Delineating Catchment Areas of Selected KTM Komuter Stations in the 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,

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 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. The extends 16 km upstream from the lot, with a average distance of all trips to and from a long chord measuring 16–19 km. They particular transit station is an indication of the further note the findings of another study, size of the area that the station serves (Korf which found that approximately 90 % of all and Demetsky 1981). Bolger et al. (1992) park-and-ride users drive less than 16 km to stress that catchment areas are defined by a the facility. In a 1981 study in California, commutershed concept and vary in size and Korf and Demetsky noted that for Bay Area shape depending on station spacing and the (BART) stations, the average road network in the immediate vicinity of a access travel distance ranges from 2.4 to station. Apparicio et al. (2003) explicitly 6.1 km. Similarly, Foote (2005) found that stress the need for social science researchers most park-and-ride users of the commuter rail and policy analysts to integrate geography Chicago Transit Authority (CTA) travel an and distance into their related studies. average distance of 16 km before reaching Emphasizing the need to use GIS not only as a their station. Foote also notes that respon- mapping tool but also as a means of perfor- dents were more likely to use the CTA park- ming spatial analysis, their study highlights and-ride lot from the more distant suburbs if the trade-off, in terms of appropriateness their ZIP code was adjacent to one of the and cost, between using simple distance major expressways. measures and using network-based measures. The average access distance factor that Apparicio et al. further point out that distance determines patrons’ willingness to travel to (and space) should not be of secondary inter- the station is indeed important in the long est in research, treated as a control variable term, since this also determines the patronage only; rather, distance should be treated as the level of the rail system; it is especially impor- object of analysis. tant for the development of new stations. The study undertaken by the West Relying extensively on a GIS to apply the Midlands Passenger Transport Executive catchment boundaries around each station (CENTRO) in the United Kingdom (Smith and cross-reference to town planning, social, 1993) found that the average access distance and economic characteristics, Simon (2003) for its park-and-ride users was 4.4 km; it was undertook a study of five stations on the Perth

The Arab World Geographer/Le Géographe du monde arabe 13, no 2 (2010) Delineating Catchment Areas of Selected KTM Komuter Stations 111

Metropolitan suburban rail network in that for the commuter rail services, the loca- Western Australia. The study was aimed at tion of successful lots ranges from 16 km to gauging the distance patrons are prepared to 23 km from the city centre. Other factors are travel by all modes to various rail stations parking capacity, predominant land-use from a mix of different residential housing pattern of the lot’s catchment area (in terms of areas (distance access at the home end). income level and residential density), predo- Simon found that among both park-and-ride minant land-use pattern of the immediate and kiss-and-ride patrons of the rail system, surrounding area of the lot, level of amenities

5.3 % of respondents who travelled to the provided at station, parking charges, and Downloaded from http://meridian.allenpress.com/awg/article-pdf/13/2/108/2359163/arwg_13_2_g240w6g8ww015711.pdf by guest on 26 September 2021 stations originated from residences within frequency of transit service to the lot. The 1 km and 11.5 % from a range of 1–2 km, survey also concluded lots served only by while a relatively high 48.5 % of all respon- light rail are located, on average, about dents who arrived at the five stations studied 7 miles (11 km) from the CBD and about travelled more than 5 km to reach the station. 11 miles (18 km) from the outer edge of the This study concludes that the spatial factor of developed metropolitan area. access distance is an important attribute that On a similar note, O’Flaherty (1997) influences the effectiveness of the park-and- stresses that the most common locational ride scheme in terms of station accessibility. mistake associated with both rail- and bus- Simon (2003) further concludes that, to some based park-and-ride facilities is siting the extent, the user catchment area for the subur- interchange too close to the central area. ban rail network extends to a 5 km radius Generally, the closer the interchange is to the from the station. town centre, the greater the catchment area With respect to rail-based park-and-ride from which it can draw; if it is too close to the schemes, Smith (1993), Bolger et al. (1992), town centre, however, there is a disadvantage Niblett and Palmer (1993), and O’Flaherty to motorists in diverting from the main route (1997) all stress that in addition to the general and switching to bus or rail, unless there is a variables that influence the use of park-and- major congestion point further in that can be ride facilities, the spatial factor is another bypassed easily by using public transporta- important variable that needs particular atten- tion. The importance of locating the park- tion. Distance has long been a major compo- and-ride facility no less than 5–6 km from the nent of the concept of accessibility (Weber downtown core, except in cases where there 2003). Smith (1993) notes that a survey of is a natural or man-made geographic barrier, users of the most heavily used park-and-ride is one of the conclusions drawn by Bolger et facilities in the West Midlands by CENTRO al. (1992) in planning and designing park- concluded that future successful local park- and-ride facilities for the light-rail transit and-ride sites should not only be 5 km or more (LRT) system in Calgary, Alberta. The goal is from the city centre but also be within or on to intercept car commuters at the earliest the edge of the built-up area. Priority should opportunity and to discourage them from be given towards ensuring that the site is adja- continuing their trip by private vehicle. The cent to the major road network, within 12 to 20 optimum distances suggested by Bolger et al. minutes’ rail journey of the city centre, and in would make these stations “suburban” as the most congested corridor. defined by Spillar (1997). Niblett and Palmer Daniel (2003) identifies the characteris- (1993) note the possibility of “railheading” tics contributing to the success of North (or reverse railheading)—drivers driving part American park-and-ride lots (based on of the way to the city centre rather than number of cars parked) with the average parking at their local station—when a station distance of the park-and-ride facilities from site is poorly located, as seen in the case of the the central business district (CBD). He found British Rail Network South East (NSE).

