, Ministry of Works - have been planning from a national perspective instead of a regional perspective. The local governments, meanwhile, have been trying to coordinate their own projects with each other. Similarly in the land use planning sector, the state of the art of land use planning in Malaysia is still at a rudimentary state (Zakaria, 2003). It is assumed that capacity for planning at a regional level would also be lacking.

4.2.2 Political Will and Support Opportunity: Favorable political will and commitment for TOD and APTS The political will for TOD and ITS/APTS deployment is very strong. In addition to the IT IS project by the Kuala Lumpur City Hall, the ITS projects planned in the Cyberjaya and Putrajaya in the MSC is


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evidence of the political will of the government to push forward TOD and ITS/APTS (see 3.2.1 and 3.2.2). The elements of TOD in the structural plans of the Kuala Lumpur area and Selangor state are also favorable. The funding commitment for these projects is also a good indication of the political culture of the institutions involved.

Challenge: Ensuring appropriate policies supportive of TOD and APTS

Even though the political will is strong, there is a problem regarding what appropriate policies and strategies should be taken to ensure success of TOD and APTS deployment. For example, the previous report by Zakaria (2003)42 indicated that institutional aspects of private-public modal shares are biased to providing incentives for private car usage. For instance, more than 90% of commuters who use the public transportation are not given commuting allowances but 75% of car users are given parking allowances by their employers. Another example is the government’s promotion of the purchase and use of the national car despite its call to the public to utilize the public transport system. Lin has also reported that the government’s privatization scheme which guarantee profit only for the highway operators but not the public transport operators are also hampering the effort to promote public transportation.

4.2.3 Institutional Capability and Leadership Opportunity: Federal Territory Development and Klang Valley Planning Division as land use-transportation coordinating agency As stated before in 4.2.1.

Challenge: Develop capacity of the FTDKVD to coordinate agencies for TOD and APTS planning There is no specific mission for any agency regarding the notion of promoting intermodalism for the transport system in the Klang Valley despite statements of such objectives in the national plans.

Challenge: Conferring planning authority for both land use and transportation planning As shown in Annex 2, there are some critical agencies that do not have formal planning authority in both areas which complicate issues about which agency has greater planning powers in determining policies. Of course, there is the IAPG group that is supposed to coordinate national development policies with structural and local plans, but the effectiveness of the coordination in ensuring a favorable outcome is questionable as there are many instances where commercial vehicles travel through residential areas54. Lin46 and Zakaria42 have reported that land use and transportation institutions are very weak in coordinating implementation. The federal and state TCPD only have authority for land uses but not in transportation. Opportunities to integrate the land use and transportation planning authorities under the FTDKVP more effectively should be investigated.

54 Road Engineering Association of Malaysia (Dec 1999) ITS Strategic Plan for Malaysia. Technical Committee on Intelligent Transportation Systems.


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4.2.4 Organizational Capacity and Capability

Opportunity: Available capability for TOD and APTS deployment The structural plans of Kuala Lumpur and MSC which indicates elements of TOD and APTS deployment give an indication that there is some level of expertise in the relevant agencies. Challenge: Increasing the capacity and capability for TOD and APTS planning in local authorities There is shortage of urban planners and local plans at Local Authorities (Zakaria, 2003). There may be some need to increase the number of experts in the field of TOD and APTS deployment as well as level of expertise of the existing and future planners. Challenge: Improving the enforcement capability by responsible institutions

Enforcement of transportation rules, regulations and operating conditions are very weak. Planning for APTS would require effective enforcement of rules for implementation. Enforcement problems include lack of adherence to schedules (Zakaria, 2003). There was also a case whereby some feeder buses servicing the LRT stations were suspended because they were unprofitable routes. The Commercial Vehicle Licensing Board (CVLB) would be the agency to look into for improvement efforts. Challenge: Improving the vertical interactions of organizations and its effectiveness Ineffective vertical interactions within an organization would lead to institutional problems dealing with the effectiveness of the organization to carry out its mandate. It is suspected that because the functions of the Federal and State Town and Country Planning (TCP) agencies are difficult to implement because of differences in federal and state powers in land use matters, more effective institutions are taking over their functions. The functions of the TCP are being assumed by the EPU and the DOE. The Government has been increasingly turning to the EPU and DOE for assistance in the formulation of policies and strategies on urban development planning. The FTCPD and TCPD were suggested to clearly define its roles and functions as town planners (Zakaria, 2003).

