Urban Transportation - Analysis For Public Transport Accessibility in Kelana Jaya LRT

UDM717: URBAN TRANSPORTATION: ANALYSIS FOR PUBLIC TRANSPORT IN KELANA JAYA
ANALYSIS FOR PUBLIC TRANSPORT ACCESSIBILITY IN

KELANA JAYA LRT
(STUDY ON BUS AND LRT SYSTEM)
URBAN TRANSPORTATION (UDM 717)
MSC. IN URBAN DEVELOPMENT AND MANAGEMENT
Prepared by:
ANWAR BIN SURAN 2012977513
WAN ZULAZILAWATY BT WAN JUSOH 2012342901
NURHANINI BT MAT RUSOK 2012543437
NUR FAHIMAH BT MOHD FAUDZI 2012740527
NATASHA BT MOHAMAD YATIM 2012994561
SHAIZATUL FAISHA BT SAARI 2012691906
Prepared for :
ASSOC. PROF AHMAD SUHAIMI BIN ISMAIL
0
Preface
We would like to start with a word of thanks for the people who have made it possible to write
this review. Firstly we would like to thank Assoc. Prof Ahmad Suhaimi Bin Ismail for getting me
in touch with useful contacts and giving me suggestions and advices during the writing-process.
We also would like to say thanks to my entire friends that have taught me during writing this
assignment.
Anwar Suran
Wan Zulazilawati
Nurhanini
Nur Fahimah
Natasha
Nurfaisha
1
CONTENT
1.0 Introduction 3
1.1 Public Transport Accessibility Level (PTAL) 4
1.2 Site Study Background: Kelana Jaya 5
1.3 Site Local Authority : Majlis Bandaraya Petaling Jaya (MBPJ) 8
1.4 Land Used In Kelana Jaya 8
2.0 Kelana Jaya Lines 10
3.0 Kelana Jaya LRT station 17

