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Urban Transportation planning A study for: (Public transport demand and requirement in 2020 for Kajang-Bangi-PutrajayaBandar Seri Putra-Nilai3)

PROF. IR. DR. RIZA ATIQ ABDULLAH OK RAHMAT Done by: Hassn ahmed h hassn ID P64139 Malek m a algadi ID P64143 Sarah Hazim ID P65407


INTRODUCTION: General lines: 1. Kajang 2. Bangi3. Putrajaya 4. Bandar Seri Putra 5. Nilai3 are cities which have been defined to develop and upgrade their public transportation to become sustainable environment so we will go through is to study the urban transportation facilities like : 1.

project review

2. Urban transportation study 3. Urban Public transportation 4. Solutions of urban transportation problems 5. ITS 6. Financial analysis The strategy for the City is focused on the creation of a transport network that enables these objectives to be realized; this means that the network must be efficient, reliable, affordable, accessible and safe. Above all, it must provide a quality of experience that enhances everyday life and adds a significant dimension to the City’s local and national profile For design of above items , a lot of performences should be applied , Here in below you can see in brief , the procedure which is going to be used in this project : 1. extrct all useful information from the given map 2. Indicate the derived information and tabulate them 3. With attention to the urban notes allocate appropriate coefficints for each especific area determined above


(1-1) The Location of Study Area


DEVELOPMENT CONTEXT The area of the specific region which is going to be constructed has been defined and physical development is to proceed at a rate in line with the aspirations of Vision 2020. Land use projections at future time horizons will be the basis of future public transport pattern in term of origin and destination of movement. The corridor currently forms a zone of mixed density and different form of land usage. These corridors have developed zone of residential, commercial, industrial, institutional and others. However for this study only residential and commercial will be consider for calculate the demand. We will introduce each zone briefly‌..


Nilai 3 wholesale centre, Malaysia

Nilai 3 wholesale centre is undoubtedly a one-stop destination of wholesale, tourist and shopping paradise that offers a wide variety of goods and items at very attractive and competitive prices. Especially its located in Negeri Sembilan, Malaysia where very rare having this kind of nilia 3


In judging from its sheer size — 165ha — It is currently still holds the record as the country’s largest wholesale centre even though there are some areas try to establish same concept. It is not easy to emerge as such and success like Nilai-3, Malaysia. Apparently, hard work from the management and state government linkage is crucial. They have done a great job on this. When we visited this place last year, 2007 it still have some free lands to be developed in future. Recently, the developer just completed some rows of shop named Istanabul near the first entrance junction. Roughly about 40 newly built shops there.

~5~ 1 nilai 3 roads

This is an additional good news for tourist. After completed these shops, size of the unoccupied land is reduced by some portion. We do believe in the near future there will be some more shops to be build by developer. This is to cope with the people coming to this place especially weekends and public holidays.

2 Nilai-3-pasar-borong

street view “ free barking “


Normal restaurant most of popular shops.

3 nilai 3 location


Bangi, Malaysia Bangi is a small town situated on the south of the district of Hulu Langat, in Selangor, Malaysia. It is roughly situated between the towns of Kajang (9 kilometres away) and Putrajaya (formerly Prang Besar) (also 9 kilometres away), and is linked to KTM Komuter commuter train services via the Bangi Komuter station. The town is surrounded by palm oil estates; a Malaysian Palm Oil Board/UKM research station is also based close to the town. Bangi is not to be confused with Bandar Baru Bangi, a newer and larger township several kilometres north, similar to the town only by name and located closer to Kajang.



Currently, public transportation in Bandar Baru Bangi still not satisfied. It is because there is no bus or taxi terminal in that town which on the other words, there is no centralized for public transportation. For the time being, bus terminal in Bandar Baru Bangi sharing with Kajang town which the location is at Hentian Kajang. There are a lot of bus stop have been provided in Bandar Baru Bangi for public facilities. The distance between each bus stop is around 300 meter. Bus cater in Bandar Baru Bangi are Rapid KL, Mini bus and Universiti Kebangsaan Malaysia (UKM) bus. Because there is no centralized for buses and taxis, many of the taxi drivers concentrated to get their passengers at shopping complex likes Warta and around the bus stop near Seksyen 1. It happened because of the places attraction where near the residential area and pasar malam.

UKM Commuter Station UKM commuter train halt situated close to and named after the National University of Malaysia. The station strictly serves as a small two platform train halt for Rawang-to-Seremban KTM Komuter train services, with an operational ticket counter and two ticket vending machines. The station has seen the addition of a new extension. The station halt is located on the northeast tip of the university's grounds, 1.5 km from the university's academics compound. The university's club house and driving range are located immediately close to the station. Bus services are provided to carry passengers between the station and the university. Because of its location close to the National University, the station typically receives a large number of passengers,

4 KTM Commuter Route Map


MAIN PROBLEMS in bangi No Bus and Taxi Terminal •

Residents in Bandar Baru Bangi were difficult to go to another destination

No centralize in public transportation

Mini bus and Taxi Terminal at Section 1 Bus stop Condition •

The facilities were damages for example the seats, lamps and bus stop roof. Some of the source are because of the vandalisme.

No lighting at night. This condition encourages crime to be happened.

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Bus Stop Condition at Section 1, Bandar Baru Bangi

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UKM Commuter

Signboard of UKM commuter •

Parking spaces is too limited for public. It is because some of the parking area has been used by taxi drivers to wait for their passengers.

Taxis used car parking spaces •

Very near to the residential area. This situation makes noise pollution to environment.

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The facilities at the UKM station were hopeless. There were no directions on where are the buses or any alternative transportation.

kajang, Malaysia Kajang, is a city in the eastern part of Selangor, Malaysia. Kajang is the district capital of Hulu Langat. It is located 21 kilometers (13 mi) from of Malaysia's capital, Kuala Lumpur.[1] The current locational gravity of growth in Kajang would be Sungai Chua. The total population of Kajang has grown rapidly in the past few years, with estimated population growth of 9% per annum. As of 2004, a few townships have been developed in Kajang, such as Taman Prima Saujana (straight from Jalan Cheras), Taman Kajang Perdana

(Kajang Highlands) and Taman Sepakat Indah I & II (Sungai Chua). Lately, many high-end developments has mushroomed in Kajang such as Twin Palms, Sri Banyan, Country Heights, Jade Hills and Prima Paramount.Areas surrounding these new townships are easily accessible via the SILK Expressway.

Existing Situation in Kajang All local government’s planning aimed to get the sustainable urban transport of the city. Transport is exists to support the achievement of other, wider, policy objectives, such as economic development, urban regeneration, and social inclusion and reduced levels of crime and disorder. It can also contribute towards improvements to health and fitness, and to raising educational standards. These factors all,

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ultimately, lead to improved quality of life for the people of Kajang and they are reflected in the objectives of this Local Transport Planning.

The strategy for the City is focused on the creation of a transport networkthat enables These objectives to be realized; this means that thenetwork must be efficient, reliable, affordable, accessible and safe. Above all, it must provide a quality of experience that enhances everyday life and adds a significant dimension to the City’s local and national profile. In Kajang, there are two stations. Kajang train station or KTM Kajang which is located in jalan Bukit and bus station in Pusat Hentian Kajang. Both of them have a special function as its name. Bus station in Pusat Hentian Kajang is provided only for one modal transport. There are many kinds of buses will transit here, such as RAPID KL bus mini (traveling inside the city), buses for the workers, buses for the long time journey (traveling intra the city) and so on.