4.2.5 Integration of Multiple Institution Policies and Strategies Challenge: Fragmentation and loss of autonomy issues The most significant barriers to integration are issues having to deal with fragmentation and loss of autonomy among public and private institutions. The public and private institutions that have responsibilities for transportation are clearly fragmented. Evidence of this can be clearly seen in the fact that there is no physical or service integration between the two PUTRA and STAR LRT systems, existence of 24 separate toll concessionaires, incompatible fare collection systems, lack of efficient feeder buses, and uncoordinated service (Lin, 2003). It is suspected that the regulators and service operators have fear of loss of autonomy if they do collaborate and coordinated their activities.


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Challenge: Improve horizontal interactions between relevant institutions

The problem of not having effective horizontal agency interactions results in many organizational and institutional issues. Some of them are conflicting land use development plans between state implementing agencies and local authorities and duplication and inappropriate allocation of implementation of transportation roles and responsibilities between federal and local institutions. There needs to be improvement in terms of allocation of responsibilities between relevant institutions. The land use, transport, and economic planning institutions must effectively work towards planning TOD and APTS deployment. The interaction of these agencies with other government agencies, the private entities, and the public must be effective for appropriate plans and policies to be developed and implemented for TOD and APTS deployment.

4.2.6 Long term and sustained commitment

Challenge: Ensuring Budgetary Commitment in National Plans Malaysia has the 5 and 10 year development plans to guide the socio-economic development of the country. The funding for TOD and APTS deployment plans in the study area has to be ensured for the two systems to be implemented.

4.2.7 Private sector roles and need Challenge: Clarifying the roles and needs of the private sector in public/private partnerships for transportation sector

As noted previously, the transportation system in Malaysia has been undergoing privatization ever since 1983. The federal government is gradually changing its role as transport developer to supervisor of privately financed development projects. Many new toll highways and railway systems are currently being constructed and operated by private entities. The advantage of BOT scheme is that the government does not have to use limited funds for transport development. Nevertheless, there are problems have occurred under the scheme as indicated by the failed privatization of the LRT system which has forced the government to buy back the companies. Lin (Lin, 2003) had suggested that the government consider other alternative forms of private/public partnership besides the franchise (concession) model. She suggested that contracted operations model may be more appropriate with ITS projects as they do not generate a revenue stream. In addition, issues concerning liability, privacy and intellectual property rights have to be clarified for both the transportation and land use sectors (Lin, 2003).


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5 Recommendations for further research for developing a regional land use-transportation architecture for TOD and APTS deployment in KLMA

The following are the recommendations for further developing a regional architecture for land use – transportation architecture in the study are:

i. Obtain the detailed structural plans for Kuala Lumpur and Selangor to better describe the geographical location of current and future transportation and land development plans.

ii. Investigate the capability of the Federal Territory Development and Klang Valley Planning Division as

land use-transportation coordinating agency. The FTDKVP will have to coordinate regional planning for TOD and APTS in a multijurisdictional and multi-agency environment. It could be characterized as a regional organization with land use and transport planning capabilities. The region proposed encompasses six administrative districts in the Selangor State and eleven urban centers55. There are effectively ten local government jurisdictions 56. Table 5 has a preliminary list of the land use and transportation institutions that FTDKVP will coordinate. Suggested there are the ones that the existing agencies are most likely to naturally adapt to if a regional architecture were to be developed. The details of how each agency is to link with each other needs to be clarified further after an organizational analysis is conducted.

iii. Assess the expertise and capacity of the agencies involved to regionally plan for TOD and APTS.

iv. Assess the mix of existing policies that could assist or perversely affect planning and implementation of

TOD and APTS.

v. Conduct an organizational analysis of the relevant institutions from a cultural, political and strategic perspective for efficient and effective TOD and APTS deployment. This would investigate the improvements needed for the developing or improving the multiple stakeholder horizontal and vertical interactions.

