Evaluating the Sustainability of Traffic

Growth in Malaysia
INTRODUCTION
Most of the cities in Malaysia have witnessed significant population and economic growth over
the past two decades. As a result of this growth, there was an increase in the number of registered
vehicles. However, for this growth to be sustainable, it has to show a higher rate of growth for
public transportation modes when compared to private transportation modes (mainly passenger
cars and motorcycles). In a country where almost every household owns at least one private
vehicle, it is not surprising that public transportation in Malaysia is not a popular option as a
mode of urban travel. The public transportation mode share in Malaysia is almost 20%, which is
an alarming sign that Malaysia needs to rethink its future direction in terms of urban
transportation. Policies that favor private vehicles ownership, rather than promoting public
transportation ridership, are at fault for this situation and have been followed, without further
evaluation, since Malaysia obtained its independence in 1957.
Historically, Malaysia was an agriculture nation but was transformed into an industrialized
nation by the ex-Prime Minister Tun Mahathir Mohamad. With the transformation, the country
gained wealth, which caused the Gross Domestic Product (GDP). The personal wealth is used
most often to finance the purchase of private vehicles cars and motorcycles which are
deemed as a necessity now, not so much for the status anymore.
The Malaysians appetite for private vehicles are fed by three Malaysian car manufacturers
Proton, Perodua and Naza a big number for a population of approximately only 30 million
people. Coupled with low interest rate, relaxed loan approval process and highly subsidized
petrol fuel, it is easier and cheaper than before to own a car or a motorcycle. Now, with only a
diploma as a proof, a fresh graduate may own a car faster than they can land a job. And, the fact
that Malaysian cities are highly sprawled doesnt help the case for using public transportation.

As a result, in 2012, there were more than 20 million registered vehicles in Malaysia. This
number presents significant challenges and issues to a country with just over 5 million
households. Problems such as traffic congestion are the normal for urban areas. Fatal accidents
are no longer news as they happen on daily basis. Road infrastructure construction and
maintenance takes huge chunk of national budget.
Only recently, the authorities realized that some actions must be taken to curb excessive
dependence on private car usage. Among the first right actions taken by the government is to
streamline government agencies that look after transportation agenda. With only a single entity
Suruhanjaya Pengangkutan Awam Darat (SPAD) or Land Public Transport Commission as
compared to three previously (i.e. Ministry of Transport, Road Transport Department, and
Commercial Vehicle Licensing Board), decisions are now considering the national transportation
objectives rather than the individual departments Key Performance Indicators (KPIs).
With SPAD, the focus now shifts to public transportation as the solution to transportation woes.
Projects like Bus Rapid Transit (BRT) and Mass Rapid Transit (MRT) are new initiatives that
take precedence in national agenda over road construction, except for rural area. Also, still in its
infancy are initiatives that push for a more sustainable transportation like hybrid vehicles and
biomass fuel. Undoubtedly, these are steps in the right direction, but, positive results are yet to be
seen.

LITERATURE REVIEW
The Malaysian government has recognized the importance of developing a sustainable
transportation system in order to achieve the national goals and objectives. The 10th Malaysia
Plan, for the period 2011 to 2015, considered the development of a comprehensive and efficient
public transportation as an essential element to achieve a sustainable transportation system. Also,
the livability of large and medium cities is strongly affected by the level of mobility provided
through public transportation. The lack of an efficient public transportation system may result in
more congestion levels, higher loss of productivity, lower quality of life, and less level of
livability and competitiveness. In the 9th Malaysia Plan, covering the period 2006 2010, it was
indicated that there should be more focus on developing rail system within the country as the
public transit mode share has dropped from about 35% in mid-1980s to be less than 20% in
2003.The plan suggested a 30% public transportation mode share as a target value.