5 mosque in kajang

Separation of the station of modals transport will cause some problems in transportation. It will increase the level of air pollution and makes the people prefer to private vehicles than public transport.

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KTM Kajang

6 Kajang Rail Station No more space for parking area in Kajang rail station.

Location of Kajang rail station is far from the highway and taxi station. So, it will cause the people prefer to private vehicles than public transport.

Surrounding area of Kajang Rail Station is nearby the residential area. The noise pollution can disturb the residents who are living there.

Bus Station in Pusat Hentian Kajang •

Actually no significant problems about the location of bus station

It is not easy for the passenger if they want to continue their travel by using the train. It will take more time to change from one modal transport to the others one. And of course, it will increase the travel cost. So, there is no choice for the passenger to choose more than one modals transport.

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Taxi Terminal in Kajang Town •

The location of taxi terminal is not strategic because it is located in the middle of town and makes traffic congested.

Signboard of Taxi Terminal in Kajang town

The location of taxi terminal is not strategic Bus Stop Condition

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There is one bus stop point located in the centre of Kajang Town. This bus stop situated in front of the shops and very near to the main road. This situation makes the road become crowded with the buses and also the taxis. At the same time, this bus stop point is the major source of traffic congested in Kajang town.

The condition is very poor because there are no seats for passengers used to wait for buses. The facilities are not provided well.

No seats for waiting the buses

Bus stop is too close with shops

Narrow road and variable width from the main intersection

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Bandar Seri Putra, Malaysia Bandar Seri Putra (formerly Bandar Putra Mahkota) is a new township in Bangi, Selangor, Malaysia. This township is developed by UM Land Berhad. Located about --km from Kuala Lumpur and --km from Kuala Lumpur International Airport (KLIA). It is accessible via a Putra Mahkota Interchange EXIT 213 of the North-South Expressway Southern Route .


Near the townships is Bukit Mahkota and Nilai Industrial Park at Negeri Sembilan side

Jalan seri putra

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Existence situation: 1-Limit in transport facilities 2- Wide range of area without any service 3- Limitation in public transportation

7 main location

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Putrajaya, Malaysia is a planned city, located south of Kuala Lumpur, that serves as the federal administrative centre of Malaysia. The seat of government was shifted in 1999 from Kuala Lumpur due to the overcrowding and congestion there. 1. What is the size of Putrajaya? A. The size of Putrajaya is 4,931 hectares (one third the size of Kuala Lumpur) 2. How many precincts are there in Putrajaya? A. The entire of Putrajaya is divided into 20 precincts. 3. Who is the developer of Putrajaya? A. Putrajaya Holdings Sdn Bhd is the company entrusted to develop the Putrajaya project. The company was incorporated on October 19, 1995. 4. Who are Putrajaya Holdings' shareholders? A.Petroliam Nasional Berhad (PETRONAS) is the majority shareholder with 64.4%, Khazanah Nasional Berhad has a 15.6% and Kumpulan Wang Amanah Negara, the national trust fund (registered as Sharikat Nominee Bumiputera Sdn Bhd) with 20%. 5. Who manages the city of Putrajaya? A.Perbadanan Putrajaya is the local authority which administers and manages Putrajaya. As local planning authority, Perbadanan Putrajaya is responsible for formulating and implementing planning and development control policies and urban design guidelines to fulfill the vision and objectives of Putrajaya. 6. What is the population of Putrajaya? A. The current population (working and living) is about 75,000. Nevertheless, Kuala Lumpur remains as Malaysia's national capital and also as the commercial and financial centre. Putrajaya was the brainchild of a former Prime Minister Tun Dr Mahathir Mohammad who was in power then. In 2001, Putrajaya was made a Federal Territory, increasing the number of federal territories to three. Kuala Lumpur and Labuan are the other two.

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Perbadanan Putrajaya Named after the first Malaysian Prime Minister, Tunku Abdul Rahman Putra the city is situated within the Multimedia Super Corridor, beside the also newly developed Cyberjaya. The development started in 1995 and today major landmarks are completed and the population is expected to grow in the relatively new city

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Putrajaya mosque at dusk Planned as the garden and intelligent city, 38% of the area is reserved for green areas by emphasizing the enhancement of natural landscape. A network of open spaces and wide boulevards were incorporated to the plan. Construction began in August 1995 and it was Malaysia's biggest project and one of Southeast Asia's largest with estimated final cost of US$ 8.1 billion. The entire project was designed and constructed by Malaysian companies with only 10% of the materials imported A total of 7 park and ride facilities in the peripheral precincts has been identified at the planning stage. These facilities will act as integrated transportation nodes for different mode of transportation and will be linked with a network of pedestrian and cycle ways. In general these provisions will have a long term impact on the sustainability of the city At the present time, Putrajaya Corporation has taken an active role in implementing the policy by supporting it with the provision of an efficient public bus service throughout the city. As part of the conscious effort in ensuring environmental sustainability in transportation planning, the entire fleet of buses are run on natural gas.

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Precincts of Putrajay Various modes of public transport are available in Putrajaya such as bus, taxi and ERL. Depot Bus or Terminal Bas and Teksi is located in Precinct 1, Putrajaya. It is design to serve as a transportation hub for busses and taxi. Feeding to the hub, there are taxi services and Putrajaya Bus services called Nadi Putra.

Putrajaya project now an eyesore(Monorail Suspension Bridge) Monorail Suspension Bridge is one of the many bridges in Putrajaya, Malaysia. It was built to link several important landmarks in the Putrajaya area like the Putrajaya Convention Centre, Putra Mosque and the Government Administrative Complex in Parcel E. The bridge's main span has a length of approximately 240m and width of 10m. It is owned by Putrajaya Holding Sdn. Bhd. and was designed by PJS International Sdn. Bhd.

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Going nowhere: The structure referred to cynically as the “suspended suspension bridge.”

IT'S BEEN four years since the Putrajaya Monorail project ground to a halt and there may be some light at the end of the tunnel yet. The Federal Territories Ministry has instructed the Putrajaya Corpo-ration to appoint an independent consultant to conduct a study on the project’s viability. Sources say if the advantages outweigh the disadvantages, then it should be all systems go. Otherwise, the RM400mil project would be scrapped. “Whatever the outcome, authorities should acknowledge that the basic framework is now an eyesore. Something needs to be done about the rusting steel fittings and ugly concrete pillars with wire protrusions,” one observer said. Tourists, too, often ask if Putra-jaya has another bridge under construction in reference to the elevated track built across the Putrajaya Lake. One dignitary cynically re-ferred to the structure as the “suspended suspension bridge” and as a new tourist attraction. The elevated track was 90% complete when the project stalled in 2004 because the Government had not approved further funding.

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In the balance: The bridge spanning the Putrajaya Lake is almost complete.

MTrans Monorail Sdn Bhd (MTrans) was appointed to finish the project within 30 months. The plan was to have two monorail lines with a total length of 20km, divided into 13.2km for Line 1 and 6.8km for Line 2. A total of 26 stations were planned, including stops at the Putra Mosque, Education Ministry, Putrajaya Hospital, the Putrajaya International Convention Centre, Alamanda, Precinct 9 and Precinct 14. Phase 1 of the project with 9km of track line is ready with a 4km underground tunnel originally designed to have seven stations. The Putra Bridge is a three-tiered bridge with a monorail and service tunnel on the lower deck and a pedestrian walkway on the upper deck. The stalled project has often been described as the missing link of the public transport system designed for the federal administrative capital. Seven park-and-ride facilities were designed to complement the monorail service to allow public servants and visitors to travel freely within Putrajaya.