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FIGURE 1 Distribution of KTM Komuter park-and-ride stations One interesting study that relates most sensitive to the location of the park-and- community savings to the spatial distance ride facility: the further from downtown the factor in the provision of change-of-mode park-and-ride facility is located, the larger the (park-and-ride) facilities is that of Abdus- unit savings are. They conclude that total Samad and Grecco (1975). The authors community benefits peak at a specific define “community savings” (for both users distance from the downtown and decline and non-users) as the difference in total costs from there on. between driving all the way to the CBD and driving to a park-and-ride lot and taking tran- The Study Areas sit for the remainder of the trip. Applying linear multiple regression, they focused on The Kuala Lumpur conurbation (KLC) determining the economic feasibility of park- encompasses Kuala Lumpur, Putrajaya, Shah and-ride parking facilities, in particular esti- Alam, , , and (see mating the community savings attributable to Figure 1) and occupies an area of approxima- change of mode in different-sized U.S. cities tely 504 000 ha that stretches from Gombak and for different locations within a city, focu- in the north to Port Dickson in the south. It sing on the components of travel costs and had a population of 4.8 million people as of related costs. Abdus-Samad and Grecco’s 2000 and is the most industrialized and study revealed that community savings fastest-growing economic region in the coun- increase in larger metropolitan areas for park- try. Its economic contribution of 47 % to the and-ride lots that are located further from the nation’s gross domestic product (GDP) in CBD and for rail-based transit. The authors 2000 reflects its rapid urbanization process further point out that the savings that accrue (Kuala Lumpur City Hall 2005). to a community from the use of the facility are Aimed at reducing the continuous

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FIGURE 2 Weekday parking duration pattern for park-and-ride facilities in the three study areas (%). Source: Hamid (2008). chronic traffic congestion on the roads within in western Europe and the United States the Kuala Lumpur conurbation, as well as (Niblett and Palmer 1993; Daniel 2003), modernizing the rail system, the addition of capacity of those in the Kuala Lumpur conur- the KTM Komuter double-electrification bation are generally small, ranging from 60 to system to the nation’s transportation infra- 200 spaces (as of December 2007). structure system has been welcomed by all. The first 110 km sector of the commuter The commuter rail system and its park-and- line connecting Rawang to Seremban, cros- ride facilities are regarded by commuters as a sing the city centre, was built in 1995. This better alternative to private vehicles for was followed by the 43 km Sentul– travelling from the suburbs to the city centre. sector. The two lines have a total of 42 stations The commuter system is expected to reduce and halts, including 13 stations with park-and- traffic congestion in the city centre (by redu- ride facilities. The park-and-ride facilities cing the presence of cars). Its long-term aim, have a moderate number of spaces, ranging however, is to improve the modal split to from 50 (Serdang and Kuang station) to 700 favour public transportation, as well as to ( Sentral station). Since its opening, provide a more sustainable form of transpor- the demand for park-and-ride facilities has tation. This study focuses on three stations: improved. This can be seen from the recent Rawang and Seremban (both terminus expansion of parking spaces at Rawang, Shah stations on the Rawang–Seremban sector) Alam, and Bangi stations. On average, for the and Shah Alam (an intermediate station on month of April 2005, a total of 5.2 % of the the Sentul–Port Klang route). Apart from average daily train riders at the Seremban rail locational factors, the choice of stations was station parked their vehicles, while for Shah also based on station capacity: Shah Alam Alam and Rawang, 4.6 % and 3.2 %, respecti- station has 142 parking spaces, Seremban vely, did so (KTMB 2004). As shown in 203, and Rawang 60. Relative to the station Figure 2, the majority of parkers at all three capacity of park-and-ride commuter stations stations were long-term parkers (eight hours