6 Conclusion

This report has examined the institutional issues for planning TOD and APTS deployment in the KLMA. There are favorable conditions for the implementation of the two; physically as well as institutionally. The report has also described the key public and private stakeholders in the planning of TOD and APTS. Further work will be done to investigate opportunities to integrate the two institutional systems with the objective of developing a regional institutional architecture for land use and transportation planning for the KLMA.

55 Kuala Lumpur, Shah Alam, Petaling Jaya, Subang Jaya, Klang, Selayang, Bangi, Kajang, Ampang Jaya, Putrajaya, and Cyberjaya. 56 Majlis Perbandaran Shah Alam (MPSA), Majlis Perbandaran Petaling Jaya (MPPJ), Majlis Perbandaran Subang Jaya (MPSJ), Majlis Perbandaran Klang (MPK), Majlis Perbandaran Selayang (MPS), Majlis Daerah Kuala Langat, Majlis Perbandaran Kajang (MPKa), Majlis Perbandaran Ampang Jaya (MPAJ), Majlis Daerah Sepang.

Annex 1: Inventory and Overview of ITS and APTS Technologies and Applications in Klang Valley

This Annex provides currently available basic information on the rail ITS supported public transportation systems in Kuala Lumpur and Klang Valley (Schwarcz, 200357; KL Sentral, 200358; KL Sentral Station, 200359) which includes the following: RAIL

• Stesyen Sentral Kuala Lumpur • KTM Intercity • KTM Komuter • PUTRA-LRT • STAR-LRT • KLIA Transit (ERL Transit) • KLIA Express (ERL Express) • KL Monorail

BUS

• Cityliner • Intrakota • Len Seng • Metrobus • Foh Hup • Putra-LRT Feeder Buses • STAR-LRT Feeder Buses • Nadiputra Feeder Buses

Information on the various systems are listed the summary table 7 and the table 8.

57 “Integrated Rail Services” by KL Sentral Station <http://www.stesensentral.com/integ_rail/index.htm> 58 “KL Sentral website” <http://www.klsentral.com.my/transport.htm>

59 Schwarcz, Stacey (March 2003) “Public Transportation in Kuala Lumpur, Malaysia” AY 2002/2003 Inception Report, MIT.


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Table 7: Summary Table of APTS / ITS in Klang Valley Transport System

ITS TECHNOLOGIES

/ SERVICES RAIL BUS

KT

M Intercity

KT

M K

omuter

PU

TR

A-L

RT

STA

R-L

RT

KL

Monorail

KL

IA T

ransit

KL

IA E

xpress

KL

Sentral Station

Intrakota

Cityliner

PU

TR

A-L

RT

Feeder Bus

Monorail

STA

R-L

RT

Feeder B

us

Nadiputra Feeder

Bus

Taxi

Road/E

xpressway

Parking systems

APTS - Electronic Fare and Payment System

• • • • NA • • • • • •

APTS - Traveler Information System (trip planner)

• • • • • • • •

APTS - Traveler Information System (routes and schedules)

• • • • • • • • • • • • •

APTS - Fleet Management

• • •

APTS - Transit Safety and Security

• •

ATMS – CCTV • ATMS – Traffic control system

•

ATMS – ETC • ATMS – VMS • ATMS – Red light enforcement

•

ATMS – infrared and vehicle detectors

•

ATIS – Route Planner •


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Table 8: Overview of APTS in Klang Valley Public Transport System

