In the end, SPAD prepared the master plan for public transport inland for the Greater KL-Klang Valley region. Greater KL-Klang Country Plan for Public Transport (prepared by SPAD) and Low Carbon. The Greater KL-Klang Valley Region Master Plan develops a hierarchy of public transport in three categories: primary, secondary and tertiary corridors.
Case study methods
They are not against the project, but warn the authorities not to give another ineffective project. Local taxi drivers don't want to talk, as they are in tough competition with Uber and Grab anyway. However, in Malaysia, all goods vehicles take the expressways from outside the city, not the federal highways that pass through the cities.
In addition, three routes of MRT feeder buses were visited, and bus captains and riders were interviewed in detail. In her conversations with both the project's promoters and potential users, the researcher was able to serve as an advocate for BRT as a tool for decarbonization, and walk through arguments regarding decarbonization. This can be considered important as neither the project's promoters nor its users tend to consider decarbonisation or climate change while making their decisions about the delivery or use of public transport projects.
Instead, decisions are made based on more practical reasons, such as rising fuel costs.
Cases
Sunway BRT
Moreover, since the project is implemented in a suburb of KL within the Sunway-built township, it raises questions about the replicability of the model in a "public" city, such as KL. In fact, the project's ridership was much lower, for which it was sharply criticized. As confirmed by interviewees from Prasarana, which is the asset-owning company, Sunway BRT is designed as an alternative to LRT.
In addition, there were design constraints regarding the required turning radius for the railway track within the existing dense housing (interview 01). Residents of public housing who had lived next to the new BRT stations for almost forty years were not informed or consulted during the planning and design phase, with the exception of one community where an elevated footbridge that is being considered would come very close to the houses in that community.
Ridership
In a true Design-Build model, design risk and construction risk remain with the private sector concessionaire. This means that if the project has to undergo redesign or mobilize additional capital for design and construction, the private sector concessionaire is expected to bear the costs. However, once designed and built by Sunway Construction Group, the Sunway BRT project was handed over to Prasarana as the asset owner, which now maintains the project.
Prasarana reimbursed the Sunway Group for the construction of the project, apart from the 15 percent of the cost paid by Sunway Group as their corporate social responsibility objective. Prasarana recently renovated the project at its own expense with additional walkways and stairs (with public funds).15. Now the project is being rebuilt to function as public infrastructure, with the main goal of improving ridership.
As one interviewee who lives in nearby public housing explains, they would pay the same to travel the same distance with Uber or Grab, but the private vehicles used by these ride-sharing apps would accommodate a total of four people, who can share the cost of the trip (Interview 19). Despite its inclusion in the original plan, there is no dedicated feeder service for the Sunway BRT.
KL-KLang BRT
The estimated passenger traffic of the project as shown in the tender documents was 600,000 per day, which translates to 14,000 pphpd. The main rationale behind the project was to alleviate traffic congestion on the highway by providing an attractive public transport option on the same route that would relieve users of driving stress and save travel time and fuel costs. The federal government allocated RM1.5 billion in the 2016 budget for the construction of the KL-Klang BRT Federal Highway project.
These three types of services would have used three types of buses including high capacity cantilever buses on the trunk route to cater for high pphpd (estimated as 14,000 for main route). The stations on the main route are proposed on the center line, with the dedicated bus lane along the center line for minimum conflict with other types of traffic. On the industry side, the project promoters should have interacted with current bus operators on the route to explore coordination with feeder services, to ensure that existing operators are not threatened.
Some reasons are a lack of political confidence in buses for the main corridor in the region and competition with railways - ie. the recent launch of the MR and proposed LRT line along the same route - and policymakers' concerns over shrinking private vehicle infrastructure. For a total of 12 proposed BRT corridors in the greater KL-Klang region, the total length of the main route - ie. dedicated bus lanes - 214 km and the total number of passengers would have been 1.8 million daily.