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Still in place: Wire protrusions and scaffolding can still be seen adorning the ugly concrete pillars.

The monorail was also designed to integrate with the ERL service. The Core Island, where the main government offices are located, can only offer parking for 30% of the vehicles travelling to the ministries and lack of space is now a common problem. An efficient internal bus service should be able to address this. When the monorail idea was mooted, critics said Putrajaya did not require the system as much as Subang, Puchong and other densely populated or fast-growing areas. The population of Putrajaya, at 55,000, did not warrant the service, they argued. Even if the authorities are adopting a wait-and-see attitude, the public want justification to be made for the spending of public funds The project halted in 2004 because the government had not approved further funding. The stalled project has often been described as the missing link of the public transport system designed for the federal administrative capital. The Ministry of the Federal Territories instructed the Putrajaya Corporation to appoint an independent consultant to conduct a study on the project’s viability Western Transport Terminal or Putrajaya Central in Presint 7 Western Transport Terminal (WTT) is located on the west part of Putrajaya in Precinct 7. From WTT public can easily reach the Putrajaya Hospital, Putrajaya Police Headquarters and the Precinct 9 Affordable Homes (Pangsapuri Putra Harmoni).

Western Transport Terminal

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WTT is design to serve as a transportation Hub for Putrajaya and is currently serving Express Rail Link (ERL) to KL International Airport (KLIA) in the south and Kuala Lumpur in the North. Feeding to the Hub, there are taxi services and Putrajaya Bus services called Nadi Putra. Nadi Putra reaches WTT every 15 minutes during the peak hours and every 30 minutes during off peak hours starting from 6.52 am and the last bus is at 10.50 pm. Bus Services Condition •

The intracity bus company operates only 14 buses to transport passengers from residential areas in the periphery to offices and commercial centers in the core area. Generally, these buses have poor service frequency with an average of 2 per hour, even during the morning and afternoon peak periods. The buses are of standard high-floor design with no provision for the disabled and elderly. With limited rolling stock, bus service has also been unreliable.

Putrajaya Central •

Intercity rail services are provided by the Express Rail System (ERL) and the Keretapi Tanah Melayu Berhad (KTMB) rail commuter system. However, both systems can at best be described as inadequate. For example, the KLIA Transit service provided by the ERL stops at a station quite far from the city center, forcing passengers to take transfer bus rides.


There are not many facilities provided yet such as restaurants and shops.

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Present transportation facilities Existing Situatian in Bandar Baru Bangi

One of the most important part of urban transportation division is Public transportation . Public transportation divide into 2 main parts : 1. Bus 2. train

BUS There are a lot of bus stop have been provided in Bandar Baru Bangi for public facilities. The distance between each bus stop is around 300 meter. Bus cater in Bandar Baru Bangi are Rapid KL, Mini bus and Universiti Kebangsaan Malaysia (UKM) bus.

1. Busmini

The Kuala Lumpur Mini-Bus Service or Bas Mini was one of the oldest and popular Malaysian public bus service, having served in Kuala Lumpur and the Klang Valley region. The buses were primarily painted pink with a white stripe on the sides, and had a capacity of 20-30 passengers,

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due to its smaller size. The bus operated on a commission basis, with service operators being paid according to the fare they collected. The mini-bus service was discontinued from 1 July 1998 onwards, to be replaced by the Intrakota bus service and, later, Rapid KL buses in 2005.

Brief History The mini bus started operating on 23 September 1975 under the Ministry of Transportation. At that time, the mini bus operated on various routes according to their individual colours (blue- white, yellow-white, red-white, purple-white and dark green-white). The mini bus was responsible for servicing nearly sixty different routes. Three major companies (Syarikat Kerjasama Pengaman (M) Bhd, Bas Mini Wilayah and Konsortium Pengusaha Bas Mini Sdn Bhd) monopolized the various bus routes while smaller operators were allowed to service certain areas only. In 1975, when the mini bus was introduced as a service, the bus-fare was just 40 sen. Later in 1991, the fare was increased to 50 sen while two years after, the fare was again adjusted to 60 sen. The mini bus did not have any fixed time-table. Instead, the service operated on a commission basis whereby the operators were paid according to the number of trips and fare collection they could raise in one day. Sometimes, in order to outdo a competitor, a driver would detour from the designated route much to the annoyance of the passengers. In 1990, the then Deputy Minister of Transport, Datuk Paduka Rahmah Osman, standardized the colour of the mini bus to “Pink” and white. On the 1st July 1998, the services of the mini bus was terminated in the city of Kuala Lumpur . Once a notorious mode of transport for the many commuters in Kuala Lumpur, the “Pink Lady” will always be remembered for its death-defying activities on public roads.

2. Rapid KL Rangkaian Pengangkutan Integrasi Deras Sdn Bhd (RapidKL) is the company tasked with providing an integrated public transport system in the Klang Valley incorporating rail and bus services. Today, RapidKL operates 165 bus routes within the Klang Valley which consist of 10 City Bus routes, 87 Local Bus routes, 65 Trunk Bus routes and 3 Express Bus routes. We currently have 11 bus depots spreading across the Klang Valley and over one thousand buses in operation. Everyday RapidKL transport over 192,000 passengers. To continuously encourage the use of public transport and to provide services

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to the general public, RapidKL is also continuously studying new bus routes with the arrival of more new buses.

8 2.

Rapid KL

Because there is no centralized for buses and taxis, many of the taxi drivers concentrated to get their passengers at shopping complex likes Warta and around the bus stop near Seksyen 1. It happened because of the places attraction where near the residential area and pasar malam. the RAPIDKL bus network which is divided into 6 main areas, namely : • Area 1 : Kuala Lumpur City Centre • Area 2 : Kepong, Selayang, Batu Caves , Gombak, Sentul • Area 3 : Wangsa Maju, Hulu Klang, Keramat, Ampang, Pandan

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• Area 4 : Cheras, Hulu Langat, Kajang, Putrajaya, Serdang • Area 5 : Klang, Shah Alam Selatan, Subang Jaya, Jln Klang Lama, Puchong • Area 6 : Shah Alam Utara, Subang, Damansara, PJ Utara, Bangsar

Service pattern •

Service major activity centers such as office buildings, school and hospital.

Population density > 30. Serve at least 90% of the residents.

Space routes at about 0.75 km in urban area

and 1.5 in sub-urban area.

Service Level •

Service period : 6 am-12 pm

Headway: Peak: 5 minutes

Bus Stop •

CBD: 5 -7 stops / km, sub-urban: 1 - 3 stops /km

Passenger comfort •

Passenger shelter

Route and destination sign

Driver courtesy

Bus Operation Design Frequency,


n = Demand for service (passengers / hr)

N = Maximum number of passengers per bus

Usually the minimum headway is set in multiples of 7.5 or 10 minutes for the shake of coordination.