3.1 Train Service and Layout 17
3.2 Line and Stations 30
3.3 Transportation Network 31
4.0 PTAL Literature Review 32

4.1 Measuring Public Transport Accessibility Levels Overview 32
4.2 Components of the PTAL Method 33
4.3 Define the Points of Interest 33
4.4 Calculate the walk access times 34
5.0 Calculation of PTAL 39
6.0 Conclusion 49
2
1.0 Introduction
Public transit is a key component of a sustainable transportation system that improves systemic
mobility and can serve to mitigate the economic and environmental burdens that increased auto
ownership can impose on the traveling population. Provision of public transit and infrastructure
will not, in itself, fulfill public transit‘s potential. The system must be accessible and available to
the community and its activity centers and connected with the rest of transportation system. In
this paper, we consider accessibility to have three primary components:
i. trip coverage - travelers would consider public transit accessible when it is available to
and from their trip origins/destinations,
ii. spatial coverage - travelers would consider public transit accessible when it is within
reasonable physical proximity to their home/destination, and
iii. temporal coverage - a service is accessible when service is available at times that one
wants to travel.
Another key aspect of public transit service is comfort, which addresses the question: ―Is
sufficient space available on the public transit at the desired time?‖ (Kittelson 2003). Hence,
there is a need to assess and quantify public transit access considering the three aspects of
public transit accessibility—trip, spatial coverage, and temporal coverage, along with comfort.
Accessibility measures aid public transit operators and local authorities in the development of
appropriate transit service expansion plans and policies by recognizing mobility needs and
identifying service gaps. For assessing public transit accessibility in a region and the
comparison of results with the existing methods, a consistent grading scale across the methods
is warranted. Measures with consistent grading scales can facilitate the assessment of the
distribution and quality of public transit service provided within an area, and a composite
measure (properly weighted) can provide a single, representative measure.
With a literature review of existing transit accessibility measures, highlighting the scale of
analysis and the measures used in the analysis. The Methodology section focuses on the three
methods used in the development of the composite measure, which is then applied in a case
study. The section also provides a standardized scaling option for comparison of the results.
The eesults section presents output of the comparative analysis and composite measure. The
3
final section concludes the paper with a summary of major findings and some discussion on
future adoption of the examined method to improve the performance of accessibility measures.
1.1 Public Transport Accessibility Level (PTAL)
Public Transport Accessibility Levels (PTALS) are a detailed and accurate measure of the
accessibility of a point to the public transport network, taking into account walk access time and
service availability. The method is essentially a way of measuring the density of the public
transport network at any location within Greater London.
The current methodology was developed in 1992, by the London Borough of Hammersmith and
Fulham. The model has been thoroughly reviewed and tested, and has been agreed by the
London Borough-led PTAL development group as the most appropriate for use across London.
Walk times are calculated from specified point(s) of interest to all public transport access points:
bus stops, rail stations, light rail stations, underground stations and Tramlink halts, within pre-
defined catchments. The PTAL then incorporates a measure of service frequency by
calculating an average waiting time based on the frequency of services at each public transport
access point. A reliability factor is added and the total access time is calculated.
A measure known as an Equivalent Doorstep Frequency (EDF) is then produced for each point.
These are summed for all routes within the catchment and the PTALs for the different modes
(bus, rail, etc) are then added to give a single value. The PTAL is categorized in 6 levels, 1 to 6
where 6 represents a high level of accessibility and 1 a low level of accessibility. Levels 1 and 6
have been further sub-divided into 2 sub-levels to provide greater clarity.
The measure therefore reflects:
i. Walking time from the point-of interest to the public transport access points;
ii. The reliability of the service modes available;
iii. The number of services available within the catchment; and
iv. The level of service at the public transport access points - i.e. average waiting time.
4
The PTAL methodology was developed for London where a dense integrated public transport
network means that nearly all destinations can be reached within a reasonable amount of time.
Research using the ATOS (Access to Opportunities and Services) methodology shows that
there is a strong correlation between PTALs and the time taken to reach key services – i.e. high
PTAL areas generally have good access to services and low PTAL areas have poor access to
services.
1.2 Site Study Background: Kelana Jaya
Figure 1.1 : Key Plan of Kelana Figure 1.2: Location Plan of Kelana Jaya
Jaya
Kelana Jaya is a neighbourhood of Petaling Jaya city, in the state of Selangor, Malaysia,
comprising sections SS3, SS4, SS5, SS6, and SS7. Petaling Jaya founded only in 1954
as Malaysia first planned town, Petaling Jaya has become a busy commercial and residential
hub in its own right with over 450,000 inhabitants.
In the early 50s, Kuala Lumpur has suffered distress as a result of too rapid population growth
and many squatters exist in the outskirts of Kuala Lumpur (KL). To overcome this problem, the
State Government has identified land a 1200-acre rubber plantation in Jalan Klang Lama to
establish a new settlement or a settlement to address congestion and overcome the inherent
problems of squatters . Settlement located in the Petaling District has been named as Petaling
Jaya to represent hope this placement may be planning a successful weekend .
5
At its inception Petaling Jaya gives priority to development work. The authorities have been
trying to open up industrial areas and public facilities. Development began in the town of
Petaling Jaya "Old Town" with the construction of a row of shop houses , community halls ,
cinemas , bus stations and others. Road 1 (a) is now called Jalan Templer is the first roads built
in Petaling Jaya. Petaling Jaya is one of the first new towns that exist in Malaysia. The existing
of Petaling Jaya is to solve the problem of urban congestion in the metropolitan city. Petaling
Jaya was constructed in 1953 to accommodate the rapidly growing population of KL.
Petaling Jaya is located in the district of Petaling, which comprises an area of 97.2km 2 and has
a population of 486,040 residents. It is located 11km from KL. The name Petaling Jaya
originated from the word 'Jaya', which means 'success' in Malay. Petaling Jaya was planned
based on the planning principles of British new towns (Lee, 1987). It was planned as a self-
contained city to include commercial, residential, industrial, administrative and recreational
functions (Concannon, 1955). The initial goal of the city construction and planning, focused on
resettling squatters, was later changed to focus on the improvement of the quality of living. This
phenomenon was related to the emergence of the middle class, which had grown rapidly.
By the mid 1970s, two town centres were developed in Petaling Jaya: 1) the Old town, which
was the central district when Petaling Jaya was initially constructed and contained the first
shopping complex for its residents, and later, 2) Section 52, which was planned as an
administrative district. However, these two districts did not maintain their functions as
geographical centers, as Petaling Jaya was growing to the northwest. As a result, a commercial
area, known as 'SS2' and another center, known as 'Kelana Jaya' were developed. With the
continued northward and westward expansion of Petaling Jaya, newer centers such as SS2,
Kelana Jaya, Taman SEA, Megah Mas Uptown, Bandar Utama, Kota Damansara, Ara
Damansara and Mutiara Damansara have been developed. Therefore Petaling Jaya is a poly-
nucleated new town unlike most metropolitan centers which are mono nucleated.
Kelana Jaya is a neighbourhood of Petaling Jaya city, in the state of Selangor, Malaysia,
comprising sections SS3, SS4, SS5, SS6, and SS7. The Damansara-Puchong Expressway cuts
through this neighbourhood. Paradigm Mall is a popular shopping mall in this township.
Kelana Jaya LRT station is a light rail station on the Kelana Jaya Line. It is the western terminus
for passenger services on the line. The line extends further to the maintenance depot in Lembah
Subang. The station is located besides the southbound carriageway on the Damansara-
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Puchong Expressway (LDP) between exit 1108 and 1109, although there is an overhead
crossing for pedestrians to cross the highway. It is one of the 5 stations on the Kelana Jaya line
located in the city of Petaling Jaya.
Located nearby are the neighbourhoods of section 2, Kelana Jaya (SS4 and S5), and Taman
Mayang (SS25). As the station is on a major expressway, it is well served by bus connections
that take passengers to the areas of Petaling Jaya Utara, Tropicana, Subang Jaya, and
Sunway. It is also a local taxi hub.
The Kelana Jaya Line is one of the three rail transit lines operated by Rapid Rail network. The
Kelana Jaya Line was formerly known as PUTRA LRT, "PUTRA" standing for Projek
Usahasama Transit Ringan Automatik Sdn Bhd, the company which developed and operated it,
now owned by Syarikat Prasarana Negara Berhad (Prasarana). On 28 November 2011, the
Kelana Jaya Line and the Ampang Line were integrated with a single ticketing system, allowing
transfer at Masjid Jamek station without the need to buy a new ticket.
Figure 1.3 :The Development Of Petaling Jaya
7
1.3 Site Local Authority : Majlis Bandaraya Petaling Jaya (MBPJ)
Until the end of 1954, Quezon City is governed by the District Officer of Kuala Lumpur and
Petaling Jaya Municipal Board .Petaling Jaya administrative power was handed to a Statutory
Authority of Petaling Jaya . 1st January 1964 , is a historic moment for the Petaling Jaya
Selangor Government Gazette No. GN 2/1964 of the Town Board has ' Financial Autonomy '
has been established to govern the city of Petaling Jaya.
It has been a stimulant to the Board to plan and develop Petaling Jaya consistent with liberal
government policies on development. In the last two decades Petaling Jaya has become a
satellite town of the richest and largest in the state. As the first planned city in Malaysia , Kuala
Lumpur has achieved outstanding success , worthy of the name ' JAYA ' and always busy with
activities and boasting of its success . Petaling Jaya has become a leading industrial areas in
the country and develop in his own way.
On January 1, 1977, the Town Board Petaling Jaya has been upgraded to the Petaling Jaya
Municipal Council ( MPPJ ) pursuant to the Local Government Act 1976 by the government. The
SS (numbered section in the area of Sg Way / Subang) along with new areas such as Subang
Jaya , Section 52 (Newtown) were combined to form a single municipality under MPPJ.
Of a planned city as a Small Town to accommodate congestion in Kuala Lumpur , Petaling Jaya
has become a city of Advanced . In the pursuit of modernization and development at the time,
residents took part in the trade and industry to improve their living standards.
1.4 Land Used In Kelana Jaya
The land uses were categorized under six main components namely housing, commercial,
public facilities, infrastructure and future reserved use areas. The land use data were gathered
from either master plans or the lay out plans that were made available by all corporations. For
Kelana Jaya, it become the focal point for tourist and local to come for the daily activity such as
dwelling, amenities, infrastructure, school, commercial and so on. The growth of the land used
and increased of the population is contributed to the incereasement to transportation demand. It
also effect the increasement in the place of interest within the area in Kelana Jaya.
8
The Land used of the new town (Kelana Jaya) is in Housing 409 acres, in Industries 117 acres,
in Commercial is 7.4 acres, in infractructures id 618 acres and in public facilities is 298 acres (
Dasimah, 2008). Kelana Jaya is as a focal point to the local and visitor for daily activities such
dwelling, landmark, amenities, school, hypermarket and so on. The growth of development here
also forces the transportation network to easier the community to move from one area to
another area. There is the place of interest in Kelana Jaya:
Table 1.1 : Public Facilities Located within the Kelana Jaya Lines
Dwelling Condominium
Apartment
Link House
Detached (Bunglow)
Semi Detached
Government Quarters
School Sek. Keb. Kelana Jaya 1 & 2
Smart Readers
SJK (T) Seaport
Sek Men Keb Kelana Jaya
Landmarks Kompleks Kastam Malaysia
Bangunan Tabung Haji
Giant Hypermarket
Paradigm Mall
Kelana Mall
Amenities Bank
Shops,Public Services,Sport Complexs,Place
of Worsship,
Pertol Station.
Neighbouring Kg Tunku, Damansara Jaya, Sungai Way,
SEA Park, Taman Megah, Taman
Mayang,SS2.
9
2.0 Kelana Jaya Lines
The Kelana Jaya Line is one of the three rail transit lines operated by Rapid Rail network. The
Kelana Jaya Line was formerly known as PUTRA LRT, "PUTRA" standing for Projek
Usahasama Transit Ringan Automatik Sdn Bhd, the company which developed and operated it,
now owned by Syarikat Prasarana Negara Berhad (Prasarana). On 28 November 2011, the
Kelana Jaya Line and the Ampang Line were integrated with a single ticketing system, allowing
transfer at Masjid Jamek station without the need to buy a new ticket.
Figure 2.1: The Location of Kelana Jaya Lines
Figure 1.5 : Photo at Kelana Jaya LRT
10
Table 2.2: Kelana Jaya Operating Hours
(Sources : University Malaysia, 2010)
11
Figure 2.3: Kelana Jaya Line way
(Sources : Official Website of My Rapid)
12
Table 2.4: The Train Frequency in a day at Kelana Jaya
(Sources : Official Website of My Rapid)
13
Table 2.5: The Detailed Train Frequency in a day at Kelana Jaya
(Sources : University Malaysia, 2010)
14
This figure show the Kelana Jaya line. The station is from Kelana Jaya whis is KJ 24 until to
the last station as know a Gombak station KJ1.
Source: www.myrapid.com.my
15
This figure show the klang valley integrated rail system. Of this involves several station in the
klang valley area such as Ampang Line, Kelana Jaya Line, Monorail Line, Klia Transit, Klia
Express, KTM Komuter and also view of the bus area.
Source: www.wonderfulmalaysia.com
16
3.0 Kelana Jaya LRT station
Subang.The station is located besides the southbound carriageway on the Damansara-Puchong
Expressway (LDP) between exit 1108 and 1109, although there is an overhead crossing for
pedestrians to cross the highway. It is one of the 5 stations on the Kelana Jaya line located in
the city of Petaling JayaLocated nearby are the neighbourhoods of SS2, Kelana Jaya (SS4 and
SS5), and Taman Mayang (SS25). As the station is on a major expressway, it is well served by
bus connections that take passengers to the areas of PJ Utara, Tropicana, Subang Jaya, and
Sunway. It is also a local taxi hub
3.1 Train Service and Layout
The station is built in a similar design to most of the other above-ground stations on the Kelana
Jaya Line. The large roof over the platform level is reminiscent of traditional Malay kampung
architectural design. In addition to the main station, there is a side building that connects to the
platform level which houses more shops and connects to the pedestrian overhead bridge over
the Damansara-Puchong Expressway
Figure Train Service and Layout
17
Kelana Jaya LRT station is also a bus hub for the surrounding areas of Petaling Jaya. To serve
this purpose, there is a major bus stop located opposite the expressway on the northbound
carriageway, linked to the station by a pedestrian bridge. Buses depart from the station on the
southbound carriageway, but many buses drop their passengers at the bus stop as this avoids
congestion in the station bus terminal.
The Rapid KL routes radiating out from Kelana Jaya LRT station with connecting shuttles
Table: Buses depart from the station.