One of the main side effects of road transportation is vehiclesCO2 emissions, which result in
some negative impacts on air quality and global warming. Based on a parametric study, the
promotion of public transportation was proven to be an effective strategy as it showed a potential
to reduce fuel consumption. The Vehicle Miles Travelled (VMT) is one of the main indicators of
the level of CO2 emissions. A study evaluated the VMT for 22 residential developments, which
were constructed between the pre-1980s and 2000s.The study concluded that the use of private
transportation (private car or motorcycle) is the most common mode of transportation for the
majority of the travel within Iskandar, Malaysia It also indicated that the newer developments are
producing much higher emission levels as the residents are travelling for much longer
distance/household/day. The study suggested some solutions to reduce VMT and emissions, such
as; developing the public transportation system, applying concepts of compact communities, and
adopting a fuel and parking pricing strategies. Some other studies considered the use of biofuels
and natural gas as an alternative to reduce fuel consumption and CO2 emissions.
The development of transit oriented neighborhoods was suggested as a supporting concept to
increase the use of public transportation, which reduces the use of private transportation. Such
reduction in private transportation use has a direct effect on limiting traffic congestion and level
of emission. A related issue to transit oriented development is the parking occupancy,
accumulation, turnover, ride facilities, and duration at one of the major park and ride facilities in
Malaysia. The results showed a very low occupancy rate for the multistory parking buildings
(about 50%), which is an indication that the park and ride facilities are not fully utilized. In
addition, it is also an indication of low mode share for public transportation. Likewise, a more
detailed study considered the park and ride facility in Malaysia, where it was found out that the
occupancy rate is as low in some of these facilities. The study was based on field observations
and car owners surveys. The study recommended a reduction of the waiting time at the Park and
Ride facility through increasing the bus frequency. It also suggested adding more restrictions for
the on-site parking, within cities, in order to make it less attractive for the car users.

Some other studies considered the demographic and travel characteristics of public transportation
users and their satisfaction level in an effort to understand the main reasons for the low public
transportation mode share. It was indicated that the public transportation mode share in 2010 was
between 10% and 20% in different cities. These percentages are very low when compared to the
public transportation mode share in some neighboring countries where this percentage ranges
from 60% to about 90%.Based on the conducted surveys, it was concluded that the two top
reasons for the low public transportation mode share are the low frequency and lack of
punctuality. Providing the public buses locations in real-time through a web application has been
suggested as a solution to reduce the waiting time for bus users.
As it appears from the literature review, the public transportation in Malaysia is not capturing an
acceptable percentage of the travel demand. Considering that most of the governmental plans and
previous research have recommended the promotion of public transportation, the current public
transportation mode share is very low. Therefore, there is a need to quantify the problem and
examine the sustainability of traffic growth in Malaysia.

DEVELOPMENT OBJECTIVES AND STRATEGIES

Road
In the RMK-11, improving the road network throughout the country to provide
connectivity and improved comfort to the user becomes the main strategy of
road development. Construction of new roads and upgrading existing roads
would increase the total length of the road as much as 68% of 137.219
kilometers in 2010 to 230.300 kilometers in 2015. These efforts have led to
an increase in Road Development Index from 1.42 in 2010 to 2.29 in budget
RDI 2015. The increase was partly due to the opening of the main road
network such as the East Coast highway from Jabor to Kampung Gemuruh in
Kuala Terengganu, Jalan Simpang Pulai-Lojing-Gua Musang, Jambatan Sultan
Abdul Halim Muadzam Shah (Penang Second Bridge), and South Klang Valley
expressway. The road network will be better after a number of projects under
construction are completed, such as the Pan Borneo Highway in Sabah and
Sarawak and the Central Spine Road from Kuala Krai in Kelantan to Simpang
Pelangi in Pahang.
Road maintenance program continued to ensure the safety and comfort of
road users. In the RMK-11 period, a total of RM4.3 billion was allocated for
the maintenance of federal roads. However, the preferred corrective
maintenance of preventive maintenance due to limited funds. Under the road
safety program, 140 accident-prone location factors improved because of
road conditions accounted for 8% of the causes of road accidents. A total of
18 pedestrian bridges built to improve the safety of pedestrians, especially
school and university students. This program contributes to the reduction of
accidental fatality rate of 3.4 fatalities per 10,000 registered vehicles in 2010
to 2.9 in 2015 fatality.
Improved road connectivity in rural areas and encourage the growth of
mobility by opening economic opportunities and providing access to
6