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TRAINS It is obvious by which reason this part of transportation id the most important one , It can inferred that because of below results : •

High percentage of users

Fuel consumption

Low effect on environment contamination

Low cost

Better traffic condition

This part of transportation commonly has been paid more attention in compare to others

Introduce of two train types used in urban transportation •



Ktm komuter

1. MRT

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Speed Couches Capacity Acceleration Rail Suitable Sub-station:

up to 100 km/hr 4 – 12 couches per trainCouches 22m x 3.1 m up to 80,000 passengers /hr / direction deceleration _ 1.2 m/s 2 1435mm gauge Headway _ 120 s Suitable for radial movement For high density and high plot ratio 3 – 5 km spacing


up to 40 km/hr 2 – 6 couches per train up to 40,000 passengers / Capacity hr / direction Acceleration / deceleration _ 1.2 m/s 2 1000 or 1435mm gauge Rail 120 s Headway Suitable for radial movement For high density and high plot ratio area Suitable



Sub-station: 3 – 5 km spacing

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3- ktm komuter KTM Komuter is an electrified commuter train service operated by Keretapi Tanah Melayu Berhad. It was first introduced in 1995 to cater especially to commuters in Kuala Lumpur and the surrounding suburban areas and is a popular mode of transport for commuters working in Kuala Lumpur, as they can travel to the city without being caught in traffic congestion. Coaches are modern and air-conditioned. For those who drive to the stations/halts, 'Park & Ride' facilities are provided at a nominal charge. KTM Komuter is currently the most profitable passenger service offered by KTMB, contributing RM84.63 million to group revenue in 2006, higher than KTM Intercity's profit of 70.94 million in the same year.[1] According to the Ministry of Transport Malaysia 2008 Statistics, the annual ridership for KTM Komuter was 36,557 millions of passenger

No. of stations



Regional rail

Line length

173 km

Service Area

Klang-Kuala Lumpur-Sentul/Tanjung Malim-Rawang-Kuala LumpurSeremban


TnG, Store Value Ticket & Monthly Pass

Operational Mode

With driver

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Route expansion in progress The new Tanjung Malim railway station will become the new terminus of the KTM Komuter network Besides new stations, additional plans were made to extend the Komuter network outwards from it original route •

The 179 km (111 mi) Rawang-Ipoh electrification and double-tracking project will ultimately allow the KTM Komuter service to be extended to Tanjung Malim on the Selangor-Perak border, nearly 100 kilometers (62 mi) from Kuala Lumpur. The project has suffered several delays due several reasons, but has seen limited revitalisation. The first phase of the extension, which includes 22 kilometers (14 mi) of rebuilt railway lines and three new stations became operational when a shuttle service from the Rawang stations was launched on April 21, 2007.[6].The service was extended to Kuala Kubu Bharu on January 5, 2008.[7]. Shuttle service to Tanjung Malim and Ipoh will begin by December 2008.[8]

A 7.2 km (4 mi), four-station extension from the Sentul station to Batu Caves has been approved. The project - which will cost RM515 million - will include electrification, double-tracking and refitting the existing old track, signalling, communications, as well as construction of new stations at Sentul, Batu Cantonment, Batu Village, Taman Wahyu and Batu Caves. Site possession was given to contractor YTL Corporation Berhad on November 17, 2006, and the project is to be completed by April 2010. The Sentul station is part of the Sentul Raya masterplan development under YTL.[9]

KTMB also plans to extend 8.5 km (5 mi) Komuter services to Senawang and Sungai Gadut, Negeri Sembilan. Construction is expected to complete by 2011. This will be part of the SerembanGemas line

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TRAFFIC CALCULATIONS FORMULAS General The methodology employed in the execution of the model development portion of this study has closely followed the guideline contained in the Manual for the Preparation of Urban Transport Plans in Malaysia (HPU-1995). The computer traffic model was developed using the EMME/2 software. The model was initially developed was for private vehicles and also to allow for movements of passengers by public transport modes. The project is a green field site and currently has very low levels of public transport service. Neverthe-less overall policy for the MSC plans a high usage of public transport and an efficient network is envisaged. In order to develop the traffic model, a number of data items were required. These included data on the highway inventory and vehicle movement flows and patterns. The following data was input to the EMME/2 traffic model. Network inventory; Junction layouts; Link capacities; Volume delay functions; Vehicle volume counts.(for comparison of model assigned traffic) The model developed will enable testing for the impact of changes in the highway configuration and forecast future year flows on all new and existing links.

Network and Model Details The network structure is node and link based. The nodes were established as junctions, merging and diverging intersections, key traffic loading points on to the highway network and points of delay. A link is defined as the connection between two nodes to represent a road or highway, input with all its features, including, volume delay function, capacity and free flow speed. All nodes were allocated a unique number. Numbering was consecutive starting at 1 to 199 for zones and their centroid connectors. In total the model comprises 193 zones, covering the entire secondary and primary zones of study as shown in Figure 6.0 All other nodes on the link-node model were numbered 200 and above. The consultants regard the development of the MSC and its link with Kuala Lumpur, in particular, of major significance. The Land Use study indicates that the final population of the project zone may reach 2.5 million.

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As a means of comparison this reflects the population size of the Klang Valley in 1994. The quantum of travel between the MSC and all zones close to the area, including Shah Alam, Serdang, Kajang, Bangi, Nilai and Labu can be expected to be high. The presence of the airport in KLIA needs also to be taken into consideration as a major cause of change in the overall regional travel pattern.The approach used has taken full cognizance of the above matters by including these zones as part of the overall model, rather than providing amodel truncated at the entry points to the MSC. The value of the model will come into play in forecasting future year traffic pattern and providing for the future traffic demand.

Establishing OD Traffic Model Calibration & Validation

In this study, the double constrained gravity model (Danial, et al, 1997) was employed to distribute the generated trips using a range of the model parameter values, with the model in the form as follows :-

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The synthesised O-D trip matrices from the gravity model were then assigned to the existing road network using equilibrium traffic assignment program (Danial, et al, 1997). The equilibrium traffic assignment was adopted due to its superiority over the all-or-nothing assignment which was used in Maximisation of Entropy adopted by Irving, et al, especially when there are parallel routes between an O-D pair. A simple iterative search procedure was employed with the numerical value of the gravity model parameter () being changed comparisons between the assigned traffic link volumes with actual site data were then undertaken. The () value corresponding to the minimum value of the objective function considered was taken as the appropriate solution. The objective function considered in this study was the sum of square differences between observed and assigned traffic link volumes. This function is frequently identified as ‘the sum of squares of errors’ (SSE) and it is written as :

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THE STUDY METHODOLOGY The overall procedure adopted is shown in Figure 15 and the initial step involves evaluation of existing data and plans

Trip Generation

Trip Distribution

Modal Split

Trip Assignment

1 TRIP GENERATION Land use projections at future time horizons will be the basis of future public transport pattern in term of origin and destination (O-D) of movement. The corridor currently forms a zone of mixed density and different form of land usage. These corridors have developed zone of residential, commercial, industrial, institutional and others. Estimation of total production and attraction from

one zone to onother zones in this study area based on land use and sosio-economic.