Route Origin Via Destination Connecting To
U43 Putrajaya Sentral Damansara-Puchong Expressway (LDP) - Bandar U88
Giant Hypermarket Kelana Jaya - Kelana Jaya Utama
LRT - Damansara Uptown - Terminal One
Utama - Bandar Utama - Hab Bas One Utama,
Central Park Avenue
U89 Kelana Jaya LRT Damansara-Puchong Expressway (LDP) - Section 11, U88
Sime Darby Specialist Centre Megah - Kolej 13, 5, 4 Kota
Damansara Utama (KDU) - Sprint Expressway Damansara
- Jalan SS 21/1 - Damansara Utama (Uptown) via Bandar
- Jalan SS 21/56 - Damansara-Puchong Utama
Expressway (LDP) - Persiaran Bandar Utama -
Lebuh Bandar Utama - Dataran Bandar Utama
- Central Park Avenue - Bandar Utama - 1
18
Utama Shopping Centre - Damansara-

Puchong Expressway (LDP) - Persiaran
Surian - IKEA Mutiara Damansara - Pelangi
Damansara - Dataran Sunway - Persiaran
Mahogani - Jalan Kenyalang 11/3 - Jalan
Sepah Puteri 5/1 - Jalan Camar - Jalan Camar
4/1 - Jalan Camar 4/5
T607 Kelana Jaya LRT Damansara-Puchong Expressway (LDP) - Ara Terminus
Jalan SS 7/26 - Jalan SS 7/17 - Jalan SS Damansara
7/17K - Tiara Kelana Condominium - Jalan SS
7/15 - Stadium MBPJ - MAS Training Centre -
Jalan SS 7/2 - Glenmarie - Jalan Lapangan
Terbang Subang - Puncak Sri Kelana
Condominium - rapidKL Headquarters - Jalan
PJU 1A/41 - Flat Taman Putra Damai - Jalan
PJU 1A/3 – Jalan PJU 1A/20 - Sri Meranti / Sri
Jati Apartment - Ara Damansara - Jalan PJU
1A/5
T622 Kelana Jaya LRT Damansara-Puchong Expressway (LDP) - Taman Terminus
Jalan SS 25/23 - Jalan SS 25/35 - Dataran Mayang Mas
Prima Condominium - Jalan Bukit Mayang
Mas - Persiaran Tropicana - Taman Mayang
Emas - Sek Keb Tropicana - Jalan Tropicana
Selatan - Sri Bayu Condominium - Jalan
Tropicana Selatan - Dataran Prima
Condominium - Jalan Bukit Mayang Mas -
Jalan SS 25/35 - Jalan SS 25/23 -
Damansara-Puchong Expressway (LDP) -
Kelana Jaya LRT
U623 Kelana Jaya LRT SMK Kelana Jaya - Damansara-Puchong Sunway U62, U63, U67,
Expressway (LDP) - Jalan PJS 7/8 - Jalan PJS Pyramid, U76, T523
7/13 - Sunway Pyramid - Jalan Subang Utama Subang
- Sekolah Sri KL - Sime Darby Medical Centre Parade
- Persiaran Kewajipan-Carrefour Subang Jaya, (loop)
Subang Parade, SS 19, Nanyang Siang Pau
T624 Kelana Jaya LRT Damansara-Puchong Expressway (LDP) - Section SS 7 T607
Jalan SS 7/26 - Kelana Putra Condominium - Kelana Jaya
Kelana Square - Jalan SS 7/19 - Tiara Kelana / Stadium
19
Condominium - Jalan SS 7/15 - Stadium MBPJ MBPJ

- MAS Training Centre - Masjid Jamek Kelana
Jaya - Jalan SS 7/13 - Kompleks Sukan MBPJ
- Damansara-Puchong Expressway (LDP) -
Kelana Jaya Post Office - Giant Hypermarket
Kelana Jaya - Kelana Jaya LRT
ii. Rapid Bus Service Route
U43: Putrajaya Sentral to Bandar Utama
Table 5: Rapid Bus (U43) Services Route

Source: Official Website of Rapid
20
Photo 6: Rapid Bus (U43) Services Route
T607: Stesen LRT Kelana Jaya to Ara Damansara
Photo 7: Rapid Bus (T607) Services Route Source: Official
21
22
T622: Stesen LRT Kelana Jaya to Taman Mayang Emas
Table 7: Rapid Bus (T622) Services Route
23
Photo 8: Rapid Bus (T622) Services Route
T623: Stesen LRT Kelana Jaya to Subang Parade
24
T624: Stesen LRT Kelana Jaya to Stadium MBPJ
25
Photo 9: Rapid Bus (T624) Services Route
26
U89: Stesen LRT Kelana Jaya to Kota Damansara
27
Photo 10: Rapid Bus (U89) Services Route
28
iii. Bus Operation Hours
Bus Operation Hours (Tempatan)
Table 10: Bus Operation Hours