education, health and other social services. Under the National Key Result
Areas (NKRA), a total of 4,500 kilometers of rural roads have been built. This
amount is higher than targeted, i.e. 3,826 kilometers. At the end of 2016, the
program is expected to increase the length of rural roads in Sabah to 1,624
kilometers, 1,376 kilometers to 2,050 kilometers in Sarawak and Peninsular
Malaysia by the number of additional rural roads along 5,050 kilometers
Public Transport
In the RMK-11, the Suruhanjaya Pengangkutan Awam Darat (SPAD) has
implemented four strategies to strengthen the regulatory framework,
improving transport capacity, promoting seamless connectivity and creating
mechanisms for monitoring and enforcement practices.
Rancangan Induk Pengangkutan Awam Darat Negara (RIPAD), 2012-2030 has
been designed to spur industry and regulatory reform. The Master Plan sets
the target for the next 20 years to increase the modal share of public
transport in the city of 16.4% in 2011 to 40% in 2030 and increase access to
public transport in rural areas. RIPAD will guide the establishment of a
regional master plan and preparation of policy guidelines in areas such as
travel demand management, transit-oriented development and integrated
development. In addition, the basic fare for all public transport modes
implemented in stages. In terms of industry reforms, Transformation Program
Stage Bus Service (BST) was introduced in 2015 with the aim of increasing
the viability of operators and expands the bus network coverage through a
transition from a model based on the results of the mining model based on
the gross cost of service contract. In 2015, the MAP Program has been
implemented in five cities, namely Seremban, Kuching, Kangar, Ipoh and
Kuala Terengganu.
Investment to increase public transport capacity focused on upgrading and
repairing existing infrastructure, build new runways, extending the existing
7

runway and acquiring new rolling stock. New investments to expand the
urban rail network including the connection of the Express Rail Link (ERL) of
the KLIA main terminal to KLIA-2 and light rail transit (LRT) from Kelana Jaya
to Putra Heights and Sri Petaling to Putra Heights. Construction of mass rapid
transit Klang Valley (KVMRT) Route 1 from Sungai Buloh to Kajang began in
2012. Extension of LRT Line 1 and KVMRT will be operational in 2016 and
2017, respectively, is estimated to increase the number of daily passengers
for urban rail Greater Kuala Lumpur / Klang Valley (GKL / KV).

In

addition,

the construction of the electrified double-track railway from Padang Besar,

Perlis to Gemas, Negeri Sembilan were completed during the RMK-11 and be
complementary to the efforts to reduce traffic congestion and facilitate the
movement of goods by rail.

Major investments Mode

Mod Service improvements
e
Bus

New Service

470 new buses for Rapid KL,

Rapid
Rapid
Penang
and
Kuantan
1,388 bus stops constructed
and renovated
Free service for 2 Go-KL route in
the central business district of
Kuala Lumpur
9 Bus Express Transit corridor
for GKL / KV
Establishment of the Central
Command
and
Control
(Command and Control Centre)
and Performance Monitoring
Hub System to monitor the
performance
of
all
bus
operators in GKL / KV
8

Bus

Rapid

Transit

in

Bandar Sunway, Selangor

(PPP model)

Rail

Taxi

Addition of 35 sets of four-car

trains for the Kelana Jaya LRT
Line
Addition of 38 new six-car
trains for the KTM Komuter
Addition of 12 sets of four-car
trains for KL Monorail
Connection rail to Padang Besar
electrified double
Restoration commuter rails
The new model of taxi services
to
address
the
issue
of
maintenance and the financing
package
1Malaysia
People's
Taxi
(TR1Ma) consisting of:
1Malaysia Tyre Aid (BT1M)
which is the voucher scheme
subsidized by the Government
of replacement tires worth
RM520 for 2,264 drivers
Granting licenses to 1,000
individual taxi Taxi 1Malaysia
(TEKS1M)

KVMRT Route 1 - Sungai

Buloh to Kajang
Extension of LRT Kelana
Jaya Line from Kelana Jaya
to Putra Heights
Extension of LRT Ampang
Line from Sri Petaling to
Putra Heights

Centralized Taxi Service

System
is
a
comprehensive
system
designed to help the
industry
regulator
to
improve monitoring and
enforcement
against
drivers