PUBLIC TRANSPORT SYSTEM

BASIC DESCRIPTION

Sentral Station Kuala Lumpur 60,61

Integrates commuter, intercity and airport express rail networks. Stesen Sentral Kuala Lumpur is part of the integrated Kuala Lumpur Sentral development which, when fully completed in 2010, will offer an integrated rail transportation network, exclusive condominiums, office blocks, convention and events arena, high-tech communication system and a central service infrastructure. Website: <http://www.stesensentral.com/index.htm>. Started operation April 16, 2001. Area of station: 9.3 acres; Area of depot: 10.5 acres. Gross floor area: 996,308 sq. ft. and comprises 5 levels. Tracks: 28 tracks: 12 passengers tracks, two freight tracks and 14 maintenance tracks. Passenger capacity: 140,000 passengers daily. Expected to increase by 100 million a year by 2020. Car park space : 1,17062 Construction, Ownership and Management: Developer: Kuala Lumpur Sentral Sdn Bhd, a subsidiary of MRCB 63. Operations and Maintenance: Semasa Sentral Sdn Bhd (another subsidiary of MRCB). ITS system: Traveler Information System: “Information Display Boards” - Display the latest schedule of trains which arrive and leave Stesen Sentral, by the minute. “Information Kiosks” - Provides static information on the station, its functions, facilities and services available. Electronic Fare and Ticketing System : “Automatic Vending Machines” – For ticket purchases for each system.

60 “Sentral of Attraction” Property Times_NSTP e-media, July 8, 2003. <http://property.nst.com.my/Weekly/PropertyTimes/News/Focus/20030630190236/Article/>


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Rail KTM Intercity

Links cities north-south-east Peninsular Malaysia from Bangkok to Singapore <http://www.ktmb.com.my/>, <http://www.stesensentral.com/integ_rail/ktmb/index.htm> Operator: Keretapi Tanah Melayu Berhad (KTMB); fully owned by the government but operates as s private entity. Infrastructure: Routes covering KL – Singapore, KL – Butterworth (in the north) and KL – Tumpat (in the east coast) Ridership: 10,400 daily (average) (2002 est) No. of stations : 97 stations Track length: 2,229.90 km ITS system: Electronic Fare and Ticketing System: “KTM e-tickets” can be purchased on line.

Rail

KTM Komuter

Links satellite towns in the north, west and south of Kuala Lumpur. <http://www.ktmb.com.my/>, <http://www.stesensentral.com/integ_rail/ktmb/index.htm> Operator: Keretapi Tanah Melayu Berhad (KTMB); fully owned by the government but operates as s private entity. Infrastructure: Transports commuters from and to satellite towns to the north, west and south of Kuala Lumpur. Two lines routes: (1) Sentul – Port Klang line (2) the Rawang - Seremban line. KTM Intercity passengers can transfer to KTM Komuter free of charge. No. of stations : 39 stops. Track length: 157 km Ridership : Close to 20,000,000 per year (2000) Parking lots: 33 stations have parking facilities. 1,966 lots. Managed by KTMB (carpark) Sdn. Bhd.

61 Kuala Lumpur Sentral homepage <http://www.klsentral.com.my/welcome.htm> 62 KTMB Webpage <http://www.ktmb.com.my/article.cfm?id=113> 63 Malaysia Resources Corporation Berhad (MRCB) is a government corporative body


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Cost: RM2 per day. ITS systems: Electronic Fare and Ticketing System: Ticket Vending Machines (TVM) at every station.

Rail

PUTRA-LRT

Links inner city stations in Klang Valley. Website: <http://www.stesensentral.com/integ_rail/putra/> Started operation: end of 1998, fully operational in 1999. Operator: Syarikat Prasarana Negara Bhd. (SPNB), a subsidiary of the Ministry of Finance Passanger capacity: 10,000 per hour each direction Ridership : 45,000,000 per year (2000) No of stations : 24 with 1.1 km intervals between each station Track length: 29 km. Links Sentul Timur, Ampang and Sri Petaling through the city center. System Characteristics: Electric trains operating on double tracks. Fully automated, driverless system. It is mostly elevated but contains 5 underground stations. Operations : Route and fare maps are displayed at all stations. 6 am – 12 pm, on Monday - Saturday and 8 am – 11 pm on Sunday and Public Holidays. 6:00 am – 11:50 pm, with a frequency of 3 minutes during peak hours and 7-8 minutes during the off-peak hours. Feeder bus: PUTRA-LRT feeder buses provide service for areas within 3 km radius of some station. Bus service frequency is 15-30 minutes, subject to traffic conditions. Parking: 9 stations have parking facilities. Operated by Consortium Park and Ride Sdn. Bhd. < http://www.putra.com.my/services/park_ride.asp>. RM1 per hour parking cost. Construction, ownership and operation: Initially Build, Own and Operate concession (public/private nature). Initial cost: RM4.4 billion (US1.15 billion). As of September 2002, owned by SPNB. ITS Systems: Electronic Fare and Ticketing System: Apart from the manual system, the fare collection system uses plastic tickets with magnetically stored information and stations have ticket vending machines; “Touch N Go”, “Monthly Travel Card”, “Stored Value Card”. Cards can also be used on feeder


