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Delineating Catchment Areas of Selected KTM Komuter Stations in the Kuala Lumpur Conurbation Using a GIS-Based Approach

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Delineating Catchment Areas of Selected KTM Komuter Stations in the Kuala Lumpur Conurbation Using a GIS-Based Approach Delineating Catchment Areas of Selected KTM Komuter Stations in the Kuala Lumpur Conurbation Using a GIS-Based Approach Norlida Abdul Hamid Department of Transport, Logistics and Operations Management, Faculty of Business Downloaded from http://meridian.allenpress.com/awg/article-pdf/13/2/108/2359163/arwg_13_2_g240w6g8ww015711.pdf by guest on 26 September 2021 Management, Universiti Teknologi MARA, Malaysia Park-and-ride schemes are an important compo- dologie et de ses résultats pour une région de la nent of the public transportation systems of conurbation de Kuala Lumpur. many cities. An analysis delineating the catch- ment areas of rail-based park-and-ride stations Mots clés : parkings-relais, délimitation, aire is thus important in providing a better under- d’influence, conurbation, SIG, Kuala Lumpur, standing of these schemes. Geographic informa- Malaisie tion systems (GIS) technology is applied in order to delineate the catchment areas and calculate Introduction the access distances of the respective stations. The methodology includes carrying out a ques- Access to Kuala Lumpur’s central area was tionnaire interview at the park-and-ride sites via once dominated by cars, motorcycles, and random sampling. With information on the buses in mixed traffic (Barter 2004). Rapid origins of park-and-ride users and using MapInfo and ArcView GIS 3.2, the catchment motorization, however, has led to congestion, areas of the respective stations were then delin- and this has affected usage of public transpor- eated. The paper provides a detailed description tation services (Mohamad and Kiggundu of the methodology and the output in a GIS envi- 2007). This scenario in turn affects the acces- ronment for the Kuala Lumpur conurbation. sibility of the city centre. Some years ago, the Kuala Lumpur conurbation experienced an Key words: park-and-ride, delineation, catch- average weekday traffic speed of 15 km/hr or ment, conurbation, GIS, Kuala Lumpur, less (Gwilliam 2003). The modal share of Malaysia public transportation services was 34.3 % in 1985 but declined to 19.7 % in 1995 and to Les projets de parkings-relais sont une compo- 16 % in 2003 (BinaFikir 2005). The modal sante essentielle des systèmes de transport public dans de nombreuses villes. Une analyse share of public transportation services for the délimitant les aires d’influence des gares ferro- Kuala Lumpur conurbation now stands at a viaires disposant d’un parking-relais est donc un mere 12 % (Arukesamy 2010). In an effort to instrument important pour mieux saisir ces reduce the impact of heavy traffic on the main initiatives. Un Système d’Information routes into the city centre, the government Géographique (SIG) a été utilisé pour délimiter proposed the development of the first park- ces aires et pour calculer les distances d’accès and-ride facility in the suburbs of the city, to aux différentes gares. La méthodologie consis- be located at the Shah Alam commuter rail tait en une enquête avec questionnaire par station (KTMB 1996). This project was follo- sondage aléatoire dans des sites de parkings- wed by the development of other park-and- relais . En utilisant MapInfo et ArcView GIS 3.2 ride facilities on the commuter railway pour traiter les données sur les origines des utilisateurs des parkings-relais, les aires des network. The provision of these facilities is différentes gares ont été délimitées. Cet article also due to the government’s efforts to further fournit une description détaillée de cette métho- encourage use of public transportation for The Arab World Geographer/Le Géographe du monde arabe Vol 13, No 2 (2010) 108–125 © 2010 by AWG Publishing, Toronto, Canada Delineating Catchment Areas of Selected KTM Komuter Stations 109 trips to the city centre. Increased use of public users (Farhan 2005). This can be done transportation is indeed a potentially effective through a licence-plate survey to identify the way to overcome automobile dependency and shapes and sizes of the catchment areas of is likely to contribute to more sustainable particular park-and-ride facilities and then to urban areas (Newman and Kenworthy 1989). estimate users’ travel time and distance to Relatively low-density areas, however, are not these facilities (Farhan 2005). well suited to the provision of public transpor- Geographic information systems (GIS) tation services, since there is not sufficient have been in use since the 1960s (Heywood et travel demand to support fixed-route services. al. 2002) and are known for their capabilities Downloaded from http://meridian.allenpress.com/awg/article-pdf/13/2/108/2359163/arwg_13_2_g240w6g8ww015711.pdf by guest on 26 September 2021 A more appropriate solution is to provide in representing, creating, analyzing, manipu- park-and-ride facilities to extend public trans- lating, storing, and