When discussing the issue of public transportation (urban, suburban, etc), the topic will always encapsulate the various modes of transportation that are either public or privately owned. When making comparisons between the two that provide almost similar services, the latter has always been considered as having the advantage by providing for example; door to door travel. In his view, in order for the public transportation services (particularly in urban areas) to gain the trust of the public, a seamless and integrated public transport network must be made available. To be ‘seamless’ is to provide almost door to door travel while being ‘integrated’ involves both tangible (such as planning) and intangible (such as sustainability) matters.
The question of Malaysia’s public transportation system must be viewed as a matter of considerable urgency that needs to be addressed as soon as possible. As the country strengthens economically, its prosperity and population grows as well thus increasing the number of privately owned modes of transportation i.e. motorcycle, car, van, etc. Today’s traffic congestion (particularly in urban areas) is only temporarily alleviated by otherwise ad hoc and uncoordinated transportation centric projects (like highways) undertaken by various private and public bodies. In the meantime, the nation’s public transportation system bears the brunt of these projects that give would be users limited choices. the development of land especially in urban areas like KL must take into consideration the convenience of the general public. This is done by developing a ‘humane’ city where commuters of a seamless and integrated public transport network are given priority (instead of private vehicle users) in getting to their destinations without much difficulty.
When touching on the inter relationship between land use and public transport, both aspects do complement each other. Public transport planning must not be done in isolation and should be highly integrated with land use planning/urban development. This is due to the fact that high population density has a direct impact on the capacity of the public transport network. Developing public transport in national strategies goes as far back as 1975 with the recent Ninth Malaysia Plan requiring an integrated and efficient public transport system as part of promoting sustainable human settlement development. Another example is the Principles of National Physical Plan (NPP) where it favours public transport over private vehicle use for inter-urban and intra-city movement. She had also mentioned that a land use planning tool called the Transit Oriented Development (TOD) is used for a mixed-use residential or commercial area designed to maximise access to public transport. This would entail public transport being located in the centre of a relatively high-density development area with progressively lower-density development spreading outwards from it. With regards to the ongoing land use in KL, TOD proposals are always included in its potential development. State Structure Plans (SP) and District Local Plans (LP) also include the need for public transport.
From this point of view, there is a need to address certain matters in order to achieve the goal of a seamless and integrated public transport network:
a. A lack of clear ownership (as regulations and operations have different owners);
b. The need for an Integrated Transport Authority/Public Transport Commission;
c. Consolidation;
d. The implementation of plans already decided upon;
e. The need for enforcement;
f. Local authority involvement (public transport plans and budget allocation); and
g. Increasing local authority’s role in public transport planning to complement the Integrated Transport Authority/ Public Transport Commission
According a train/bus journey would entail three segments;
a. Access to Service (home to train station/bus stop);
b. Mainline Journey (using a train or bus to the next train station/bus stop); and
c. Connectivity for Dispersal (train station/bus stop to the work place)
Presently, the overall timing when using the bus services within the Klang Valley (from urban to suburban destinations and visa versa) is between one to two hours. Bus stops are generally overlooked or play a less an important role when public transport planning is concerned. Bus transportation particularly bus stops can play an important role in providing a seamless and integrated public transport network. Examples of bus stops located in Curitiba in Brazil, Nantes and Strasbourg in France and Zurich in Switzerland shows the emphasis of comfortable and sheltered bus stops located very close to bus and train service routes. Accessibility between Malaysia rail and bus service routes leaves much to be desired. There is a need to be ‘people orientated’ when public transport planning is being carried out in Malaysia. The development in Malaysia always gave emphasis to vehicle routes, buildings and other utilities and left out the pedestrian factor i.e. walkways but this is gradually changing. It is estimated that around 2.5 million people commute in and out of KL on a working day. Around 50 to 70% of these commuters walk to their destinations for the last segment of their journey. The following in order to meet the goal for a seamless and integrated public transport network:
a. A shortened journey time;
b. Accessibility to service;
c. Minimising transfer between destinations;
d. Reduce waiting times;
e. A smooth dispersal flow at destination;
f. Affordable cost of travel; and
g. Common integrated ticketing system
The concentrate on the stagnation and progress being experienced in enhancing Malaysia’s public transport and how to move ahead in making it a reality. The goal of a seamless and integrated public transport network has been compounded by a number of significant problems being faced:
a. Poor planning of transport, services & development;
b. Uncoordinated and incomplete planning;
c. Lack of timely investment in public transportation;
d. Overcrowding and network breakdown;
e. KTM Crisis (a shortage of trains while the number of commuters grows);
f. Existing networks have significant missing links and are not properly integrated; and
g. Many options for services i.e. buses that are deemed unreliable, inaccessible and inconvenient for many
On the aspect of organisation and regulation, the significant problems faced are:
a. Lack of interest/authority/ability/willingness to enforce regulations;
b. Incomplete understanding of what public transport can offer to a community;
c. Focusing on the lower-income group that don’t necessarily take public transport;
d. Operator driven competition does not help the public transportation industry; and
e. Operators may sacrifice quality, service, mobility, safety, rights of workers, etc.
Progress has also been made in some areas such as the establishment of RAPID Penang where the number of users of the service is increasing. In order to meet the goal for a seamless and integrated public transport network:
a. Parliamentary Select Committee;
b. Public Land Transport Commission;
- introducing and maintaining National Standards
- integrated planning across Malaysia
c. Local/Regional Public Transport Authorities;
- Regional and Local Planning
- Control of routes, fares, assets
- Operators under contract to provide services
d. Encouraging and using public feedback
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