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buses. Traveler Information System: “Integrated Transit Network” http://www.putra.com.my/services/integration.asp. Offers static interactive window for looking at the route map more closely.

“PUTRA line Plan Your Trip”. An on line advanced trip planner which displays fares and routes.

Rail STAR-LRT

Links inner city stations in Klang Valley Website: <http://www.stesensentral.com/integ_rail/star/> Started operation: 1998 Operator: Syarikat Prasarana Negara Bhd. (SPNB) Passanger capacity: 16,000 per hour each way Ridership : 27,000,000 per year (2000) No of stations : 25 Track length: 27 km. Links Sentul Timur, Ampang and Sri Petaling through the city center. System Characteristics: Driver operated electric trains operating on double tracks. It is partially elevated and partially at-grade. Operation: Route and fare maps are displayed at all stations. 6:00 am – 11:50 pm, with a frequency of 3 minutes during peak hours and 7-8 minutes during the off-peak hours. Feeder Buses: Feeder bus services only at some stations. Construction, ownership and operation: Initially Build, Own and Operate concession (public/private nature). Initial cost: RM3.5 billion (US920 million). As of September 2002, owned by SPNB. ITS Systems: Electronic Fare and Ticketing System: Apart from the manual system, the fare collection system uses plastic tickets with magnetically stored information and stations have ticket vending machines; only offers “Stored Value Card” tickets. No mentioning whether cards can be used on feeder buses.


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Incompatible with the “Touch N Go” system.

Rail KLIA Transit (ERL Commuter)

Links KL Sentral to KLIA (KLIA CAT) with convenient stops along satellite towns and access to Putrajaya. Website: <http://www.stesensentral.com/integ_rail/erl/index.htm>, <http://www.kliaekspres.com/> See KLIA express information. Operation: 35 minutes. 30 minutes headway. Ridership: 1,000+ per day64 ITS Systems: See KLIA Express

Rail

KLIA Express (ERL Express)

Links KL Sentral to KLIA, Sepang (KLIA CAT) with convenient stops along satellite towns and access to Putrajaya. (non-stop) Website: <http://www.stesensentral.com/integ_rail/erl/index.htm>, <http://www.kliaekspres.com/> Started operation: June 2002 Operator: Express Rail Link Sdn. Bhd. (ERLSB) Passanger capacity: Ridership : 4,000+ per day64 No of stations : 3 stations (Bandar Tasik Selatan, Putrajaya and Cyberjaya, and Salak Tinggi) Track length: 57.6 km with System Characteristics: Electric trains with double tracks. 160 km/hour speed. Feeder Buses: The Nadiputra feeder bus service currently covers Putrajaya city and Cyberjaya’s Persiaran Multimedia. Feeder buses owned by Perbadanan Putrajaya. Operation: 5 am – 12 pm. 15 headway. Entire journey: 28 minutes. Fare: RM35 for adults/way. Construction, ownership and operation: Under the Build, Operate and Transfer privatization system for a period of 30 years.