For the development of rail, the Government recognizes the need to improve
existing rail infrastructure and improving service levels and new investments
to expand coverage of the rail network, particularly in GKL / KV. The number
of rail passengers has increased from 171 million in 2010 to 226 million in
2014, i.e. by 31.7%. The increase in passenger numbers this indicates the
demand for public transport, especially in cities. In the period 2010-2014, the
number of passengers for urban rail network in GKL / KV has increased.
The provision of an integrated is important to ensure that people are given a
better choice to switch to public transport. Efforts were made to improve
integration to promote seamless connectivity between various modes. In the
9

RMK-11, two integrated transport terminals, namely South Integrated

Terminal and Pudu Sentral in Federal Territory (FT) Kuala Lumpur was
completed. In addition, emphasis has been given to provide connectivity the
beginning and end by adding sidewalks, parking facilities in the terminal
building and redevelop the city's hub terminal. Integrated facilities provided
in the RMK-11 period are shown in the Display 13-8.

Display 13-8
Initiatives to Promote Integration
Priority Areas
Connectivity In the
Beginning

Initiatives
Construction of the Park 'n' Ride in the main public
transport station in Gombak, Kelana Jaya, Rawang,
Serdang, Salak Tinggi, Taman Paramount, Taman
Bahagia, and Universiti Kebangsaan Malaysia in
Selangor and Nilai and Seremban in Negeri
10

Connectivity
Intermediate level

Connectivity Last
Ranked

Sembilan
Preparation of additional 7,000 parking spaces at
the main train station by 2016
Construction of the Parkway drop-zone in Petaling
Jaya, Serdang and Shah Alam, Selangor
Installation in 59 Passenger Information System
that tracks the location of the bus stop the bus
using Global Positioning System (GPS)
Completion of the Integrated Transport Terminal in
Bandar Tasik Selatan, Kuala Lumpur which
integrates bus transportation between cities with
urban rail
Redevelopment of Puduraya Bus Terminal (now
known as Puduraya Central)
Completion of the Integrated Regional Bus Terminal
in Kuching, Sarawak
Completion of the Art Market Bus Hub to improve
integration between buses and trains
The construction of inter-city terminal in Petaling
Jaya, Shah Alam and Klang in Selangor
Introduction to the use of a single ticket for travel
between LRT Kelana Jaya and Ampang with a bus
service operated by Rapid
Completion of the Skywalk at Pudu Sentral, Kuala
Lumpur
Building a network of pedestrian 4km in KL CBD

One mechanism for monitoring system performance and strong enforcement

has been set up to ensure effective implementation of programs to improve
public transportation. Some key performance indicators (KPI) initiative has
11

been introduced to monitor the GKL / KV as sharing mode, number of

passengers and the network coverage. Modal share of public transport in
GKL / KV has increased from 16.9% in 2010 to 17.1% in 2014. The number of
passengers during the morning peak increased from 314.965 to 747.859. In
addition, network coverage, as measured by the number of people living
within 400 meters of public transport nodes also increased from 63% to 72%.
KPI performance.
The number of bus passengers incessantly in 11 state capitals recorded a
mixed performance. Four state capitals recorded an increase in passenger
numbers, while seven other state capitals decreased from 14.5% to 25.1%.
The number of bus passengers incessantly for GKL / KV area decreased by
10.0% in 2014 compared with 2012. However, the number of passenger rail
transport increased by 18.7%. This increase shows that the commuters to
switch from bus to rail services due to an increase in the capacity of rail
transport. The annual number of public transport users in GKL / KV in 2012
and 2014.

12

ISSUES AND CHALLENGES

The demand for mobility is expected to reach 72 million trips per day by
2020 compared with 40 million trips in 2010. There are a number of issues
and challenges that need to be addressed to meet this demand, including a
lack of connectivity, inadequate capacity and lack of funds and lack of
coordination in terms of planning and implementation. Although most of
these issues faced by all modes of transport, different solutions are required
for each mode.
The demand for mobility is expected to reach 72 million trips per day by
2020 compared with 40 million trips in 2010. There are a number of issues
and challenges that need to be addressed to meet this demand, including a
lack of connectivity, inadequate capacity and lack of funds and lack of
coordination in terms of planning and implementation. Although most of
these issues faced by all modes of transport, different solutions are required
for each mode.
Road
Highway congestion is usually caused by high vehicle use. Poor maintenance
practices cause the deterioration of road quality. In addition, the lack of rural
federal roads to reduce the accessibility and the creation of economic
opportunities potential. Although a variety of road safety measures
implemented, the increase in road accidents are still a major concern.
Increased Levels of Road Congestion
One of the main challenges faced by road users is the increased level of
traffic congestion in big cities and main roads. In 2010, about 30% of road
traffic flows were considered very high. The situation escalated to 44% in
2013 mainly due to the increase in vehicle ownership. Number of registered
vehicles increased from 10.6 million in 2000 to 23.7 million in 2013, as
shown in Display 13-12. Accordingly, there is an increase in vehicles per
13