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Population table




240000 300000 100000 2300 35000


TRIP DISTRIBUTION The trip distribution is an estimation of trip distribution from the origin to others destination. This model will create a matrix origin-destination trips which is included in this study area. The production and attraction between each zone are calculated by multiply the current population with rate of expected growth. Besides, there are a few characteristic had been consider in calculating an expected production and attraction for these zones Double constrained gravity model was used to distribute the trips generated by each zone. The form of the gravity model used was as follows :

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zone putrajaya kajang Bangi nilai 3 bandre seri putra






















Balance the production and the attraction ZONE PRODUCTION ATTRACTION


1 2 3 4 5 SUM

































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attraction 1 2 3 4 5 6

61890 55701 11511 488 5756 0 135346














37973 34176 7063 300 3531 0 83043

17088 15379 3178 135 1589 0 37369

4807 4327 894 38 447 0 10513

339 305 63 3 32 0 742

1683 1514 313 13 156 0 3679

0 0 0 0 0 0 0

61890 55701 11511 488 5756 0

Compute O-D trip matrix for the area

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Modal Choice The total travel demand from one zone to another modal split for trips to an office building in the city centre will be very different to that in a sub urban area. Likewise the modal split of building in the vicinity of public transport network will not to be similar to a building far from the network. Provision of parking space can also alter the modal split. The current modal split can be determined by observing equivalent land use in the area based on observation and data collection by City Hall of Kuala Lumpur average modal split in Klang Valley


Land Use

Bus user %

car/van/jee p user %

m/cycle user %


Government Office





Non-Government Office















Shopping Centre





Bungalow House





Semi-Detached House





Link House



















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Matrix Development The future year trip matrices were developed using population and employment growth factors for each zone derived from data on land use changes. Such data was taken from Structure Plan and Local Plan information supplied by the local planning authorities. The data related to changes in population, employment and commercial activity, together with the likely change in car ownership levels.

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MODAL COICE MODEL Introduction Transport networks are Kajang, Bangi, Bandar Seri Putra, putrajaya, Nilai3, , of the utmost importance in facilities is the movement of people within the city, provided that this means the capacity and efficiency of high-quality acceptable. To lead this city’s position as an international commercial and financial centre in Malaysia after Kuala Lumpur must be able to provide an efficient and equitable city structure, that is as far as possible, allows all members of the community equal accessibility to all areas and facilities so that everyone may enjoy the maximum benefits of city living. Although these cities have many means of public transport like buses, trains and taxis but there are some problems and deficiencies in the quality of services we offer, which will report in detail. Recently, increased reliance on private transport by 17% from the use of public transport. The shortfall is due to the use of public transport instead of private transport to the following reasons :1-Increasing personal wealth and material improvement in the situation of citizen. 2-Inefficient public transport. 3-Comfort and luxury, which find use in private cars is better than public transport. 4-Lack of discipline time of arrival and departure of public transport. 5-Lack of public transportation in some regions, such as nilai3.


A) Transport Modal Share

I. Existing Situation The institutional structure responsible for urban transportation within Malaysia and more specifically, KAJANG, BANGI, BANDAR SERI PUTRA, PUTRAJAYA, NILAI3 and

are divided between federal

departments and City Hall Kajang, Bangi, Bandar Seri Putra, PUTRAJAYA, Nilai3,. The Transport Department is entrusted with wide ranging coordination and administrative functions for the planning of urban transport in an effective manner. The Federal Government deals more with nationwide transportation plans, policy guidelines and matters concerning overall transport administration and

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planning. Private sector involvement in the provision of transport infrastructure has expanded from the original role of bus and taxi transport operations to toll road construction and the implementation, operation and maintenance of the commuter, light rapid transit (LRT) and people mover rapid transit (PRT) systems.

PROBLEM Lack of high-efficiency of transport in the year that found citizens of transport in private, leading to an increase in traffic congestion .

B) Travel Demand I. Existing Situation Because of luxury and the high personal income there was increasing in number of private transport vehicles of cars and motorcycles, which led to a traffic jam, especially in intersections at peak hours at after noon time. In addition to increasing in number of visitors to the centers of, Kajang, Bangi, Bandar Seri Putra, to eliminate their daily needs of purchase, working and the educational purposes of teaching and studying in schools and universities. So these streets could not accommodate this traffic density and increasing in the number of daily trips. Increasing in numbers of daily trips from and to these cities led to a traffic jam especially in the center, and driving in speed resulted traffic accidents in streets and intersections especially at the traffic peak in crowds and the maximum capacity.

II. PROBLEM Crowding in city streets during the peak hours .

C) Traffic Management I. Existing Situation This smart traffic controlling system is able to effectively reduce traffic congestion. This system has been employed at main intersections around Bandar Baru Bangi and Kajang Town for the past few years. The smart traffic light uses a camera as a sensor that really �sees� the real traffic situation. Video images are captured by the cameras placed on high positions and the images are processed in order to gauge the the number of incoming vehicles, the length of the queue as well as to detect accidents.

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This means that the smart traffic system responds almost immediately every time there occurs a slight change in the traffic patterns. It is done by using the total-disperse system and all the traffic lights at every intersection are all smart traffic lights. Thus, a fast response is achieved according to the traffic situation at a particular intersection. During peak periods, it distributes the green time according to the ratio length of the respective queue. It also priorities traffic flows accordingly. Test on site shows that the system is able to respond correctly within 120 seconds.Physically, the system consists of four basic components, namely the Smart Camera sensor for collecting traffic data, the Intelligent Controller for controlling traffic flows at an individual intersection, the Intelligent Coordinator for coordinating the timing of an individual controller with it's neighbors and the Smart Traffic Advisor. Communication is based on wireless Local Area Network that links all local controllers.

II. PROBLEM In spite of the traffic management measures to ease the traffic flows especially in city centre, that can not continue to do if the traffic demands still growing, because traffic management measures alone can not effectively increase existing road capacity levels.

D) Transportation Institutional Framework I. Existing Situation Public institutions and the role of the private sector group of organizations and departments of transportation in Malaysia, specifically in Kajang, Bangi, Bandar Seri Putra, Bukit Mahkota, Nilai3 and Nilai, these departments directly interesting for the urban transport planning in these cities to improve and develop more efficient and effective for the present and future and improve the existing deal and the Federal Government policies and issues concerning the management of public transport, planning and introduction of private sector to build roads that implementation of fees, operation and maintenance and increasing the use of bus transport and taxis.

II. PROBLEM In some instances there were overlaps and duplication in functions of the responsible agencies of the transportation networks in KAJANG, BANGI, BANDAR SERI PUTRA, PUTRAJAYA NILAI3 , which has led to conflicting policies and programmers. And that has made it more difficult to determine policies for public and private transportation which are consistent.

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PUBLIC TRANSPORT A) Rail - Based Public Transport

I. Existing Situation Last years train transportation become a significant way of public transport between Kajang, Bangi, Bandar Seri Putra, Bukit Mahkota, Nilai3 and Nilai,in addition to KL Sentral station in the capital Kuala Lumpur and the international airport (KLIA), to save money and time and to short the long distance in a short time comparing with other transportation ways .

II.PROBLEM Rail station has been encouraged form the government, but the optimal usage had not be achieved due

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to: 1-Inefficient facilities at stations including car and motor cycle parking. 2- Poor support services and service coverage.

B) Bus Services I. Existing Situation Many of companies operating in the area like ((Rapid KL ,Bus Mini ,Road Liner)) to support the public transport by buses between each of (OUR AREAS) and connect them with capital Kuala Lumpur. These companies do operating daily flights contribute to these trips to provide transport for the citizens of the areas mention most of these trips launched from the town of Kajang.

