By: Wan Muhammad Aslah Wan Razali
Editor: Sakina Mohamed
KUALA LUMPUR, Oct 27 (Bernama) -- Public transportation in Kuala Lumpur and Greater Kuala Lumpur has made significant strides in improving mobility, reducing traffic congestion, and promoting sustainability.
However, with its growing economy and ever-increasing population, the region faces several challenges that hinder its efficiency, accessibility, and overall effectiveness.
These issues impact both urban and rural areas of Kuala Lumpur, making it difficult for many citizens to rely on public transportation for their daily commuting needs.
Cities in Malaysia, such as Klang Valley, are growing rapidly, but unfortunately, this rapid growth is not aligned with the development of the transportation system, which must be sustainable and responsive to public transportation demand.
A sustainable public transportation system is not just about the number of public buses or the routes, and the same goes for railroad transit.
The most crucial aspect of a sustainable public transportation system is accessibility for pedestrians and cyclists to the nearest bus stops and railroad stations.
Traffic and highway expert Ir. Adnan Zulkiple explains why people in Klang Valley or Malaysia are not utilising public transportation facilities as much as they could.
Adnan attributes this to an imbalance within the transportation system. People are more inclined to drive their own vehicles, even when public transportation options are available.
“The reason people prefer driving their cars over walking to the nearest bus stop or railroad station is rooted in the beginning of their journey,” he said to Bernama. “Improper pedestrian paths or incomplete cycling lanes deter people before they even start their journey to the nearest public transportation facility.”
He noted that the prospect of walking or cycling to public transportation can be discouraging due to the challenging or dangerous conditions.
According to Adnan, there needs to be a balance between the use of private vehicles and public transportation.
He suggests that for Greater Kuala Lumpur, there should be a ratio of 30:70, meaning 30 percent of people use private vehicles and 70 percent use public transportation within the city area.
To achieve this ratio, Kuala Lumpur must improve its public transportation system and encourage people to utilise the available facilities.
In countries like Japan, many companies cover the cost of public transportation for employees commuting to work, which encourages the use of available public transit.
“During my two years working in Japan, my company sponsored my travel expenses for commuting, including subway transit,” he said. “However, if I chose to drive, the company would not cover those costs, which motivated me to use public transportation.”
He suggested that the Malaysian government should mandate that companies, both private and public, subsidise or sponsor public transportation costs for employees commuting to work.
“This policy would encourage more people to use public transportation and reduce the number of personal vehicles on the roads, especially during weekdays,” he added.
Additionally, in terms of cost efficiency, Adnan mentioned that constructing designated bus lanes could be cheaper than building underground railways like the MRT and could cover more areas for commuters.
He highlighted that in cities like Germany, Bus Rapid Transit (BRT) is commonly used within inner cities, where buses run on dedicated lanes and are free-flowing.
“When travelling to the outskirts, these BRT buses convert into traditional buses with rubber tyres, providing dual functionality,” he explained. “People might prefer buses due to their accessibility and convenience, while Light Rail Transit (LRT) and MRT are more expensive and cover fewer areas.”
Adnan compared costs, stating that constructing a 1,000-km BRT system is far cheaper and more accessible than building a 30-km MRT system.
He added that there was previously an initiative for a BRT system, but the project was shelved due to a change in government and was deemed expensive and wasteful.
According to the Global City Ranking Model, Kuala Lumpur is classified as a third-tier city, unlike New York, Tokyo, or London, which are Tier 1 cities or Global Giants.
Adnan, who is also an associate with the Environmental and Traffic Consultant Group Nilaimas Services, said Malaysia will soon be classified as a second-tier Global City.
He emphasised that once a city reaches this level, it must have a reliable public transportation system or develop rail-based transit capabilities.
“There will be no further focus on improving highways or expressways at this level; instead, efficient MET transit or rail-based systems will be essential for inner-city transportation,” he said.
Adnan also mentioned that the Real Estate and Housing Developers Association (REHDA) has advised developers to prioritise public transportation initiatives by incorporating rail-based reserves in their project plans to improve accessibility.
However, he noted that one reason public transportation in Kuala Lumpur is lacking is due to insufficient reserves for public transportation infrastructure and a failure to adhere to the city’s original master plan.
“Malaysia’s reserves for public transportation infrastructure are almost non-existent,” he said. “We need reserves similar to those used for highways or expressways, where no obstacles should impede construction.”
When significant monuments cannot be removed, it distorts planning, contributing to issues not only in Kuala Lumpur but also in Penang, Ipoh, and Kota Bharu.
“We often deviate from our original city master plans, revising them every 5 to 10 years. This results in the loss of reserves for proper public transportation infrastructure, as they are replaced by more immediate needs.”
The Right of Way (R.O.W.) for infrastructure in Malaysia refers to the legal and regulatory framework for acquiring and using land for construction and maintenance of infrastructure projects.
This framework is essential for smooth development while respecting landowners’ rights and minimising disputes.
In 1987, Malaysia introduced the Klang Valley Transportation Study, the first comprehensive transportation master plan for the Klang Valley district, particularly Kuala Lumpur.
Conducted with the Japan International Cooperation Agency, the study provided travel behaviour data and recommended expanding the urban road network, coupled with affordable public transportation systems.
Adnan noted that while toll highways were built according to the plan, many other aspects were not followed. “Building the toll highways was challenging due to the allocation of reserves for other infrastructures, necessitating underground tunnels or overpass buildings.”
-- BERNAMA