Institutional Issues for Deployment of Advanced Public Transportation Systems for Transit-Oriented Development in the Kuala Lumpur Metropolitan Area

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1 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

2 TABLE OF CONTENTS 1 Introduction Existing Public Transportation and Traffic Congestion Vision of Public Transportation and ITS Purpose of Report Report Organization Background Problem of Urban Mobility in Developing Countries and Possible Solutions Land Use Transport Interactions and Transit Oriented Development Land Use-Transport Strategies and Its Robustness Transit Oriented Development Interactions of Transit and Land Use Systems Advanced Public Transportation Systems and Transit Oriented Development Intelligent Transportation Systems Advanced Public Transportation Systems and Implementation Issues Summary of Institutional Aspects Needed for Success in Transit Oriented Development and ITS/APTS Deployment Current Land Use and APTS in KLMA Study Area Land Use Trends and Favorable Conditions for Transit Oriented Development Intelligent Urban Space Development in the Klang Valley Kuala Lumpur Selangor districts and the Multimedia Super Corridor Existing APTS Technologies in Public Transportation System Issues in the Public Transportation System Relevant to APTS Existing APTS Technologies Buses Rail and Bus Interfaces Rail Other ITS technologies and services Summary of Current Land Use and APTS in KLMA Preliminary Stakeholder Analysis of Land Use and APTS Systems Need for Regional Planning / Service Architecture Institutional Planning Issues for TOD and APTS Deployment Regional Perspective Political Will and Support Institutional Capability and Leadership Organizational Capacity and Capability Integration of Multiple Institution Policies and Strategies Long term and sustained commitment Private sector roles and need Recommendations for further research for developing a regional land use-transportation architecture for TOD and APTS deployment in KLMA 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 (3 rd 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 Page 2 of 50

3 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 APTS ATIS ATMS ATMs AVLS CCC CCTV CVLB DO DOE EFPS EPU ETC FM FTCPD FTDKVPD HPU IAPG ICT IDMS IT IS ITS KL KLMA LRT MCMC MDC MDC MECM Multimedia MED MHA MHLG MOSTE MOT Automatic Incident Detector Advanced Public Transportation System Advanced Traveler Information System Advanced Traffic Management System Automated Teller Machines Automated Vehicle Location System City Command Center Closed Circuit Television Commercial Vehicle Licensing Board District Office Department of Environment Electronic Fare Payment System Economic Planning Unit Electronic Toll Collection Fleet Management Federal Town and Country Planning Department Federal Territory Development and Klang Valley Planning Division Highway Planning Unit Interagency Planning Group Information and Communications Technologies Integrated Demand Management System Intelligent Transport Information System Intelligent Transportation System Kuala Lumpur Kuala Lumpur Metropolitan Area Light Rail Transit Multimedia Communications and Multimedia Commissions Multimedia Development Corporation Multimedia Development Corporation Ministry of Energy, Communications and Ministry of Entrepreneur Development Malaysian Highway Authority Ministry of Housing and Local Government Ministry of Science, Technology and the Environment Ministry of Transport MOW MSC NDPC NITC PJC RMP RPA RSA RSSB SDA SEDC SEPU SPC STCPD TDM TIS TOD TSS VMS Ministry of Works Multimedia Super Corridor National Development Planning Committee National Information and Technology Council Putrajaya Corporation Royal Malaysian Police Regional Planning Architecture Regional Service Architecture Rangkaian Segar Sdn. Bhd. Statutory Development Agencies State Economic Development Corporation State Economic Planning Unit State Planning Committee State Town and Country Planning Department Transportation Demand Management Traveler Information Systems Transit-Oriented Development Transit Safety and Security Variable Message Signs Page 3 of 50

4 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 MODE PERCENT SHARE (%) Difference Car Motorcycle Stage Bus/Mini bus Factory Bus/School Bus Rail Based Transport Non-motorized Transport (Walk and Bicycle) Other Modes Ref: Malaysian Highway Authority (1999) 1 Table 2: Kuala Lumpur Public Transport Passenger Demand (3 rd Quarter 1999) PASSENGER COMMENT PER DAY 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. < Page 4 of 50

5 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 area 1. 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 road 3. The Malaysian Highway Authority reported in 1999 average traffic speeds for radial roads in the Kuala Lumpur central district are between 30 kph 4 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 activities 1. Hence, excessive urban development will occur and would add another 14% to 15% increase to the current traffic congestion by the year 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 ( ) 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 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 : The urban environment. World Resources Institute, United Nations Environment Programme, United Nations Development Programme, and the World Bank. < 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 Page 5 of 50

6 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) 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, RM365 million KL Traffic Management System. < 9 Kuala Lumpur City Hall (2003) IT IS webpage < > Page 6 of 50

7 long planning periods. Operation planning is planning for day-to-day operations of the transportation system (Sussman, 2001) 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. < 11 Gakenheimer, R (1999) Urban mobility in the developing world. Transportation Research Part A 33: Page 7 of 50

8 2.2 Land Use Transport Interactions and Transit Oriented Development 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 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, ; Gilat, ). 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 mile 18 apart (which represents pedestrian scale distances). It generally requires densities of about 7 residential units per acre 19 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 , 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: Lui F (2003) Quantifying Travel and Air Quality Benefits of Smart Growth n the State Implementation Plan. Transportation Research Board 82 nd Annual Meeting. 15 Wee, Bert Van (2002) Land use and transport: research and policy challenges. Journal of Transport Geography. 10: 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 = 4041m 2 = hectare Page 8 of 50