64 “500,000 passengers using KLIA transit” ERLSB Press Release 6 September 2002 <http://www.kliaekspres.com/press/2002/060902.htm>


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ITS Systems: Electronic Fare and Ticketing System: Apart from the manual system, the fare collection system uses plastic tickets with magnetically stored information and stations have ticket vending machines; only offers “Stored Value Card” tickets. Future will include smart cards. Fleet Management System: Traffic Management System : A computer-based system which manages the quality of the transport service. The system eliminates the tedious input of manual commands to the signaling system. Routine functions are performed automatically : - Tagging train with numbers and monitoring train

position - Comparing actual position & current timetable - Automatic route setting - Centralized control of operation

Automatic Train Protection: A fail-safe system that provides high resolution continuous monitoring and control of train speed according to prevailing speed restrictions and information from the interlocking and track occupancy equipment. Telecommunications: Digital transmission with voice, audio, video & data capability.

Rail

KL PRT (KL Monorail)

Website: <http://www.monorail.com.my/klms/intro.htm> Started operation: First phase July 1, 200365 Operator: KL Monorail System Sdn. Bhd. (KLMS) Passanger capacity: 20,000 per hour per direction Ridership : - No of stations : 11stations. Track length: 8.6 km and entire journey takes 19 minutes. System Characteristics: Electric trains operating on double tracks. Fully elevated.

65 “Right on track” Property Times-e-NSTP. <http://property.nst.com.my/Weekly/PropertyTimes/News/Launchpad/20020708122034/Article/>


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Operation: Route and fare maps are displayed at all stations. 6 am – 12 pm, with a frequency of 2-5 minutes during peak hours and 5-10 minutes during the off-peak hours. Construction, ownership and operation: Initial cost: RM1.18 billion (US310.5 million). ITS Systems: Information not available

Bus

Cityliner

Stage bus serving Kuala Lumpur, Klang Valley and other areas in the Selangor state. Website: <http://www.parkmayberhad.com/clpricing.html> Operator: Park May Bhd. (also owns interstate stage buses). The Company was mandated to jointly lead stage bus operations in the Klang Valley in 1994, as part of the Government's plan to rationalize and modernize the urban transport system. Ridership : 130,000 per day (1999 est) Fare: Zonal fare system No of routes: 35 routes. ITS Systems: Electronic Fare and Ticketing system: “Travel Card” via the “Touch N Go” smartcard system can be used for payment. Discounts are also offered through the card. Traveler Information System: “CityLiner Route Finder”, provided via by the IT IS website provides route information, interchange points and fares for passengers.

Bus

Intrakota

Stage bus serving intra-urban destinations in Klang Valley Website: http://www.intrakota.gq.nu/welcome.html Operator: Intrakota Consolidated Bhd. The company has consolidated SJ Kenderaan Sdn Bhd, Toong Fong Omnibus Co. Sdn Bhd. Intrakota Consolidated Berhad, Syarikat Pengangkutan Malaysia Sdn Bhd (SPM) and SJ Binateknik Sdn Bhd. Ridership : 360,000 (1999 est)


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No of routes: 80 routes Fare: Flat rate ITS Systems: Traveler Information System: “Trip Planner” is listed on their website but is still under construction.

Bus Len Seng Metrobus Foh Hup

Other smaller bus operators in the Klang Valley. Metro serves 11 routes.

Bus Feeder Buses

PUTRA-LRT, STAR-LRT, Nadiputra feeder buses. See under rail.


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Annex 2: Existing Organizations, Responsibilities and Roles in Land Use and Transportation

This Annex provides information on the stakeholders in the land use and transportation system in Kuala Lumpur and the Klang Valley (Lin, 200346; Zakaria, 200342).

STAKEHOLDER

KEY INSTITUTIONS AND RESPONSIBILITIES

LAND USE

TRANS PORTATION

FEDERAL LEVEL Prime Minister’s Dept.

Economic Planning Unit (EPU) Strategic economic planning for the country; creates 5 and 10 year planning horizons and sets tone for the entire country transportation planning as well. Has budgetary authority. National Development Planning Committee (NDPC) is the most politically power body for development planning. The Interagency Planning Group (IAPG) coordinates national level plans; IAPG consists of the Public Services Department, the treasury, Central Bank, Implementation and Coordination Unit and the Administrative and Modernization Unit. All organizations-NDPC, IAPG, EPU- has formal planning authority. EPU’s 66Infrastructure and Utilities Section plans, evaluates and identifies the major transportation projects including urban transport development and makes the major investment decisions. Federal Territory Development and Klang Valley Planning Division (FTDKVPD) Coordinates development plans in the Klang Valley. Coordinates road and rail transport development planning for the KLMA.