Tempatan
Operating hour peak and off peak Weekdays Saturday Sunday & public
period holidays
First Bus 6.00 am 6.00 am 6.00 am
First Bus Peak 6.30 am 7.00 am 7.30 am
Last Bus 11.00 pm 11.00 pm 12.00pm
Bus Operation Hours (Utama)

Table 11: Bus Operation Hours
Utama
Operating hour peak Weekdays Saturday Sunday & public
and off peak period holidays
First Bus 6.00 am 6.00 am 6.00 am
First Bus Peak 6.30 am 7.00 am 7.30 am
Last Bus 11.30 pm 11.30 pm 11.30 pm
Schedules
Detailed schedules of bus services are not published, although headway information and
operating hours is publicly available.
Headway:
 City Shuttle:10 to 20 minutes
 Trunk Line: 15 to 30 minutes
 Local Shuttle: 15 to 30 minutes
 Express: 30 to 60 minutes
There are scheduled services that are not subject to the above headway
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3.2 Line and stations
The Kelana Jaya Line consists of a single line from Kelana Jaya to Gombak that primarily
serves the Petaling Jaya region to the south; southwest and central Kuala Lumpur, and Kuala
Lumpur City Centre to the centre; and various low density residential areas further north in
Kuala Lumpur. At 29 km in length, this line is the third longest fully automated driverless metro
system in the world, after the Sky Train in Greater Vancouver, Canada (68.7 km) and the Lille
Metro VAL in Lille, France (32 km).
Kelana Jaya Line's stations are given in a north-south direction, consists primarily of elevated
stops and a handful of underground and at-grade stations. Of a total of 24 stations, 16 are
elevated, and 5 stops between Pasar Seni and Ampang Park are underground. The only at-
grade station is Sri Rampai.
The stations, like those of the Ampang Line, are styled in several types of architectural designs.
Elevated stations, in most parts, were constructed in four major styles with distinctive roof
designs for specific portions of the line. The KL Sentral station, added later, features a design
more consistent with the Stesen Sentral station building. Underground stations, however, tend
to feature unique concourse layout and vestibules, and feature floor-to-ceiling platform screen
doors to prevent platform-to-track intrusions. 13 stations which (including two terminal stations
and the five subway stations) utillise a single island platform, while 11 others utilize two side
platforms. Stations with island platforms allow easy interchange between north-bound and
south-bound trains without requiring one to walk down/up to the concourse level.
Kelana Jaya Line stations were built to support disabled passengers, featuring elevators and
wheelchair lifts alongside escalators and stairways between various levels of the stations. The
stations in this line were also designed to have platform gaps smaller than 5 cm to allow easy
access for the disabled and wheelchair users.
They are able to achieve this with:

i. Tracks that are non-ballasted, lessening rail and train movements.
ii. Trains that have direct rubber suspension, lessening train body movements.
iii. Trains that do not rapidly run through stations.
iv. Stations that have straight platforms.
30
The stations are currently the only rapid transit stations in the Klang Valley designed to provide
a degree of accessibility for handicapped users. Kelana Jaya Line stations also feature a limited
number of closed-circuit security cameras for security purposes.
To accommodate the 13 new stations in 2012, station codes have been renamed from KJ1
through KJ37, with the current Kelana Jaya and Gombak terminus taking the KJ14 and KJ 37
codes respectively.
In 2002, the system carried its 150 millionth passenger, with an average of 160,000 passengers
riding the system daily. Today, it carries over 170,000 passengers a day and over 350,000 a
day during national events.
The new extension line project will see a 17km extension of the Kelana Jaya line between
Kelana Jaya station to Putra Heights in Puchong (13 new stations) and a 17.7km extension of
the Ampang line between Sri Petaling to Putra Heights with 13 new stations. Putra Heights will
be an interchange station connecting both lines, thus creating a rail loop. All stations will have
facilities such as lifts, escalators, public telephones, surau and toilets. The stations will also be
equipped with facilities for the physically disabled such as ramps, lifts, tactile, low ticket counters
and toilets.
3.3 Transportation Network
Subang. The station is located besides the southbound carriageway on the Damansara-
Puchong Expressway (LDP) between exit 1108 and 1109, although there is an overhead
crossing for pedestrians to cross the highway. Located nearby are the neighbourhoods of SS2,
Kelana Jaya (SS4 and SS5), and Taman Mayang (SS25).
31
4.0 Literature Review of PTAL
4.1 Measuring Public Transport Accessibility Levels Overview
Public Transport Accessibility Levels (PTALS) are a detailed and accurate measure of the
accessibility of a point to the public transport network, taking into account walk access time and
service availability. The method is essentially a way of measuring the density of the public
transport network at any location within Greater London. The current methodology was
developed in 1992, by the London Borough of Hammersmith and Fulham. The model has been
thoroughly reviewed and tested, and has been agreed by the London Borough-led PTAL
development group as the most appropriate for use across London.
Walk times are calculated from specified point(s) of interest to all public transport access points:
bus stops, rail stations, light rail stations, underground stations and Tramlink halts, within pre-
defined catchments. The PTAL then incorporates a measure of service frequency by calculating
an average waiting time based on the frequency of services at each public transport access
point. A reliability factor is added and the total access time is calculated. A measure known as
an Equivalent Doorstep Frequency (EDF) is then produced for each point. These are summed
for all routes within the catchment and the PTALs for the different modes (bus, rail, etc) are then
added to give a single value. The PTAL is categorized in 6 levels, 1 to 6 where 6 represents a
high level of accessibility and 1 a low level of accessibility. Levels 1 and 6 have been further
sub-divided into 2 sub-levels to provide greater clarity. The measure therefore reflects:
i. Walking time from the point-of interest to the public transport access points;
ii. The reliability of the service modes available;
iii. The number of services available within the catchment; and
iv. The level of service at the public transport access points - i.e. average waiting time. It
does not consider:
v. The speed or utility of accessible services;
vi. Crowding, including the ability to board services; or,
vii. Ease of interchange.
32
The PTAL methodology was developed for London where a dense integrated public transport
network means that nearly all destinations can be reached within a reasonable amount of time.
Research using the ATOS (Access to Opportunities and Services) methodology shows that
there is a strong correlation between PTALs and the time taken to reach key services – i.e. high
PTAL areas generally have good access to services and low PTAL areas have poor access to
services.
4.2 Components of the PTAL Method
The process can be broken down into a series of stages:
• Define the point of interest

