OVER the past decade, the government has invested heavily in rail infrastructure in the Klang Valley, including the Kajang and Putrajaya MRT lines, Kelana Jaya and Sri Petaling LRT line extensions and the newly launched Shah Alam LRT line.
The ongoing KTM Klang Valley Double Track Phase 2 project and the much-anticipated MRT Circle Line demonstrate the government’s continuous commitment to improving rail connectivity and reducing traffic congestion.
While the Klang Valley transit network offers a fast and reliable travel experience, identifying specific last-mile barriers can better inform policymakers about actionable improvements to increase ridership.
Cities like Singapore and Seoul demonstrate how last-mile connectivity can maintain passenger satisfaction, encouraging stakeholders to consider adopting these successful models in the Klang Valley.
Increasing service frequency and coverage
Empirical studies prove that commuters value reliability over availability of bus routes as longer waiting times negatively affect passenger satisfaction.
Statistics have shown that commuters’ satisfaction begins to decline after waiting more than eight minutes.
A 20-minute to 30-minute wait for a 5km bus ride discourages people from using rail services. When bus trips have shorter intervals of five to 10 minutes, commuting becomes more spontaneous and accessible. As a result, more people are inclined to use rail services if bus connectivity is consistent and reliable.
Feeder buses should link multiple stations rather than function as isolated “spokes” serving only a single station. This will increase passenger demand in both directions, connecting passengers with more stations rather than just one.
Incorporating lifestyle into station design
Following Singapore’s bus interchange model, train stations should have adequately sheltered boarding platforms for bus routes that start there, linking bus and train commutes seamlessly and comfortably.
Queue railings should also be installed for each bus route to encourage orderly boarding.
Future rail stations should be planned not merely as transport nodes but as lifestyle destinations that incorporate dining, retail, banking and grooming services such as barbershops and salons.
Amenities should also cater to people with disabilities, expecting mothers and older citizens, making stations more inviting and inclusive.
Such integration encourages people to naturally incorporate rail travel into their daily routines, rather than viewing it as a commuting option. However, its significant impact depends on whether commuters can easily reach the stations.
Analysing data for strategic planning
Bus operators must also leverage travel data they collect from ticketing. By analysing the numbers, bus operators can feel empowered to improve frequency, redesign routes and optimise fleet deployment.
Data collected over months or years can be used to make strategic decisions such as determining new or underused routes, coordinating bus frequencies and identifying routes that require bigger fleets.
Seoul’s Bus Management System exemplifies data-driven route coordination, utilising real-time monitoring to facilitate fleet assignment, manage frequency and handle disruptions.
A reliable system for a prosperous valley
All in all, these measures have the potential to transform the Klang Valley Integrated Transit System into a more attractive and efficient mode of transport.
As public transport becomes more convenient, reliable and accessible, more residents are likely to choose it over private vehicles for their daily journeys.
The solution to Klang Valley’s traffic congestion does not lie solely in planning and building more rail lines but in making the entire journey seamless and convenient.
A rail network is only as strong as the connections that bring passengers to and from its stations, inspiring confidence in the system’s effectiveness.
Zulfadli Ab Rahim is a senior training consultant at the National Institute of Public Administration. Comments: letters@thesundaily.com
The Sun Malaysia