representing spatial data portation services to those low-density areas. (Foote 2005; Gupta et al. 2003; Hanson Park-and-ride users can then begin their jour- 1995). Other detailed studies that have used ney from these areas in private vehicles, park GIS in delineating the catchment areas of their vehicles at the nearest park-and-ride faci- park-and-ride facilities are those of Farhan lity, and then continue their journey to the city and Murray (2005), Horner and Grubesic centre by rail. Elsewhere in the world, the use (2001), Faghri et al. (2001), and Francis of park-and-ride facilities has proved effective (1999). Farhan and Murray developed a GIS- in reducing congestion (Bolger et al. 1992; based approach to support park-and-ride Niblett and Palmer 1993). In East Asia, Lam et market-area assessment that simultaneously al. (2001) identified park-and-ride as a viable considered accessibility and users’ direction strategy for managing travel demand for the of travel. Foote (2005), Horner and Grubesic city of Hong Kong. (2001), and Francis (1999), on the other hand, For a park-and-ride scheme to be effec- applied a flexible GIS-based methodology to tive, appropriate planning of station locations delineate market areas or commutersheds for is important in encouraging users to park their park-and-ride facilities along passenger rail vehicles at the stations and switch to public lines. Faghri et al. (2001) applied GIS to transportation for the remainder of their trip. determine the optimal location for park-and- For this to take place, one important step in ride facilities. This paper elaborates on the the planning process is to identify associated delineation of the catchment areas of three park-and-ride market-area boundaries main rail park-and-ride stations within the (Turnbull 1995). A market area is also known Kuala Lumpur conurbation using data on the as a study, service, catchment, or commuter- present park-and-ride users of these three shed area and is defined as the geographic stations. area from which users of a park-and-ride faci- lity are likely to come (Bolger et al. 1992). Spatial Characteristics The process of delineating the catchment area is important because through this process it is Srinivasan (2002) highlights the inclusion of possible to explain the spatial and socio- spatial characteristics as a significant compo- economic characteristics of potential users in nent in predicting mode choice. Spatial policy the market area and their related travel plays an important part in tackling the issue of characteristics (Bowler et al. 1986). Such mobility (Meurs and Haaijer 2001). It is a information enables planners to predict the fundamental assumption that the ability of a potential demand for the park-and-ride facili- traveller to make his or her trip from point of ties and to better plan for an integrated system origin (home-based or non-home-based) to (Farhan and Murray 2005). One approach to point of destination (workplace, shopping, identifying a station’s catchment area is to etc.) for specific purpose(s), within a reaso- obtain data on the locations of park-and-ride nable time frame and budget, will in most The Arab World Geographer/Le Géographe du monde arabe 13, no 2 (2010) 110 Norlida Abdul Hamid cases depend on the availability of an affor- observed that the distance driven to the faci- dable, integrated transportation system that lity tended to increase with the facility’s minimizes disutility in terms of time and cost distance from the city centre, but no direct factors within minimal spatial constraints. relationship could be found. More than 50 % “Spatial constraints” here refers to the loca- of respondents using the facility came from tion of the individual vis-à-vis opportunities, within 3 km. Pickett et al. (1986), however, as defined by Hanson (1982), while Maat and found that many people in the area of the Tyne Arentze (2003) use the term “spatial context” and Wear Metro (in north-eastern England) to refer to the physical distribution of travelled a considerable distance by car Downloaded from http://meridian.allenpress.com/awg/article-pdf/13/2/108/2359163/arwg_13_2_g240w6g8ww015711.pdf by guest on 26 September 2021 housing, shops, facilities, and employment. before transferring to the Metro, and that With reference to the above, the physical station catchment areas extended well outside distribution of the transportation facility, the county boundary. This was especially so namely the station, with respect to the loca- for one facility that had good road access tion/origin of the user needs further analysis. from the north. Faghri et al. (2001), on the This further analysis relates to delineating the other hand, emphasize that 50 % of the catchment area of the park-and-ride station demand for park-and-ride facilities in New via the application of GIS. Castle County, Delaware, comes from within With respect to the use of park-and-ride an 8 km catchment area and that another 35 % facilities, the factor of access distance (to the of users are located within a parabola that facility) should not be underestimated.
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