capita of 455.6 vehicles per 1,000 populations in 2000 to 792.4 in 2013. The
vehicle's vehicle ownership is increasing, partly because of the inefficiency of
public transport and the percentage of single-occupancy vehicles is high,
especially in the city. For example, based on the Kuala Lumpur City Plan
2020, as many as 70% of the traffic on the Middle Ring Road I and II consists
of single occupancy vehicles during peak hours in the morning.

Showing 13-12
Residents and

Populati Registered

Vehicles per

Registered Vehicles,

on

vehicles

capita 1

2000-2013 Year
2000

23,263,6

10,598,804

455.6

2005

00
26,130,0

15,026,660

575.1

2010

00
28,910,0

20,188,565

698.3

2013

00
29,915,3

23,705,794

792.4

00

The steps taken to overcome traffic congestion by building highways in

urban areas are not able to reduce congestion and otherwise transfer
bottleneck. For example, traffic congestion in Jalan Tun Razak, Kuala Lumpur
worse with the opening of the Kuala Lumpur-Putrajaya Expressway (MEX),
which aims to provide convenience to consumers of the southern regions of
the GKL / KV. Although the pay toll, motorists are still facing severe traffic
congestion in major urban highways such as Lebuhraya Damansara-Puchong
(LDP), New Pantai Expressway (NPE) and the Duta-Ulu Klang Expressway
(DUKE)

14

Highway maintenance Inadequate

Implementation of the road for the prevention and correction is important to
ensure the safety and comfort of road users. However, lack of funds led to
lack of preventive maintenance given priority over corrective maintenance.
In addition, as more and more roads are built to improve communication,
more funds are needed to maintain these roads. In 2013, only a total of
RM850 million has been allocated for the maintenance of federal roads
compared with the needs of RM1.5 billion. Poor maintenance practices cause
the deterioration of the quality and shorten the lifespan of the road which in
turn increases the cost of road maintenance.

Road Safety Measures Ineffective

Various road safety measures have been taken to prevent accidents such as
the construction of bike lanes and pedestrian bridges as well as performing
treatment of accident-prone locations. However, the effect of this measure is
based on a minimum of road accidents is increasing. Road accidents
increased by 15.1%, from 414.421 cases in 2010 to 477.204 cases in 2013,
as shown in Display 13-13. The increase in the number of accidents is still a
critical problem because it involves social and economic losses to the
country.
Showing 13-13
Road Accidents In

Number

Victim

Malaysia, 2000-

Adversity

Adversity

2013 Year
2000

250,429

50,200
15

Accidental Fatality

6,035

2005
2010
2013

328,264
414,421
477,204

47,012
28,269
19,237

6,200
6,872
6,308

Connectivity to Rural Road Inadequate

Connectivity to rural areas is still insufficient even greater focus given
government funding plus. In general, the road network longer needed to
cover rural areas because of geographical features and sparsely populated,
especially in Sabah and Sarawak. In addition, the cost of road construction in
the interior of Sabah and Sarawak was higher compared to other states due
to

equipment

mobilization

costs

and

higher

raw

material.

Lack

of

connectivity to rural areas has reduced the potential creation of economic

opportunities and access to social services and basic services such as health
and education.