II. PROBLEM That there are improvements in the existing bus system and infrastructure is still lacking a lot : 1- The existence of these types of buses to lack the basic means of comfort and safety, such as the Mini Bus. 2- Lack of key stations model .... For example, the absence of a bus station in Kajang and model Bangi such as the plant Kajang. 3- The stations of stops somewhat acceptable, but must be doing maintenance because of the impact of negative climate and the need to provide protection for people from the rain stations.

C) Taxis I. Existing Situation Taxi is an important way of transportation because not all of people have private cars, so they need taxis to carry them from place to other in a private way without crowding in buses , and to save time if you see the time is more important than money.

II. PROBLEM There is no shortage of taxis, but the problem is at peak periods and during bad weather, and because of the variety of drivers nationalities and origins taxis became unreliable.

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A) Cars and Car Parking

II. Existing Situation The growth of both urban for (OUR AREAS), and the number of population who own and use motor vehicles in their daily activities has increased the demand for vehicle parking spaces for all categories of land uses. This growth together with the increase in density and intensity of developments such, as residential, industrial and commercial land uses, make the existing parking guidelines and parking standards for all Malaysian cities obsolete. As parking demand and parking requirements change very fast, this study looks into the approaches and methods which have been used in other cities in their works in revising their parking guidelines and standards to suit the current situation within their context.

II. PROBLEM Parking charges in the city centre favor regular long-term parking with many car park operators offering cheap seasonal parking tickets. This, together with the flexibility afforded by private transport, encourages

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commuters to continue to use private transport into the city centre. The low cost of long-term parking in the city centre together with the abundance of parking spaces and the flexibility of movement associated with car transport, has made car transport the preferred means of travel in the city.

B) Motorcycles

I. Existing Situation Motorcycle is the cheapest way of transportation, that is why it is used by the young and lower income groups, and it is has economical usage of fuel around the city, but it is not safe for those who don't have driving license, and that caused making road accidents.

II. PROBLEM .There is 52% of accidents involve motorcycles, which is higher than all other ways of transport

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The motorcycles contribute significantly to noise and air pollution, and that is harmful for air and climate and the human health.


I. Existing Situation In today's world of globalization, the provision of infrastructures, of which road network plays an important and integral role, is essential to enhance the nation's competitiveness and maintain an edge over its competitions. In Malaysia, the road network forms the bloodline of the country’s economic activities .carrying about 96% of transported goods and passengers Based on the Ministry of Transport’s statistics, the share of road transport of passengers comprises 64.8% by private car and 30.0% by bus, as compared to 4.7% by rail transport and 0.5% by air transport. The .road transport also moved 303 million tons of goods or an overwhelming 96.4% of total trips Development of the transportation infrastructure during the Seventh Plan period focused on capacity expansion to ensure the availability of facilities to meet demand. For the Eighth Plan period, emphasis was given to increasing the capacity and accessibility in less developed areas while in urban areas, the focus

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was to enhance efficiency and improve public transport services. In the Ninth Malaysia Plan, PWD has so far been allocated RM9.6 billion for the construction of new roads as well as upgrading of existing ones

II. PROBLEM The development of major roads in (OUR AREAS), has not always fully observed road classification requirements. In addition, some roads have assumed functions for which they were not originally designed such as residential roads that have become trunk roads due to ill-considered road connections. These anomalies have presented difficulties in the design and management of the overall road network. Plot ratios for commercial spaces within the City Centre have progressively increased over the years and created increased pressure on the road network. 4.2.5. NON-MOTORISED TRANSPORT

A) Pedestrian

I. Existing Situation A pedestrian network is progressively being implemented in the City Centre. This will facilitate pedestrian and non-motorised vehicle movement at the activity of centers, connect transit stations and terminals for convenient inter-modal transfer, provide pedestrian malls and act as traffic restraint measures. The

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network will also help increase the utilisation of public transportation and reduce short vehicle trips. II. PROBLEM Areas in this study lacks alleyways and walk ways and the lack of awnings for infantry, such as protection from rain. Because of the tropical climate.

B) Bicycles Existing Situation The bicycle, cycle, or bike is a pedal-driven, human-powered vehicle with two wheels attached to a frame, one behind the other. Cycle ways have, for some time, been incorporated into new housing estates and Recreational areas. Despite the relatively flat terrain (OUR AREAS), cycling as a convenient means of transport is under utilised partly due to local climatic conditions. There are also, however, some shortcomings in the existing cycle way network which contribute to the under utilisation of bicycles.

II. PROBLEM Opportunities exist for bicycle transport in providing connections to public transport services and short distance local travel. Other cities have utilised their roads, rail and open space corridors to create a comprehensive local area cycle way network. Bicycles ways in housing estates suffer from under usage, misuse (illegal parking) and poor maintenance.

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The complete vehicles network of the years ( 2008-2014 ) including integrated park-and-ride stations and multimodal interchanges are indicated in Figure (5.1).

Figure 5.1

. ROAD NETWORK This section contains reference points and information regarding the development, maintenance and operation of both the local and national road network.

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The road network is often defined as a mix of Strategic roads - the main national network of motorways and major roads much of which is managed by the Highways Authority; and Local roads - those managed by local or regional highway authorities. This section is categorized accordingly, with each section containing appropriate sub-divisions such as maintenance and street works. Best Value Performance. Indicators are available in the Service levels sub-directory of Local Roads for example. The Road Policy sub-division contains general documents of relevance to all road management, including ’Managing our Roads’, The Department for Transport’s key discussion document road network .

. ROAD POLICY Overarching policy and strategy documents related to the management of the road network . Includes ’Managing our Roads’, the Department’s main road strategy publication, and guidance on the procedures for inquiries held into road proposals.

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To create an efficient and equitable city structure for Kajang, Bangi, Bandar Seri Putra, PUTRAJAYA , Nilai 3 and, The government should aim to: Study the light rail subway system in japan

Tokyo Subways The Tokyo subway is an integral part of the world's most extensive rapid transit system in a single metropolitan area, Greater Tokyo. While the subway system itself is largely within the city center, the lines extend far out via extensive through services onto suburban railway lines. Tokyo's subway network is operated by two companies, the Toei Subways with four lines, and Tokyo Metro (formerly known as Eidan Subways) with nine lines. Together, they densely cover central Tokyo, especially the area inside the Yamanote circle and the areas around Ginza and Shitamachi. Note, that at their terminal stations, the trains of some subway lines continue to operate on the tracks of different companies on suburban train lines. For example, the Chiyoda Subway Line is directly connected with the suburban Odakyu Line at Yoyogi-Uehara Station, and some trains on the Hibiya Subway Line continue to run on the tracks of the Tokyu Toyoko Line at Nakameguro Station. The subways are the only way to travel. It's a fantastic way to see people and cross the city rapidly at a relatively low cost. Of course as you're riding the subway here, it's important to keep in mind the New York subway,

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Subway informations

Transit type

Rapid transit

Number of lines


Number of stations


Daily ridership

8.7 million


Tokyo Metro Co., Ltd., Tokyo Metropolitan Bureau of Transportation (Toei), Tokyo Waterfront Area Rapid Transit

Track gauge

1,067 mm For single ride. It costs 70 yen (2.7 RM)



1 R.M = 26 JPY

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System administration Both Tokyo Metro and Toei Subway systems are closely integrated with a unified system of line colors, line codes and station numbers. However, the separate administration of metro systems has these ramifications: •

calculated based on the possible shortest route of the ride between the origin and destination stations.[3] However, the Passnet system got around the issue of ticketing, by allowing one storedfare card to be used on most of the rail operators