• Calculate the walk access times from the Point of Interest (POI) to the service access points
(SAPs)
• Identify valid routes at each SAP and calculate average wait time
• For each valid route at the SAPs calculate the minimum total access time
• Convert total access times to the Equivalent Doorstop Frequencies - to compare the benefits
offered by routes at different distances,
• Sum all EDFs with a weighting factor in favour of the most dominant route for each mode
• PTALs are then determined using 6 banded levels.
4.3 Define the Points of Interest
The exact location of the point of interest may have a considerable bearing on the final PTAL
score. The proximity of local public transport services and the nature of the local walk network
will vary from point to point. If the PTAL is being calculated for a large development, for example
a new supermarket, a number of points may be required to reflect different PTALs across the
area.
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4.4 Calculate the walk access times
4.4.1 Public transport access points
There are approximately 12,000 public transport network stops or access points within Greater
London. Station locations are based on station entrances. Bus access points represent a pair or
group of bus stops. For instance where there is a stop either side of the road for each service
direction there would be one SAP. Similarly outside a rail station, where there may be two or
more stops, a single SAP is generally used to represent this cluster of stops.
4.4.2 Walk access times
Walk access times are measured from the POI to the SAPs using the Ordnance Survey‘s
representation of the road network - ITN (Integrated Transport Network). Distances between the
POI and the SAPs are converted to a measure of time using an assumed average walk speed
of 4.8 kph.
A number of parameters define the extent of the walk catchment area. For buses the maximum
walk time is defined as 8 minutes or a distance of 640 metres. For rail, underground and light
rail services the maximum walking time is defined as being 12 minutes or a walking distance of
960 metres. Any SAPs beyond these distances are rejected.
Table 4.1 summarises the walk speed, maximum walk distances and reliability factors used in
the calculations.
34
Table 4.1: Model Parameters
a. Identify Valid Routes
Routes are identified for each valid SAP:
• The routes depend on the time period chosen. Generally service frequency data is selected
from the morning peak period, specifically between 08.15 to 09.15;
• For each POI route information is only considered once. Where a route occurs twice or more -
because it serves more than one SAP within the POI catchment area - the SAP that is nearest
to the POI is used;
• Within each route (for example, the Victoria Underground line) different ‗run‘ patterns are
considered as separate entities with separate frequency patterns;
• At any SAP, routes will normally be bi-directional. In TfL‘s PTAL calculator it is the direction
with the highest frequency that is considered in the model;
• For train services only those routes with at least 2 stops within the Greater London boundary
(i.e. the origin stop and at least one other station) are considered. This is particularly significant
for POIs where the SAPS include London major termini stations.
35
Bus frequency data is derived from TfL‘s BusNet system. This is a comprehensive database
giving a global view of current bus and tram routes and their geographic routeings and services.
Service information is based on the contractual requirements agreed between the operators and
TfL and is therefore regarded as the most reliable data source available within TfL for
calculating PTALs. Timetables offer a range of bus time intervals and can give the impression
that higher frequency levels are possible. These times though are designed to reflect local road
and traffic conditions which can change from day to day.
Table 4.2 below shows how the Public Transport Accessibility Index is built up, for a point
served by 4 bus services and an Underground station. Note that the Northern Line branches
are treated as separate services.
Table 4. 2 PTAL calculation for a single point
36
b. Calculating Total Access Time
Total access time is made up of a combination of factors: combining the walk time from the
POI to the SAP and the time spent waiting at the SAP for the desired service to arrive.
Total Access Time = Walk Time + Average Waiting Time
4.4.3 Average Waiting Time
Waiting time is the average time between when a passenger arrives at a stop or station, and the
arrival of the desired service. In PTALs passengers are assumed to arrive at the SAP at
random.
For each selected route the scheduled waiting time (SWT) is calculated. This is estimated as
half the headway (i.e. the interval between services,) so SWT = 0.5 * (60/Frequency). Thus a 10
minute service frequency (6 buses per hour) would give an SWT of 5 - on average a passenger
would have to wait 5 minutes for a bus/train to appear.
To derive the Average Waiting Time, reliability factors are applied to the SWT according to the
mode of transport used. The regularity of buses, underground and rail services are affected by a
variety of factors, with bus services the worst affected. To allow for reliability additional wait
times assumed are 2 minutes for buses and 0.75 minutes for rail services.
c. Calculating Equivalent Doorstep Frequency
The access time is converted to an Equivalent Doorstep Frequency (EDF) where:
EDF = 30/Total Access Time (minutes)
This treats access time as a notional Average Waiting Time as though the route was available
at the "doorstep" of the selected POI.
37
d. Calculating the Accessibility Index for the POI
Summation of the EDF values gives the accessibility index. There are a number of additional
factors that should be considered:
i. Routes often travel in parallel for some distance so the range and frequency of
destinations are likely to be less than that suggested by the number of routes included in
the calculation.
ii. Travellers often have to change routes in order to reach the desired destination - this
can add significant delays to the journey
iii. Halving the EDF values for all but the most accessible or dominant route for each
transport mode compensates for these factors. Transport modes are divided into three
groups:
 Buses
 National Rail
 LUL – all LUL services together with DLR and Tramlink services
Thus for a single transport mode the AIs can be calculated using the following formula:
AImode = EDFmax + (0.5 * All other EDFs)
Calculating the overall accessibility index is a sum of the individual AIs over all modes:
AIpoi = Σ(AImode1 + AImode1 + AImode2 + AImode3 … AImode n ) PTALs
The final formula given above calculates the PTAI - the Public Transport Accessibility Index.
These indices can now be allocated to bands of Public Transport Accessibility Levels (PTALs)
where band 1 (1a and 1b) represents a low level of accessibility and 6 (6a and 6b) a high level.
The table below shows the relationship between PTAI scores and the final PTAL levels. A value
of 0 would indicate no access to the public transport network within the parameters given.
38
Table 4.3: Public Transport Accessibility Levels
5.0 Calculation Of PTAL
In measuring the Public Transportation Accessibility Level (PTAL) in selected area which
located in Kelana Jaya, Selangor, there are numbers of Point of Accessible (POA) and Point of
Interest (POI) for both mode of public transportation available in Kelana Jaya. Point of
Accessible (POA) for Rapid Light Rail Transit (LRT) in Kelana Jaya Line is located at the LRT
Kelana Jaya Station which becomes the central station for Kelana Jaya Line and the hub for
Rapid Bus around Kelana Jaya.
Table 5.1: POA and POI of LRT Kelana Jaya Station
Point of Accessible Point of Interest Distance (meter)

Light Rail Transit (LRT)
LRT Kelana Jaya Station Housing SS4 (1) 588
Commercial SS4 263
Housing SS4 (2) 274
Housing SS4 (3) 243
Housing SS4 (4) 367
Housing SS4 (5) 620
Housing SS4 (6) 430
Commercial SS2 697
Housing SS24 710
Commercial SS24 554
Kelana Jaya SS5 784
39
Taman Mayang 461