XX XX

XX

66 EPU’s organization comprises of 17 sections and two main divisions – the Macro Planning Division and the Sectoral Planning Division. The Infrastructure and Utilities Section is under the Sectoral Planning Division.


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Ministry of Works (MOW)

Malaysian Highway Authority (MHA) • Collects traffic data from all toll roads – traffic volume, accident and others • Supervise and execute design, construction and maintenance of highways as stipulated

by the government • Enter into contracts with private entities • Collects tolls • Regulate use of roads • Set rules on use of highways • Set rules on types of vehicles allowed • Control of traffic and any upgrades of highway • Provide advice to operations of privatized toll roads, except those which may have

been approved by other agencies

Highway Planning Unit (HPU)

Undertakes planning does annual traffic counts at various stations on federal roads analyzes accident records on federal roads gathered by the National Police and the National Traffic Safety Counc il.

X X

Ministry of Transport (MOT)

Road Transport Department § Updates the revenue collection system. § Registers and license drivers of motor vehicles. § Ensures that motor vehicles are roadworthy. § Focuses on road safety issues and reduces the rate of road accidents. § Maintains records of information pertaining to motor vehicles and drivers. Department of Railways § Controls fares and tariffs by examining all proposals for change in the structure and

rates of fares, tariffs or charges submitted by any railway company.

XX


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§ Formulates regulations and prescribes minimum standards. § Ensures compliance of safety standards. § Enforces regulations (issuance, suspension and withdrawal of railways licenses, etc.). § Studies proposals for new railway schemes and make recommendations for the

approval of the Minister. § Determines the performance standards of the services of the railway company through

statistical formats and reports. Railways Asset Corporation § Administers and manages lands, properties and rights for railway services. § Develops infrastructure facilities for railway services.

Ministry of Entrepreneur Development (MED)

Commercial Vehicle Licensing Board § Processes and issue and licenses of all classes of commercial vehicles in Peninsular

Malaysia (including condition of licenses) § Determines the terms and conditions attached to all cases of commercial vehicle

licenses issued (fares, operation area, passenger capacity or type of goods, maximum load weight).

§ Formulates policies, roles and regulations pertaining to licensing of commercial vehicles, and monitor their impact on the efficiency of the road transport industry.

XX

Ministry of Energy, Communications and Multimedia (MECM)

• Regulator for IT and broadcasting industries • Overseas the application and development of IT projects in MSC

XX

Ministry of Science, Technology and the Environment (MOSTE)

Department of Environment § Implements the Environmental Quality Act 1974. § Enforces the Environmental Impact Assessment requirement

Putrajaya Develops the ITS project in Putrajaya X


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Corperation (PJC) National Information Technology Council (NITC)

Authority on IT development at the national level X

Ministry of Housing and Local Government (MHLG)

Federal Town and Country Planning Department (FTCPD) • Coordinates urban planning and gives advice to urban planning matters to the Federal

Government and various relevant ministries. § Prepares development plans as and when requested by Federal Government

departments. § Provide assistance to local authorities in preparation of development plans. § Promotion of urban planning and upgrading of urban planning standards. § Provides training for increasing the skills and knowledge of planners.

XX

Multimedia Communications and Multimedia Commissions (MCMC)

Regulates the networked communications and multimedia industries, including radio frequencies.

REGIONAL Statutory Development Agencies (SDA)

Undertakes development projects for areas under their control which is outside the jurisdiction of local authorities.

X X

Multimedia Development Corperation (MDC)

• Responsible for ITS in Cyberjaya • Overseeing development of MSC with fiscal authority, reports directly to the federal

government

XX XX

STATE GOVERNMENT


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District Office (DO)

Office of the district officer XX

State Planning Committee (SPC)

§ Primary means for enforcing state authority § Coordinates all planning activities within the state. § Promote in the State, within the national policies, the conservation, use and

development of land in the state. § Advises the State on matters related to the conservation, use and development of land

in the state. § Undertakes assists and encourage the collection, maintenance, and publication of

statistics, bulletins and monographs relating to town and country planning.