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II. ISSUES 1- , (OUR AREAS) have experienced rapid and intensive urbanization. As a result of in-migration from rural areas and provincial centers, the population of (OUR AREAS), has doubled. Today,, which is facing serious urban development challenges, including insufficient transport infrastructure and poor quality of public transport services. Investments in urban transport, traffic management, and road safety have significantly lagged behind the pace of urbanization. Coordination among relevant agencies is lacking, and the institutions responsible for regulating public transport service provision are weak. 2- Transport infrastructure and services in (OUR AREAS), are suffering from increasing road congestion, insufficient traffic management, poor safety conditions, and a weak public transport system. 3 These factors contribute to economic inefficiency due to increased trip times, excessive fuel use, and poor air quality, which all serve to reduce residents’ quality of life and act as a bottleneck to growth. According to estimates of the city’s traffic police, about 50,000

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vehicles, most of which are secondhand and of poor quality, are added to the city’s roads annually, representing an increase of about 25% per year—one of the highest urban private vehicle growth rates in the world. While technical and environmental standards for vehicle safety and emissions have been put in place, they are not sufficiently enforced. 3. The public transport system is struggling with technical, financial, and institutional challenges. Bus tariffs have not been increased since 1999, while fuel costs have increased more than 5 times in the same period. The municipal budget subsidizes about 42% of the bus companies’ annual costs, but the mechanism for allocating subsidies lacks transparency and is perceived as inequitable. Bus operators lack financial resources to renew and expand their bus fleet and provide adequate transportation services. Interaction among the different modes of public transport is far from optimal. Instead of feeding higher-capacity bus routes, minibuses tend to compete with the higher-capacity buses, thereby adding to road congestion. Bus and minibus routes are not designed as part of a feeder-and-main-line system, and the system for allocating routes needs updating . 4. The road network is well developed in the central area of Ulaanbaatar, but in outlying residential areas, where many low income families live, ill-maintained primary feeder roads and un-surfaced connector roads are the norm. Budgetary allocations for new roads have increased significantly with help from the Mongolian Development Fund, and investment levels in roads far 5 . Traffic congestion is aggravated by insufficient enforcement of parking control, designated parking spaces, pedestrians, lack of driver discipline, inadequate signaling, and insufficient traffic control. Traffic accidents are common due to poor traffic management and the uncontrolled interaction of pedestrians and vehicles.5 Encroachment on roads and sidewalks by parked vehicles worsens the traffic situation. Planning and budgeting for pedestrian and parking infrastructure are lacking. 6. Given the rapid growth in private vehicles, road improvements will only make limited and temporary improvements. Strong institutions with clear mandates are required to implement investments, attract financing, coordinate among stakeholders, and regulate service providers. Multiple institutions at the central and local levels are involved in urban transport services and clarifying their roles and enhancing coordination among them should be prioritized. Without a viable system of public transport, Ulaanbaatar will soon experience serious traffic congestion with negative impacts on economic vitality and quality of life. Improvements in traffic and parking control, driving behavior, and enforcement are also critical for addressing the city’s transport needs.

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7 - The urban poor suffer disproportionately from an inadequate transport system. Under investment in public transportation raises the cost of commuting and restricts access to jobs and services. The poor tend to be more exposed to risks associated with externalities in transport. For example, they lack adequate means to avoid exposure to polluted air, face higher commuting distances and costs, and are particularly affected when there is a lack of provisions for pedestrians. The poor stand to benefit significantly from improved transportation services.

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11 5 4



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1 2 3 4 5

DEVELOPMENT AREAS NILAI 3 Bandar Seri Putra Putrajaya BangI Kajang

DEVELOPMENT AREA We Can Open Main Stations At These Areas Or Make Links With Komuter Stations Company. So Under Ground Subway And Upper ground Can Make A great Solutions For Traffic Jam And Consider As A spark Of Development For Those Areas

Riding the Subway is Great because you can: 1- Transportation by rail has decreased with the invention of cars and airplanes, thus a change to long-distance intercity transportation and commuter lines. Commuter lines are rails that take people to and from work in the suburbs. Since the cost of living is tremendous in the city, people are moving to the suburbs in order to find acceptable housing that is a reasonable cost. The price they pay is more time spent waiting while commuting to work and back.

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2- In Japan, there are nine cities that have subway systems with the first one starting in 1927. Many subways also link with commuter lines to reach out to the suburbs as well. Japan is also looking into linking the publi and private transportation systems. Further rail developments include a light rail transit (LRT) which was initiated in Kumamoto in 1997, this is the first one operated in Japan.

Stand very close to very many people

See the latest technology Since you're so close to someone anyhow, it's not totally unexpected for you to lean in close to watch them play Galaga on their iMode phone. Enjoy the handles The Tokyo subways had quite an ample number of handles for crowded cars - I enjoyed looking at them and hanging on them some. . :

Study crowd dynamics People all around the world rush out of subways, but I suspect there's something uniquely singleminded about the headlong rush that most Tokyo folks make out of the trains and through the stations. I was working on a theory of self-determined traffic systems - since Japanese cars drive on the left side of the road (like Britian; the opposite of America and mainland Europe), I wondered if they would stay on the left side in most self-determining crowd situations. It seemed to go about fifty-fifty, surprising if they are mostly trained by their roads to lean leftward. My American mind was inspired to think that our right-travelling system is more natural and human and these folks are taking it up on their own. Poppycock . .

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Witness advanced Subway development Being from the Bay Area near San Francisco, I can only lust after a useful subway system. Tokyo is laced with subway stops, and the trains run very often - every few minutes. One train line running through Ginza had an electronic readout that showed you which stop you were at, and where you were headed. The subway cars are saturated with handles for stability in crowd situations. Store your luggage If you're a busy vagabond on the go, you've got to have somewhere to store your stuff - the subway stations in Tokyo all have lockers that will store small roll-on baggage.

Subways and light rail transit

Tokyo subway map (in Japanese) INFORMATIONS ABOUT SUBWAY IN TOKYO In addition to its extensive railroads, Japan has an impressive number of subway systems. The largest is the Tokyo subway, where the network in 1989 consists of 211 kilometers of track serving 205 stations. Two subway systems serve the capital: one run by the Tokyo Metro (named Teito Rapid Transit Authority until 2004), with nine lines (the oldest, Ginza line was built in 1927), and the other operated by the Tokyo metropolitan government's Transportation Bureau (Toei), with four lines. Outlying and suburban areas are served by seven private railroad companies, whose lines intersect at major stations with the subway system. More than sixty additional kilometers of subway were under construction in 1990 by the two companies.

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There are a number of other metro systems in other Japanese cities, including the Fukuoka City Subway, Kobe Municipal Subway, Kyoto Municipal Subway, Osaka Municipal Subway, Nagoya Subway, Sapporo Subway, Sendai Subway and Yokohama Subway. While metro systems in Japanese cities are usually operated by the city government and therefore tend to limit their networks within the city border, there are many cases of through services of subway trains onto suburban railway lines and vice-versa. One of the reasons of this trend is the sharp increase of ridership on the railways in the rapid growth of postwar economy that could not be handled by small original railway terminals in the city center. Automated guideway transit (rubber-tired motor cars running on concrete guideways) has also developed in Japan. Cities with such intermediate capacity transit systems include Hiroshima, Kobe, Osaka, Saitama and Tokyo. Some cities operate streetcar systems, including Hiroshima, Matsuyama, Nagasaki, Tokyo (one line only) and Toyohashi. All of these cities are also well served by public and private railroads; also, there are private tramways not included above.