Commercial SS25 855
Housing SS25 974
Kampung Cempaka 762
Sunway Mas Commercial Centre 899
Commercial SS26 328
Housing SS26 599
Commercial SS25/26 89
Housing SS25/26 201
Rapid Bus Service
Jejantas LRT Kelana Jaya Station Mayang Court 284
Commercial SS 26 60
Housing SS 26 90
SRJK Taman Megah 297
LRT Kelana Jaya 156
Housing SS 4 229
Kelana Jaya Medical Centre Taman Megah Mas Apartment 240
Sek Ren Kelana Jaya 77
Sek Men Kelana Jaya 168
Kelana Jaya D‘Putera 350
Kelana Jaya D‘Puteri 190
Kelana Jaya Medical Centre 58
Jalan SS 2/3 Intersection Housing SS 24 108
Commercial SS24 200
Syabas 70
Badminton & Futsal Hall 255
Housing SS 2 230
Commercial SS 2 130
CIMB Taman Megah Badminton & Futsal Hall 248
Commercial SS 24 90
Housing SS 22 276
Commercial SS 22 207
Commercial SS 23 241
Syabas 249
40
Table 5.2: PTAL Index Table for Light Rail Transit (LRT) Kelana Jaya Station (Weekdays)
LRT (Kelana Jaya) - Weekday