9 density 20 and clustering 21, 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 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 developed 22. The TCRP report on transit and urban form had suggested ways of how transit influences urban form (Figure 1). Transit Regional Values Strong Respected Institutions Values Transit Supportive Culture High Quality Transit Service Regional Growth Station Areas with Developmen t Potential Regional & Local Policies and Trade Long Term Focus Land Use Figure 1: Influence of Transit and Urban Form Ref: TCRP (1996) 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 areas 23 ; 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. Page 9 of 50

10 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 private sector to shape the development of the corridors they serve. Page 10 of 50

11 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, ; Gilat, ). 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 institutional planning opportunities that exist between ITS deployment and TOD implementation are also highlighted 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 conventional 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 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 technologies 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, ). 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 Sussman, J (2000) Introduction to Transportation Systems. Artech House: Norwood 27 US DOT (2003) Intelligent Transportation Systems/APTS < 28 US DOT (2003) Transit ITS Benefits Impacts Matrix ITS/Operations Resource Guide < Page 11 of 50

12 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 Fleet Management System Electronic Fare Payment System Traveler Information System Transit Safety and Security Transportation Demand Management System Intelligent Vehicle Initiative BRT/Guided Busways Communications Based Train Control BRIEF DESCRIPTION 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. 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. 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. 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. 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 (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. 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. 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, ; US DOT, ) 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, ). Worth 29 US DOT (2003) Transit ITS Benefits Impacts Matrix ITS/Operations Resource Guide < 30 US DOT (1996) Advanced Public Transportation Systems: The State of the Art Update '96. US DOT. < 31 US DOT (2001) What Have We Learned About Intelligent Transportation Systems? FHA/US DOT. Page 12 of 50

13 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. Page 13 of 50

14 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 CONDITIONS 32 ITS/APTS CONDITIONS TOD AND ITS 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. Page 14 of 50

15 Organizational capacity and capability Transit planning that coincide with economic planning High-quality transit service Transit investments precede or coincide with regional growth Human resources management for ITS operations - TOD planning design orientation Station areas with development potential - Integration of multiple institution Regional and local policies and trade Multi-organizational relationship policies and strategies 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. Page 15 of 50

16 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. Figure 2: Kuala Lumpur Metropolitan Area Ref: Bunnell and Barter (2002) 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: Page 16 of 50

17 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. Petaling Shah Alam State capital Regional center State government, Industry, Commerce Petaling Jaya Municipality Regional center Commerce, Industry Subang Jaya Municipality Sub-regional center Commerce Klang Klang Municipality Regional center Port, Industry, Commerce, Trade Gombak Selayang Municipality Regional center Industry, Wholesale, Commerce Hulu Langat Bangi Municipality Regional center Education, Commerce, Training Industry Kajang Municipality Sub-regional center Commerce Ampang Jaya Municipality Sub-regional center Commerce Sepang Putrajaya Federal Territory Sub-regional center Federal Government 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 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 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. Page 17 of 50

18 3.2.2 Kuala Lumpur Kuala Lumpur covers an area of 243 km 2 and has a population density of 5,676 person/km 2 (Economic Planing Unit, ; Department of Statistics, ). Kuala Lumpur s population density is comparable to those of Tokyo-Yokohama (5,934 person/km 2 ), Amsterdam (5,550 person/km 2 ) and Osaka-Kobe-Kyoto (5,681 person/km 2 ) 36. Kuala Lumpur is 100% urbanized and is still undergoing rapid development. In 1997, 0.4km 2 of area has been newly developed and another 2.4 km 2 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 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 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 Selangor districts and the Multimedia Super Corridor The state of Selangor covers an area of 7,960 km 2 and has a population density of 526 person/km 2. Selangor is about 90% urbanized in the year 2000 and is expected to be about 93% urbanized by year 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 Economic Planning Unit: Putrajaya. 35 Department of Statistics (2000) Census < 36 < 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 < 38 Minerals and Geoscience Department Malaysia (unknown)the Sustainable Groundwater Resources and Environmental Page 18 of 50

19 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 area 40 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 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, ; Schwarcz, ). 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 < 39 State of Selangor webpage 2003 < 40 residential, office, commercial and open space 41 Kwon, Changki (1999) Global Economic Change and Informational City. Power Point presentation. UNU/IAS. < 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. Page 19 of 50

20 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, ; 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 Existing APTS Technologies Buses 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) 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. Page 20 of 50

21 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 Rail and Bus Interfaces Rail 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. 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, ). 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 Other ITS technologies and services Existing ITS Services The existing ITS services in the Klang Valley includes (Lin, ; Malaysian Highway Authority, 1999): Electronic Toll Collection (ETC) and Fare Payment (Touch N Go, 2003) Kuala Lumpur City Hall (2003) Website for Intelligent Transport Information System (ITIS) < 45 KL Sentral webpage (2003) < 46 Sandi Lin (April 2003) ITS Deployment in KL: An Institutional Analysis. AY2002/2003 Inception Report. 47 Touch N Go webpage < Page 21 of 50

22 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, 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 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 < Page 22 of 50

23 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. Public Toll Road Operators Traffic information Traffic information Toll Road Operators in KL Traffic data FM Radio Stations Traffic data By telephone or fax Malaysian Highway Authority Kuala Lumpur City Hall ATCS 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 Page 23 of 50

24 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 The Australian based Ripples System has been chosen to supply the software for the traffic management control system; TransActive (Ripples System, 2002) Ripple System (Nov 2002) News - TransActive selected for Klang Valley Traffic Management Control System. < Page 24 of 50

25 Ref: Kuala Lumpur City Hall (2003) Figure 4: Schematic Diagram of the ITIS Process in Kuala Lumpur 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 systems 50, 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 Corporation 51 (PJC). Similar to the Cyberjaya ITS project, there will also be a CCC which oversees several systems 52. 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. Page 25 of 50