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1- Provide a comprehensive and integrated transportation system that caters for the needs of inter and intra city travel. 2- Optimise the road and rail transportation infrastructure so that it operates at its full capacity and maximum efficiency; 3- Try to do that the overall configuration of land use is integrated with road and public transportation networks to optimise the development of land. 4- Try to do that all areas within the City enjoy the same high quality and standard of provision of public transport services. 5- Create a city that is highly accessible for all its occupants and users, in particular, one that is pedestrian and handicapped friendly, and that is to enhance the city living environment and government. 67- Providing bus service efficient with excellent services and support with appropriate number. 8- Existing bus stations in the center of each (OUR AREAS) 9- Buses have to stop just in the main stations. 10- Provide more security within these stations to avoid problems, especially during peak hours. 11- Not allow to trucks to travel in these cities, especially leading to government departments, to avoid traffic jams. 12- Increase number of bridges for pedestrians to avoid traffic jams in the active areas. 13- Design roads outside OUR AREAS , of an external procedure to alleviate congestion and facilitate the movement of trucks and heavy machinery and passing through ths cities.

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a) Travel Demand Management If current trends continue, motorised trips by car in 2014 are expected to be almost double those of 1997. Increasing road capacity by constructing new roads and widening existing roads do not, in the long run, resolve the situation but simply postpone the problem until more roads need to be built. Most areas in the City, especially the City Centre, are now built up and land acquisition for road development is becoming increasingly difficult and expensive. Government is, therefore, moving towards a Travel Demand Management strategy that aims to redirect movement patterns from private to public transport by integrating transport modes, extending and promoting public transport and discouraging the use of private transport. The public transport system in the City must be competitive, convenient, userfriendly and accessible to all income groups.

Policy: 1. Government shall determine Travel Demand Management measures to increase public transport usage and liase with the relevant authorities to ensure that these measures are implemented. 2. Government shall implement a private vehicle restraint programme to improve traffic circulation in the City Centre by discouraging car travel to and from the City Centre during peak hours and enforcing measures to limit access to certain parts of the City.

b) Traffic Management System In order to optimise the traffic management system now in place, the system needs to be upgraded to one that can monitor and control all aspects of traffic movement in the City.

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Policy: Government shall enhance the traffic management system.

c) Transit Oriented Development A principal objective of the transportation sector is the integration of land use with transportation and the development of a Transit Oriented Development Strategy. This strategy will promote intensified development along the rail network. Any planned extension to the rail network must, therefore, complement this policy by ensuring that rail stations serve designated urban centers. Policy: Government shall establish a Transit Planning Zone to facilitate intensification of transit oriented residential, commercial and mixed-use development around rail stations.


a) Public Transport Administration The increased emphasis and capital expenditure on public transport requires complementary coordination between government departments and other related agencies. Government shall take pro-active measures in ensuring the implementation of government policy in relation to the public transport administration. Policy: Government shall assist to coordinate the planning, development and operation of public transport and related private transport matters.

b) Public Transport Integration Consistent with the government’s policy, emphasis will be on providing an integrated, flexible, wide ranging and efficient public transport system orientated towards passenger accessibility and convenience.

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Central to this approach is the integration of public transport modes with each other and with private transport so that, with streamlined inter-modal transfer facilities and integrated ticketing, passenger trips become as convenient and seamless as possible. In order to avoid traffic congestion occurring on local streets, major bus and rail park-and-ride interchange facilities will be located at the points of intersection of the rail stations and major roads.

Policy: Government shall assist in the implementation of a fully integrated transportation system in line with the government’s policy. c) Rail-Based Public Transport The rail network is the most efficient means of providing high capacity rapid public transport. Medium and long-term plans for the introduction of different types of rail systems such as tram and the expansion of the rail network to outlying areas should be regularly examined in every 10 years for their feasibility. The major growth areas in Kajang, Bangi, Bandar Seri Putra, Bukit Mahkota, Nilai 3 and Nilai, are now well linked to the City Centre except those on the east-west axis. Policy: Government shall assist in the preparation of feasibility studies for future extensions to the rail network and coordinate with the relevant authorities with regard to implementation.

d) Bus Services Buses will remain the principal form of public transport especially outside the City Centre for the foreseeable future. In order to encourage greater usage of bus services, it is essential that measures be undertaken to improve their reliability, coverage, comfort and convenience.

Policy: 1- Government shall assist in determining measures to improve bus services with maximum penetration into growth areas and all major employment and retail centers and coordinate with the relevant agencies and operators.

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2- Government shall implement a bus terminal network for inter-regional, intraregional and local bus services.

e) Cars and Car Parking By controlling the supply and distribution of car parking facilities in Kajang, Bangi, Bandar Seri Putra, Bukit Mahkota, Nilai 3 and Nilai, government can help to reinforce public transport and Travel Demand Management objectives by making private transport a less attractive proposition than public transport, especially within the City Centre. This can further be reinforced by controlling the cost of car parking in different parts of the City.

Policy: Government shall regulate the supply of parking facilities. f) Taxis In view of the vital role that taxis play in the business and commercial life of the City, it is important that significant improvements are made to the levels of service and reliability. In achieving better overall public transport services, taxis need to be expanded with innovative services into new markets.

Policy: Government shall assist in improving the reliability and availability of taxi services in coordination with the relevant agencies.


a) Motorcycles As Kajang, Bangi, Bandar Seri Putra, Bukit Mahkota, Nilai 3 and Nilai, looks to a cleaner and safer living environment, the role of the motorcycle in transportation must be examined. A large percentage of motorcycle users are those that would benefit from a more comprehensive public transportation system. In a long term, measures to encourage motorcycle users to make greater use of public transport and limit

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motorcycle usage in the City Centre to only essential users should be looked into. In the short and medium term, measures to improve safety for motorcycle users shall be implemented and more rigorous enforcement of existing regulations shall be exercised.

Policy: Government shall assist and coordinate with the relevant authorities in the improvement of road infrastructure to enhance safety measures for motorcycle users.

. ROAD INFRASTRUCTURE a) New Roads Development The major road systems currently in place together with those which are under construction or committed are considered sufficient to satisfy Kajang, Bangi, Bandar Seri Putra, Bukit Mahkota, Nilai 3 and Nilai , need to the year 2014. However, two new roads are proposed that are principally intended to improve traffic flow in and out from the City Centre. In view of the difficulty of increasing existing road capacities in the City Centre and the high cost associated with obtaining new corridors.

Policy: 1- Government shall determine a road development programme and coordinate with the relevant authorities regarding implementation. 2- Government shall ensure that proposed and committed major roads are considered in the broader context of public transport services, freight movement and impact upon the community and environment.

b) Improvements to the Existing Road Network

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In order to complete the existing road network, increase its capacity and eradicate bottlenecks, a road network improvement programme must be carried out to upgrade existing roads to arterial roads, build missing linkages and improve interchanges. Policy: Government shall determine a road improvement programme and coordinate with the relevant authorities regarding implementation.














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urban project,sarah hazim p65407  
urban project,sarah hazim p65407  

(Public transport demand and requirement in 2020 for Kajang-Bangi-Putrajaya-Bandar Seri Putra-Nilai3)