XX XX

State Town and Country Planning Department (STCPD)

§ Advises the Government and the SPC on urban planning. § Acts as urban planners Local Authorities.

X

State Economic Planning Unit (SEPU)

§ Oversees the preparation of development plans for the state and local authorities. XX XX

State Economic Development Corporation (SEDC)

• Develops vacant areas left out of state development plans. Not a planning agency X X

LOCAL GOVERNMENT Royal Malaysian Police (RMP)

Maintains law and order. X

Local Authority • MPPJ • MPSJ • MPSA • MPK • MPKJ

Public Works Department § Plans, develops and manages traffic and road improvements § Determines location of roads, bus stops, bus terminals, and other amenities. Town and Country Planning Department

. X

XX


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• MPS • District Council

of Sepang • District Council

of Hulu Langat

§ Regulates, controls and plans development and use of all lands and buildings § Undertakes activities to promote the advancement of land use planning and its

methodology. § Prepares and implements structure and local plans within their jurisdiction

Local Authority Kuala Lumpur City Hall

City Economic Planning Unit § Formulates policies and strategies on the Socio-Economic Development of the Federal

Territory of Kuala Lumpur. § Coordinates and monitors development projects § Manages all data and information on the development of Kuala Lumpur. § Ensures that infra-structure development and public facilities are planned and

implemented to promote urban economic activities such as property development, business, transport, finance tourism and others.

§ Ensures an integrated development of the industrial sector which will contribute to the urban economic growth

Urban Transport Department § Coordinate and manage the implementation of the Monorail project and Light Rapid

Transit (LRT) System in Kuala Lumpur and areas connected with it. § Plans and conducts research on the development of an urban transportation system that

covers public and highway transportation system. § Designs and implements urban transportation projects financed by the government

though City Hall Kuala Lumpur (bus/taxi stops, terminals for city buses and inter-town express buses and taxis)

§ Coordinates and manages public transport facilities and services financed by the government through City Hall Kuala Lumpur.

Public Works and Traffic Management Department § Plans, designs and implements road projects in the Federal Territory.

XX

XX XX XX


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§ Coordinates with private agencies in the planning and development of road system and traffic management in Kuala Lumpur City.

§ Improves on road designs and to increase road capacity to cater to the needs of the increasing traffic volume.

§ Plans and implements traffic management schemes to improve traffic flow. § Maintains road networks to specific standards for the safety and comfort of road users. § Minimizes road accidents. § Contribute towards a healthy environment, improve public transportation and promote

pedestrian traffic. Enforcement Directorate • Manage metered parking areas (privatized concept) and manual parking areas. • Controls and enforce traffic rules and regulations. • Conducts operations to eradicate illegal activities such as illegal car/motorcycle

attendants.

PRIVATE Standard Agencies and R&D Agencies

SIRIM Bhd. Creation of industrial standards MIMOS Bhd. R&D in information technology for ITS

X? X?

Bus companies Intrakota Konsolidate Bhd. , Park May Bhd. X? Rail companies Syarikat Prasarana Nasional Bhd., KL Monorail Sdn. Bhd., Keretapi Tanah Melayu

Berhad, ERL Sdn. Bhd.

X?

Concessionaires PLUS, KESAS, ELITE, LITRAK etc. X? Professional Organizations

Institution of Engineers Promotion of engineering profession Road Engineering Assoc. Malaysia, ITS Technical Committee Promotion of road engineering and ITS

X? X?


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Chartered Institute of Transport Promotion of the transportation sector Institute of Highways and Transportation Promotion of the road and transport sectors PIKOM Promotion of computer industries

Land Developers X? Investors X? X? Business owners X? X? Consultants X? X? PUBLIC Users and consumers X? X? HUMAN RESOURCE

Labor X? X?

zakaria 2003 institutional issues for advanced transit...

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