Public transport
Based on estimated economic growth of 5% to 6% a year, demand for
mobility will reach 72 million day trips in 2020 compared with 40 million trips
in 2010. The bulk of the increases in the number of trips in the city are in line
with the expected increase in the urban population of 67 % in 2010 to 75% in
2020. In addressing the increasing demand for mobility, the Government
continues to make investments to improve public transport capacity and
service improvement. Although improvements have been made various
efforts, there are still challenges to provide adequate transport infrastructure
capacity and optimum service standard for urban transport and public
transport coverage that can be accessed outside the city. In addition, the
16

lacks of coordination between agencies hinder the progress of the

development of public transport.
Public transportation capacity Inadequate
The majority of cities and towns are connected by buses and taxis relentless,
except GKL / KV are also connected by rail city. Based on a survey of public
transport in the GKL / KV, the annual number of passengers on public
transport recorded an increase of 15.2% in 2014 compared with 2012.
However, the modal share of public transport is still low, at 17.1% compared
with a target of 25%, the lack of public transport capacity to meet the
demand for mobility in GKL / KV resulted in a high dependence on private
vehicles.
Lack of Inter-Agency Coordination
Responsibility transforms public transport led by SPAD with the cooperation
of the various agencies. However, the weak coordination between agencies
in the planning and implementation of the various transport initiatives has
led to inefficient utilization of resources such as the construction of urban rail
and highway in the same corridor. In addition, the improvement of public
transport requires a stronger integration in land use planning and the
involvement of local authorities. SPAD has established a public transport
committee at the state level to guide and consult with state and local
authorities. However, the committee did not show effectiveness in the
implementation of public transport improvement plan.

Public transport services are not sufficient in Rural

17

Public transport services are inadequate in rural areas is due to low demand
and high operating costs. Low demand resulting combined service and
reliability. The lack of public transport services has been encouraging people
to use private vehicles, especially motorcycles and resulted in the existence
of more unlicensed operators.
Standard Service Public Transport sub-optimal
Public transport services primarily controlled by private entities depending
on the mine as a sole source of income. However, most entrepreneurs
cannot collect sufficient revenues because mine is maintained at a low rate.
Therefore, employers restrict public transport services in order to remain
sustainable in the industry. For example, express bus operators reduce the
frequency of service to operate on weekends only and do not operate for the
whole week. The majorities of operators, for all kinds of modes, depending
on the infrastructure and rolling stock were obsolete and have an impact on
their operations and services. Various challenges associated with service
standards according to the type of mode are shown in the Display 13-14.

18

Showing 13-14
Challenge by Mode
Mode
Bus

Rail

Taxi

Water

Challenge
The increase in operating expenses as no revision of the mine since

2009 and diesel subsidies minimum incentive

Payment of tolls that do not apply to passenger
Insurance rates are based on passenger capacity to cause employers to

pay workers higher than mine and low ridership

Seasonal Demand
Lack of driver
Capital intensive investments require a large number of passengers to

be sustainable
Operating expenses were higher
Infrastructure and outdated rolling stock
Lack of industry standards
The complexity in monitoring the terms of the licenses issued to

operators and individual operators

Enforcement manually because there is no use of Intelligent Transport

Systems (ITS)
Limited operation of air transport in Sarawak due to lack of

navigational aids at night

Jetty inadequate
Compliance with lower international standards on safety

Transportat
ion

NETWORK DEVELOPMENT PLANNING: THE WAY FORWARD

19

In the 11th Plan period, the development of transport infrastructure will focus
on increasing the use of existing infrastructure through an emphasis on
delivering quality and better service and increased capacity. The network
expansion will focus on connecting underserved areas. Integrated transport
planning will be directed towards providing mobility and connectivity for
people and goods. Coordination and cooperation between the various
stakeholders is needed to achieve this goal.
Road
Giving

Priority

to

New

Highway

Construction

for

Regional

Connectivity
Construction of new highway will be concentrated in areas outside the Klang
Valley and other urban areas to provide connectivity to the center of the new
growth and maximize the potential of the city to achieve balanced economic
development. In order to sustain the growth in the Klang Valley and other
major cities such as Georgetown, Penang; Johor Bahru, Johor; and Kota
Kinabalu, Sabah, priority will be given to enhance public transport services
and reduce traffic congestion.
Development of road infrastructure will continue to be a priority in
generating

economic

growth

and

development.

Highway

Network

Development Plan (NDP) will be used to identify roads to be upgraded and

new alternative route. Therefore, a thorough needs analysis which will be
adopted in the design of the road to ensure the effectiveness of decisionmaking.
Emphasis will be given to the new highway project that acts as a catalyst to
support economic growth outside the major urban areas. For example, the
Pan Borneo Highway is expected to improve connectivity better for the
movement

of

people,

goods

and

services

in

Sabah

and

Sarawak.