POI Distance Walk Access Frequency Scheduled Reliability Average Weight Total Access EDF Access
Time Wait Time Factor Wait Time Time Index
Housing SS4 (1) 588 7.35 5.7 5.26315789 0.75 6.01315789 1 13.36315789 2.244978 2.24
Commercial SS4 263 3.2875 5.7 5.26315789 0.75 6.01315789 0.5 9.300657895 3.225578 1.61
Housing SS4 (2) 274 3.425 5.7 5.26315789 0.75 6.01315789 0.5 9.438157895 3.178586 1.59
Housing SS4 (3) 243 3.0375 5.7 5.26315789 0.75 6.01315789 0.5 9.050657895 3.314676 1.66
Housing SS4 (4) 367 4.5875 5.7 5.26315789 0.75 6.01315789 0.5 10.60065789 2.830013 1.42
Housing SS4 (5) 620 7.75 5.7 5.26315789 0.75 6.01315789 0.5 13.76315789 2.179732 1.09
Housing SS4 (6) 430 5.375 5.7 5.26315789 0.75 6.01315789 0.5 11.38815789 2.634315 1.32
Commercial SS2 697 8.7125 5.7 5.26315789 0.75 6.01315789 0.5 14.72565789 2.03726 1.02
Housing SS24 710 8.875 5.7 5.26315789 0.75 6.01315789 0.5 14.88815789 2.015024 1.01
Commercial SS24 554 6.925 5.7 5.26315789 0.75 6.01315789 0.5 12.93815789 2.318723 1.16
Kelana Jaya SS5 784 9.8 5.7 5.26315789 0.75 6.01315789 0.5 15.81315789 1.897154 0.95
Taman Mayang 461 5.7625 5.7 5.26315789 0.75 6.01315789 0.5 11.77565789 2.547628 1.27
Commercial SS25 855 10.6875 5.7 5.26315789 0.75 6.01315789 0.5 16.70065789 1.796336 0.90
Housing SS25 974 12.175 5.7 5.26315789 0.75 6.01315789 0.5 18.18815789 1.649425 0.82
Kampung Cempaka 762 9.525 5.7 5.26315789 0.75 6.01315789 0.5 15.53815789 1.930731 0.97
Sunway Mas 899 11.2375 5.7 5.26315789 0.75 6.01315789 0.5 17.25065789 1.739064 0.87
Commercial Centre
Commercial SS26 328 4.1 5.7 5.26315789 0.75 6.01315789 0.5 10.11315789 2.966432 1.48
Housing SS26 599 7.4875 5.7 5.26315789 0.75 6.01315789 0.5 13.50065789 2.966432 1.11
Commercial SS25/26 89 1.1125 5.7 5.26315789 0.75 6.01315789 0.5 7.125657895 4.210138 2.11
Housing SS25/26 201 2.5125 5.7 5.26315789 0.75 6.01315789 0.5 8.525657895 3.51879 1.76
TOTAL 26.35
0
Table 5.3: PTAL Index Table for Light Rail Transit (LRT) Kelana Jaya Station (Weekend)
LRT (Kelana Jaya) - Weekday
POI Distance Walk Access Frequency Scheduled Reliability Average Wait Weight Total Access EDF Access
Time Wait Time Factor Time Time Index
Housing SS4 (1) 588 7.35 6.1 4.918033 0.75 5.668033 1 13.01803 2.304496 2.30
Commercial SS4 263 3.2875 6.1 4.918033 0.75 5.668033 0.5 8.955533 3.349884 1.67
Housing SS4 (2) 274 3.425 6.1 4.918033 0.75 5.668033 0.5 9.093033 3.299229 1.65
Housing SS4 (3) 243 3.0375 6.1 4.918033 0.75 5.668033 0.5 8.705533 3.446084 1.76
Housing SS4 (4) 367 4.5875 6.1 4.918033 0.75 5.668033 0.5 10.25553 2.830013 1.46
Housing SS4 (5) 620 7.75 6.1 4.918033 0.75 5.668033 0.5 13.41803 2.179732 1.12
Housing SS4 (6) 430 5.375 6.1 4.918033 0.75 5.668033 0.5 11.04303 2.634315 1.36
Commercial SS2 697 8.7125 6.1 4.918033 0.75 5.668033 0.5 14.38053 2.03726 1.04
Housing SS24 710 8.875 6.1 4.918033 0.75 5.668033 0.5 14.54303 2.015024 1.03
Commercial SS24 554 6.925 6.1 4.918033 0.75 5.668033 0.5 12.59303 2.318723 1.19
Kelana Jaya SS5 784 9.8 6.1 4.918033 0.75 5.668033 0.5 15.46803 1.897154 0.97
Taman Mayang 461 5.7625 6.1 4.918033 0.75 5.668033 0.5 11.43053 2.547628 1.31
Commercial SS25 855 10.6875 6.1 4.918033 0.75 5.668033 0.5 16.35553 1.796336 0.92
Housing SS25 974 12.175 6.1 4.918033 0.75 5.668033 0.5 17.84303 1.649425 0.84
Kampung Cempaka 762 9.525 6.1 4.918033 0.75 5.668033 0.5 15.19303 1.930731 0.99
Sunway Mas 899 11.2375 6.1 4.918033 0.75 5.668033 0.5 16.90553 1.739064 0.89
Commercial Centre
Commercial SS26 328 4.1 6.1 4.918033 0.75 5.668033 0.5 9.768033 2.966432 1.54
Housing SS26 599 7.4875 6.1 4.918033 0.75 5.668033 0.5 13.15553 2.966432 1.14
Commercial SS25/26 89 1.1125 6.1 4.918033 0.75 5.668033 0.5 6.780533 4.210138 2.21
Housing SS25/26 201 2.5125 6.1 4.918033 0.75 5.668033 0.5 8.180533 3.51879 1.83
TOTAL 27.19
1
Table 5.4: PTAL Index For Rapid Bus Service (Kelana Jaya Medical Centre)
Bus (Kelana Jaya Medical Centre)
Land Service Distance Walk Frequency Scheduled Reliability Average Weight Total Access EDF Access
use/Location No (POI) access wait time factor Weight Time index
time Time
T622 240 3 52 0.5769231 2 2.57692 1 5.576923077 5.37931 5.3793
taman Megah
T624 240 3 39 0.7692308 2 2.76923 0.5 5.769230769 5.2 2.6
Mas Apartment
T623 240 3 36 0.8333333 2 2.83333 0.5 5.833333333 5.142857 2.5714
T622 77 0.9625 52 0.5769231 2 2.57692 0.5 3.539423077 8.475958 4.238
Sek Ren Kelana
T624 77 0.9625 39 0.7692308 2 2.76923 0.5 3.731730769 8.039165 4.0196
Jaya
T623 77 0.9625 36 0.8333333 2 2.83333 0.5 3.795833333 7.903403 3.9517
T622 168 2.1 52 0.5769231 2 2.57692 0.5 4.676923077 6.414474 3.2072
Sek Men Kelana
T624 168 2.1 39 0.7692308 2 2.76923 0.5 4.869230769 6.161137 3.0806
Jaya
T623 168 2.1 36 0.8333333 2 2.83333 0.5 4.933333333 6.081081 3.0405
T622 350 4.375 52 0.5769231 2 2.57692 0.5 6.951923077 4.315353 2.1577
Kelana Jaya D'
T624 350 4.375 39 0.7692308 2 2.76923 0.5 7.144230769 4.199192 2.0996
Putra
T623 350 4.375 36 0.8333333 2 2.83333 0.5 7.208333333 4.16185 2.0809
T622 190 2.375 52 0.5769231 2 2.57692 0.5 4.951923077 6.058252 3.0291
Kelana Jaya
T624 190 2.375 39 0.7692308 2 2.76923 0.5 5.144230769 5.831776 2.9159
D'Puteri
T623 190 2.375 36 0.8333333 2 2.83333 0.5 5.208333333 5.76 2.88
T622 58 0.725 52 0.5769231 2 2.57692 0.5 3.301923077 9.085614 4.5428
Kelana Jaya
T624 58 0.725 39 0.7692308 2 2.76923 0.5 3.494230769 8.585581 4.2928
Medical Cntre
T623 58 0.725 36 0.8333333 2 2.83333 0.5 3.558333333 8.430913 4.2155
TOTAL 60.303
2
Table 5.5: PTAL Index For Rapid Bus Service (Jejantas Stesen LRT Kelana Jaya )
Bus ( Jejantas Stesen LRT Kelana Jaya )
time Time
T622 284 0.7 56 0.5357143 2 2.53571 1 3.235714286 9.271523 9.2715
Mayang Court T624 284 0.5375 43 0.6976744 2 2.69767 0.5 3.235174419 9.27307 4.6365
T623 284 0.5375 47 0.6382979 2 2.6383 0.5 3.175797872 9.446445 4.7232
T622 60 0.75 56 0.5357143 2 2.53571 0.5 3.285714286 9.130435 4.5652
Commercial SS
T624 60 0.75 43 0.6976744 2 2.69767 0.5 3.447674419 8.701518 4.3508
26
T623 60 0.75 47 0.6382979 2 2.6383 0.5 3.388297872 8.854003 4.427
T622 90 1.125 56 0.5357143 2 2.53571 0.5 3.660714286 8.195122 4.0976
Residential SS
T624 90 1.125 43 0.6976744 2 2.69767 0.5 3.822674419 7.847909 3.924
26
T623 90 1.125 47 0.6382979 2 2.6383 0.5 3.763297872 7.971731 3.9859
T622 297 3.7125 56 0.5357143 2 2.53571 0.5 6.248214286 4.801372 2.4007
SRJK Taman
T624 297 3.7125 43 0.6976744 2 2.69767 0.5 6.410174419 4.68006 2.34
Megah
T623 297 3.7125 47 0.6382979 2 2.6383 0.5 6.350797872 4.723816 2.3619
T622 156 1.95 56 0.5357143 2 2.53571 0.5 4.485714286 6.687898 3.3439
LRT Kelana Jaya T624 156 1.95 43 0.6976744 2 2.69767 0.5 4.647674419 6.454841 3.2274
T623 156 1.95 47 0.6382979 2 2.6383 0.5 4.588297872 6.538372 3.2692
T622 229 2.8625 56 0.5357143 2 2.53571 0.5 5.398214286 5.557393 2.7787
Residential SS 4 T624 229 2.8625 43 0.6976744 2 2.69767 0.5 5.560174419 5.395514 2.6978
T623 229 2.8625 47 0.6382979 2 2.6383 0.5 5.500797872 5.453754 2.7269
TOTAL 69.128
3
Table 5.6: PTAL Index For Rapid Bus Service (Simpang jalan SS 2/3)
Bus (Simpang Jalan SS 2/3)
time Time
U 89 108 1.35 37 0.8108108 2 2.81081 1 4.160810811 7.210133 7.2101
Residential SS T607 108 1.35 43 0.6976744 2 2.69767 0.5 4.047674419 7.411663 3.7058
24 T 622 108 1.35 44 0.6818182 2 2.68182 0.5 4.031818182 7.440812 3.7204
U 43 108 1.35 52 0.5769231 2 2.57692 0.5 3.926923077 7.639569 3.8198
U 89 200 2.5 37 0.8108108 2 2.81081 0.5 5.310810811 5.648855 2.8244
Commercial SS T607 200 2.5 43 0.6976744 2 2.69767 0.5 5.197674419 5.771812 2.8859
24 T 622 200 2.5 44 0.6818182 2 2.68182 0.5 5.181818182 5.789474 2.8947
U 43 200 2.5 52 0.5769231 2 2.57692 0.5 5.076923077 5.909091 2.9545
U 89 70 0.875 37 0.8108108 2 2.81081 0.5 3.685810811 8.139322 4.0697
T607 70 0.875 43 0.6976744 2 2.69767 0.5 3.572674419 8.397071 4.1985
Syabas
T 622 70 0.875 44 0.6818182 2 2.68182 0.5 3.556818182 8.434505 4.2173
U 43 70 0.875 52 0.5769231 2 2.57692 0.5 3.451923077 8.690808 4.3454
U 89 255 3.1875 37 0.8108108 2 2.81081 0.5 5.998310811 5.001408 2.5007
Badminton & T607 255 3.1875 43 0.6976744 2 2.69767 0.5 5.885174419 5.097555 2.5488
Futsal Hall T 622 255 3.1875 44 0.6818182 2 2.68182 0.5 5.869318182 5.111326 2.5557
U 43 255 3.1875 52 0.5769231 2 2.57692 0.5 5.764423077 5.204337 2.6022
U 89 230 2.875 37 0.8108108 2 2.81081 0.5 5.685810811 5.276292 2.6381
T607 230 2.875 43 0.6976744 2 2.69767 0.5 5.572674419 5.383412 2.6917
Residential SS 2
T 622 230 2.875 44 0.6818182 2 2.68182 0.5 5.556818182 5.398773 2.6994
U 43 230 2.875 52 0.5769231 2 2.57692 0.5 5.451923077 5.502646 2.7513
U 89 130 1.625 37 0.8108108 2 2.81081 0.5 4.435810811 6.763138 3.3816
Commercial SS T607 130 1.625 43 0.6976744 2 2.69767 0.5 4.322674419 6.940148 3.4701
2 T 622 130 1.625 44 0.6818182 2 2.68182 0.5 4.306818182 6.965699 3.4828
U 43 130 1.625 52 0.5769231 2 2.57692 0.5 4.201923077 7.139588 3.5698
TOTAL 81.739
4
Table 5.7: PTAL Index For Rapid Bus Service (CIMB Taman Megah)
Bus (CIMB Taman Megah)
time Time
Badminton & U 43 248 0.375 30 1 2 3 1 3.375 8.888889 8.8889
Futsal Hall U89 248 0.375 30 1 2 3 0.5 3.375 8.888889 4.4444
Commercial SS U 43 90 1.125 30 1 2 3 0.5 4.125 7.272727 3.6364
24 U89 90 1.125 30 1 2 3 0.5 4.125 7.272727 3.6364
Residential U 43 276 3.45 30 1 2 3 0.5 6.45 4.651163 2.3256
Section 22 U89 276 3.45 30 1 2 3 0.5 6.45 4.651163 2.3256
Commercial U 43 207 2.5875 30 1 2 3 0.5 5.5875 5.369128 2.6846
Section 22 U89 207 2.5875 30 1 2 3 0.5 5.5875 5.369128 2.6846
Commercial SS U 43 241 3.0125 30 1 2 3 0.5 6.0125 4.989605 2.4948
23 U89 241 3.0125 30 1 2 3 0.5 6.0125 4.989605 2.4948
U 43 249 3.1125 30 1 2 3 0.5 6.1125 4.907975 2.454
Syabas
U89 249 3.1125 30 1 2 3 0.5 6.1125 4.907975 2.454
TOTAL 40.524
So,PTAL Kelana Jaya can be determine by formula of average as shown below:
(40.52+60.30+69.05+81.74) = 62.90
4
5
Table 5.8: PTAL Index Table for Public Transportation in Kelana Jaya
PTAL GRADE GRADE RANGE OF INDEX POA INDEX POA RANKING
1a Very Poor 0.01-2.50
1b Very Poor 2.51-5.00
2 Poor 5.01-10.00
3 Moderate 10.01-15.00
4 Good 15.01-20.00
5 Very Good 20.01-25.00
6a Excellent 25.01-40.00 26.77 LRT Kelana Jaya Station
6b Excellent 40.01+ 40.52 CIMB Taman Megah