Iskandar BRT
Bus Rapid Transit and decarbonization
IPCC framework
IPCC paper on transportation (Sims et al., a framework showing how decarbonization can be operationalized in three ways (as derived from the study); and 3) a whole life cycle, or 'cradle to grave' analysis '-approximation. There is a flow of people from the suburb to the city (KL), and from the city to the suburb. Where a modernized rail system exists, the BRT system has the potential to improve regional connectivity.
Three-step framework for decarbonization
Reducing carbon emission through modal shift
Chandrima Mukhopadhyay & Massachusetts Institute of Technology 2017. combination of diesel, CNG and electric for BRT system).
Reducing energy consumption through improved energy efficiency
Reducing carbon dioxide in sources of energy
Similar CO2 to diesel but lower carbon content (due to higher fuel consumption of diesel). Greenhouse gas emissions higher than diesel (methane emissions from natural gas production and processing). Since CNG buses are already operating in some regions of Malaysia, the BRT system can use clean energy even in the absence of electric buses. CNG buses were introduced in the country in 2006 when the price of diesel rose and many private sector bus companies opted for CNG.
PETRONAS, Malaysia's national oil and gas company, has a monopoly on CNG, and the lack of competition is a point of criticism for many. Electric buses were introduced in 2015 and Sunway BRT is one of the first BRT systems in the world to use electric buses. There are a total of 15 electric buses in use at Prasarana, with plans to purchase a further 30 by 2019.
The other comprehensive framework calculates the carbon footprint using ISO (International Organization for Standardization) Life Cycle Analysis (LCA) from a much broader perspective (Cuia et al., 2010). 29 (production, operation and demolition/recycling/degradation phases) of three components of transport: (infrastructure (e.g. road, station, loading centre), vehicles (e.g. bus) and fuel (e.g. diesel).
Infrastructure
Vehicles
Fuel
Chandrima Mukhopadhyay and local communities of the Massachusetts Institute of Technology, to avoid gentrification and have a sustainable funding model.
Co-benefits of BRT system
33 dedicated bus lanes system will improve highway safety.28 Indeed, studies have confirmed that BRT users are safer in dedicated bus lanes than in their private vehicles. BRT will improve mobility through feeder buses that will overcome first mile and last mile connectivity; for example, in the wider KL-Klang Valley region, there are many areas with low-rise urban forms where there are no public transport options. In contrast to rail, BRT, which uses existing highway fleets, can initiate urban transformation along its route from a car-centric nature to a more human-centric nature—one that is more accessible and suitable for the flexibility of buses. life.
More pedestrian activity, reduced emissions and reduced air pollution due to the implementation of BRT: all will contribute to improved public health.
Policy recommendations/discussion
In addition to public transportation, a BRT system would provide a more walkable and livable environment in the long run. For future such projects, the PPP contract must include greater control from the public sector in the design phase; otherwise, the private sector concessionaire will be empowered to make design decisions that may limit the project's ability to generate wider benefits. For the KL-Klang BRT project, the tender required private sector concessionaires to self-assess demand while submitting a bid, and also to generate revenue from fares.
This means that the fare for both main/trunk and feeder service must be integrated, so that passengers can travel on both services with the same ticket. The energy efficiency of feeder services can be improved by using CNG buses (which are already in place to some extent) and flexible service, where the number of trips is reduced if there are no passengers. If PPPs are to be used as instruments to deliver public transport, the public sector partner must carefully negotiate the risk versus return component with the private sector partner, as public infrastructure also generates revenue for the public sector.
The proposed plan for Iskandar to form multiple partnerships with various private sector actors (eg real estate developers and systems engineers) and adapt the PPP model to their context (rather than simply adopting “good practices”) is commendable. A contextualized public-private partnership model would ensure that the public sector does not go bankrupt in the event of another financial crisis.
Conclusion
Acknowledgments
Research in Transport Economics Policy Packaging in BRT Projects: A Methodology for Case Study Analysis rio Mac a rio. Potential for modal shift by passenger car and motorcycle users to Bus Rapid Transit (BRT) in an Asian developing city. Research in Transport Economics Barriers to the Creation of Successful Bus Rapid Transit Systems: The Case of Bangkok.
Appendix: Assumptions for ridership composition calculations
Notes