Continuation of the construction of the Central Spine Road, Highway Kota

20

Bharu-Kuala Krai and East Coast Highway will improve connectivity in

Peninsular Malaysia and catalyze growth in the east coast region and reduce
the gap of urban and rural development. West Coast Highway, which was
completed in 2019, is expected to provide better access to the west coast of
Perak and Selangor.

Implementing Approach towards Preventive Maintenance

Maintenance of assets is important to ensure that the road network
continues to function effectively and in accordance with the standards set
throughout

its

lifespan.

Life

cycle

cost

approach

in

the

planning,

implementation and maintenance will be adopted in the construction of

roads. This approach will allow assessment of cost comparison is made
within a certain time, taking into account the relevant economic factors of
initial capital costs and operating costs and replacement of assets in the
future. In addition, this approach would allow the shifting focus towards
preventive maintenance. 13.50 Resistance road infrastructure will be
improved with the use of advanced materials and innovative technologies in
the construction and maintenance of roads. For example, the use of new
pavement technology and enhanced as asphalt polymer modified, asphalt
concrete pavement and pavement recycling in road construction in the
future will increase the lifespan of the pavement and reduce pavement
maintenance. The use of new technology will also be part of the guidelines
and specifications of the road. The uneven pavement and reliability will
contribute to the reduction of fuel consumption and reduce vehicle wear and
tear.
Improving Road Safety
Road safety will be improved in the 11th Plan period. Existing funds will be
optimized to fund road safety improvement program under Program Effective
21

Treatment of Frequent Locations Accident and Road Safety Audit. This effort
will reduce the fatality caused by road accidents by 50% by 2020 in line with
the recommendations of the United Nations Decade of Action for Road
Safety, 2011-2020.
Treatment Program accident-prone locations will be intensified to reduce
accidents caused by engineering factors. The program involves the
restoration work at the site of frequent accidents. HNDP analysis showed a
high rate of accidents involving motorcycles occurred mainly in the way the
state compared to the federal road. In addition, the response time in dealing
with hazards

Expanding Connectivity in Rural

Efforts will continue to increase connectivity to rural areas. Still there are
many villages that are not connected by roads, especially in Sabah and
Sarawak. Special focus will be given to the development of rural roads to
connect the less developed regions to major road networks in the country. In
particular, the road network between urban and rural areas will be built in
both states is to connect it with the Pan Borneo Highway. Blue Ocean
Strategy approach will be used to provide basic roads to remote areas
through full utilization of available materials and local labor. Construction of
roads will continue to provide access to basic social services such as health
and

education.

Road

construction

is

expected

to

create

economic

opportunities for the local population and reduce poverty among rural
households.
Public Transport

22

Share of public transport modes in GKL / KV targeted by 40% and 20% in

other state capitals by 2020. To achieve this goal, the focus will be on
providing services that have good connectivity, accessible, affordable,
comfortable, and reliable and safely in order to encourage people to switch
from private vehicles to public transport. Strategies to improve the public
service as a whole will include mobility in rural and urban areas, between
rural and urban areas and between cities. Facilities for disabled people
should also be improved, especially at stations and terminals.
Improving Urban Public Transport
By the year 2020, a total of 75% of the population is expected to live in
cities. Therefore, a concerted effort is essential to implement the Master Plan
for National Land Public Transport (RIPAD). RIPAD outlined travel demand
using one-way passengers per hour for different corridors in the city. Based
on an assessment of demand for travel, choice of the most suitable mode of
transport either buses, bus rapid transit (BRT), monorail, LRT, MRT or
commuting can be identified precisely for the purpose of execution modes. In
order to achieve the target of 40% modal share of public transport in GKL /
KV, public transport capacity will be enhanced through the implementation of
new projects such as KVMRT Line 2 (Sungai Buloh-Serdang-Putrajaya), LRT3
(Bandar Utama, Klang), monorail Putrajaya and Cyberjaya as well as KLKlang BRT corridor.
Share of public transport modes for other major cities targeted by 20%
compared with the current 3% to 8%. To realize this goal, the study will be
conducted to determine the travel demand of passengers per hour per for
each corridor in major cities by focusing on an integrated transportation
planning. In the 11MP, the stage bus service will be restructured under the
Transformation Program Stage Bus Service (BST) through the transition from
a model based on the cost to the gross cost model based on service
contracts. BST program will be expanded to other cities and rural areas.
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Improving Public Transportation between Cities