60.30 Kelana Jaya Medical Centre
69.05 Jejantas LRT Kelana Jaya
81.74 Simpang Jalan SS 2/3
Thus, total PTAL of public Transportation in area of Kelana Jaya is determine by adding both min from LRT service and Rapid Bus Service as
shown below:
MIN of LRT Service + MIN of Rapid Bus Service= Total PTAL

26.7+62.90= 89.67
6
6.0 Conclusion
Conclusively, based on the study of Public Transportation Accessibility Level (PTAL) in Kelana
Jaya, Selangor, it can be seen that this method is suitable to be used to measure the
accessibility level of public transport in study area (Kelana Jaya) which can help the public or
stakeholder to identify the level of public transport accessibility around their area. Thus, the
PTAL can be described as the suitable approach that can be used to measure the accessibility
of an area.
Through the study, it can be seen that the level of accessibility is high at the LRT Kelana Jaya
Station and slowly the level of accessibility is degrading as it getting further from the station.
This can be assumed that as the Kelana Jaya Station has become the hub for LRT services and
public bus services which allow more accessibility to the people who live near the station. This
accessibility of Kelana Jaya Station also has been supported by other bus stop that provide
feeder bus services to the people of Kelana Jaya who travel from their places to the Kelana
Jaya Station and other places which indirectly indicate the level of accessibility of Kelana Jaya.

Urban Transportation - Analysis For Public Transport Accessibility in Kelana Jaya LRT

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UDM717: URBAN TRANSPORTATION: ANALYSIS FOR PUBLIC TRANSPORT IN KELANA JAYA

ANALYSIS FOR PUBLIC TRANSPORT ACCESSIBILITY IN

URBAN TRANSPORTATION (UDM 717)

MSC. IN URBAN DEVELOPMENT AND MANAGEMENT

ANWAR BIN SURAN 2012977513

WAN ZULAZILAWATY BT WAN JUSOH 2012342901

NURHANINI BT MAT RUSOK 2012543437

NUR FAHIMAH BT MOHD FAUDZI 2012740527

NATASHA BT MOHAMAD YATIM 2012994561

SHAIZATUL FAISHA BT SAARI 2012691906

ASSOC. PROF AHMAD SUHAIMI BIN ISMAIL

2.0 Kelana Jaya Lines 10

3.0 Kelana Jaya LRT station 17

4.0 PTAL Literature Review 32

5.0 Calculation of PTAL 39

1.1 Public Transport Accessibility Level (PTAL)

The measure therefore reflects:

1.2 Site Study Background: Kelana Jaya

Figure 1.3 :The Development Of Petaling Jaya

1.3 Site Local Authority : Majlis Bandaraya Petaling Jaya (MBPJ)

1.4 Land Used In Kelana Jaya

2.0 Kelana Jaya Lines

Figure 2.1: The Location of Kelana Jaya Lines

Figure 1.5 : Photo at Kelana Jaya LRT

Table 2.2: Kelana Jaya Operating Hours

(Sources : University Malaysia, 2010)

Figure 2.3: Kelana Jaya Line way

(Sources : Official Website of My Rapid)

Table 2.4: The Train Frequency in a day at Kelana Jaya

(Sources : Official Website of My Rapid)

Table 2.5: The Detailed Train Frequency in a day at Kelana Jaya

(Sources : University Malaysia, 2010)

3.0 Kelana Jaya LRT station

3.1 Train Service and Layout

Figure Train Service and Layout

Table: Buses depart from the station.

Utama Shopping Centre - Damansara-

Condominium - Jalan SS 7/15 - Stadium MBPJ MBPJ

ii. Rapid Bus Service Route

U43: Putrajaya Sentral to Bandar Utama

Table 5: Rapid Bus (U43) Services Route

Photo 6: Rapid Bus (U43) Services Route

Source: Official Website of Rapid

T607: Stesen LRT Kelana Jaya to Ara Damansara

Photo 7: Rapid Bus (T607) Services Route Source: Official

Source: Official Website of Rapid

Table 6: Rapid Bus (U607) Services Route

Source: Official Website of Rapid

T622: Stesen LRT Kelana Jaya to Taman Mayang Emas

Table 7: Rapid Bus (T622) Services Route

Source: Official Website of Rapid

Photo 8: Rapid Bus (T622) Services Route

T623: Stesen LRT Kelana Jaya to Subang Parade

Table 7: Rapid Bus (T622) Services Route

Source: Official Website of Rapid

T624: Stesen LRT Kelana Jaya to Stadium MBPJ

Table 8: Rapid Bus (T624) Services Route

Source: Official Website of Rapid

Photo 9: Rapid Bus (T624) Services Route

Source: Official Website of Rapid

U89: Stesen LRT Kelana Jaya to Kota Damansara

Table 9: Rapid Bus (U89) Services Route

Source: Official Website of Rapid