In addition to identifying the needs of public transport in the city, RIPAD also
outlines steps to improve connectivity between the city. Rail will be the main
public transport for inter-urban mobility. The majority of public investment for
rail transport will focus on upgrading the rail infrastructure and expand the
electric train service to other cities. In the 11MP, KTMB will continue the
transformation

plan

to

improve

operations

including

organizational

restructure, rationalize routes and review the fares and freight charges. This
transformation will enable KTMB to provide better service to the public and
achieve financial sustainability.
The bus service will be rationalized to ensure more efficient, affordable and
safe. Express bus network will be restructured to ensure more frequent
service with regard to areas with low demand.
Enhance Connectivity between Rural and Rural Town
Efficient public transport services should be provided in rural areas to
facilitate mobility in rural areas and from rural to urban centers. BST program
will be extended to rural areas in order to improve access to social services
and promote economic activity. Small-sized buses will be used to improve the
frequency and reliability of public transport as a transport medium. This
program will complement the initiatives undertaken by the Ministry of Rural
and Regional Development to improve the road network.

In the RMK-11, innovative public transport services will be considered as an

alternative service in the interior. A community-based public transport
system will be introduced to provide services in remote areas. This system
will offer a variety of transportation services led by the community and can
meet the demands of individuals or groups. One of the options is the 'dial-a24

ride' through phone calls that provide door to door service for people who
cannot use conventional public transport.
Creating a National Transport Model
In the RMK-11, the national transport model which contains the analytical
method integrated and uniform will be introduced. This model will improve
cooperation between agencies in the formulation of an integrated transport
policy. Model various modes of public transport at the national level will be
developed as a guide for analyzing travel demand based on the current and
future economic and demographic trends. This model will facilitate the
process of assessing capacity needs by providing important data to agencies,
local authorities and developers about the type of investments in providing
the required services. In addition, this method of analysis will also assist
ministries and agencies to analyze the impact of land use planning and
development on the transport system.
Promoting Transit Oriented Development
Transit-Oriented Development (TOD) will be encouraged to optimize land use
and transport infrastructure in the city. This method will also be able to
generate higher revenue for public transport operators. TOD aimed at
optimizing the use of space, especially in the city and attract private
investment for commercial or residential purposes consistent with the
Recovery Program City of Town and Country Planning Department of
Peninsular Malaysia. TOD can also reduce traffic congestion and improve air
quality and make the city more livable. These efforts will help towards
sustainable development.

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CONCLUSION
Developing a transport network that is efficient and affordable services is
important in supporting the economic transformation of Malaysia towards a
developed and inclusive economy by 2020. Achieving this goal requires
systematic and coordinated efforts to optimize limited resources and
leverage the active participation of the private sector. In the RMK-11,
resources will be devoted to improving the connectivity, access and capacity
of transport infrastructure. This convergence will be implemented through
integrated planning and strengthening of the regulatory framework.
RECOMMENDATIONS
The paper presented an evaluation of the traffic growth in Malaysia relative to time, population,
and GDP and road network length. The analyses showed that the current trend of traffic growth
in Malaysia is unsustainable as it is directed more towards an increase in the use of private
transportation (PC and MC). Also, the level of investment in road construction is very good and
there has been a significant increase in the total road network length over the past few years.
However, the level of investment in public transportation does not match with that level for road
construction.
Based on the analyses conducted in this research and the available literature review, it is
recommended to the Malaysian government to consider the following:

Allocate more funding for the development of public transportation systems (both buses
and rail).The allocated funds should consider the level of population and economic
growth in the country.

Apply more strict requirements for registering private transportation vehicles, especially
motorcycles as the motorcyclists are more likely to use the public transportation as an
alternative to motorcycles.

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Strategies adopted for transportation systems management, especially for the road
transportation system, must focus more on the provision of transit systems that are better
than the private cars in terms of travel time and travel costs.

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