The Arab World Geographer/Le Géographe du monde arabe 13, no 2 (2010) 114 Norlida Abdul Hamid or more). Rawang had the most long-term the GDP of the state in 2000. Its terminal rail- parkers (89.4 %), followed by Seremban way station serves both intercity and commu- (80.8 %) and Shah Alam (55.6 %). In terms of ter routes for trips to the city centre; the short-term parkers (five hours or less), Shah station’s 203 park-and-ride spaces were Alam recorded 22.2 %, followed by Seremban observed to be relatively well used. with 7.1 % and Rawang with 2.9 %. Currently, six bus companies provide regular Accorded city status in October 2000, services to Kuala Lumpur. Seremban is stra- Shah Alam is home to about 584 340 people, tegically located close to the Malaysia’s with a population density of 198.6 people per Multimedia Super Corridor and to the Downloaded from http://meridian.allenpress.com/awg/article-pdf/13/2/108/2359163/arwg_13_2_g240w6g8ww015711.pdf by guest on 26 September 2021 square kilometre. The park-and-ride facility nation’s major international airport. at its intermediate station has a capacity of 142 spaces and is observed to be relatively Delineation of the Catchment Areas well used. With an average driving time of just 30 minutes from the city centre, Shah The delineation of the catchment areas of the Alam has inevitably experienced the spillo- park-and-ride facilities at the three stations in ver effect of the development of the city of this study was aimed at gaining a better Kuala Lumpur, including high demand in the understanding of the extent of users’ spatial real-estate sector. The relatively high private origins relative to the stations. In the current vehicle ownership rate of 4.8 persons per analysis, the centroid of each residential tract household is partly responsible for poor is used as the origin point for an area and to usage of the public transportation system. measure distance to the respective station. Rawang is a fast-growing town, spread The destination is the nearest node to the over 34 569 ha (as of 2000) and located 32 km respective station under study. Both the origin north of the KL Federal Territory. It has a and the destination are the main input for this moderate population density of section. The study focused on the access 3.38 people/ha2, and a substantial agriculture distance, is calculated as the distance sector is one of its main activities; however, it between the centroid of the zone of residence has experienced a tremendous increase in and the rail station where residents park their built-up areas. The major north–south high- vehicles for the trip to the city centre. The way connects Rawang with other major delineation of the stations was accomplished towns and urban areas in the north as well as by using GIS software. The software was the south of the peninsula, including the chosen for the purpose of delineating the Kuala Lumpur city centre. In terms of compo- park-and-ride catchment areas of the three sition of traffic volume, the Rawang–KL stations because of its many advantages, route is dominated by private vehicles including its flexibility. It offers transport (47.8 %), while buses (provided by three bus planners a medium for storing and analyzing companies) make up a mere 2.7 % of traffic data on population densities, land uses, travel volume. Although its terminal railway station behaviour, and other factors. The most impor- had an initial parking capacity of only 60 tant reasons for using GIS, however, are for spaces (expanded to 110 spaces in 2005), mapping or display and data integration overuse is demonstrated by daily double- (Gupta et al. 2003; Sutton 2004). parking. The main advantage of GIS is its ability Seremban is 72 km south of the KL to access and analyze spatially distributed Federal Territory and is also the state admi- data with respect to actual spatial location nistrative capital of neighbouring Negri overlaid on a base map of the area of cove- Sembilan. It is home to 830 080 people and rage, which allows analysis not possible with covers an area of 664 591 ha. Seremban’s other database-management systems. Non- industrial sector was the main contributor to GIS databases do not allow one to manipu-

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FIGURE 3 Flowchart of GIS analysis late, access, and query, except in a very limi- MapInfo Professional and ArcView. MapInfo ted way, and are limited to textual queries Professional is a comprehensive desktop only, while selecting and viewing cross-attri- mapping tool that enables users to perform bute data with respect to spatial and topologi- complex geographic analysis, such as redis- cal relationships is not possible. Other related tricting and creating thematic maps that data, such as land use, population, and road- emphasize patterns in data (MapInfo Corp. network characteristics of the area in the vici- 1995). It allows data to be displayed visually nity, cannot be accessed in existing databases. on a map. ArcView GIS can display informa- The final presentation of the GIS on a digital tion that resides locally or over a distributed base map will allow a better perception of the network; in terms of connecting spatial infor- problem, enabling better decisions and a mation to database attributes, it can select better understanding of what is to be achieved data from the database and show the spatial in a broader sense. representation of the selected features. Most The GIS tools used for this study were importantly for this study, it can find

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FIGURE 4 Calculation of best route distance using the Network Analyst extension distances between analysis points, such as dents’ home-based trips to work and elsew- between the origins of commuters and the here were mapped using MapInfo park-and-ride stations they used. Professional and ArcView GIS software on Information relating to travellers’ origin their outward route during working week- points was obtained through a simple days. Distance in terms of the best route random-sampling survey carried out on four (shortest path) between origin and station was weekdays in August 2005. The 430 respon- measured using the Network Analyst feature

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FIGURE 5a Spatial view of Shah Alam park-and-ride station catchment area

FIGURE 5b Spatial view of Rawang park-and-ride station catchment area

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FIGURE 5c Spatial view of Seremban park-and-ride station catchment area of the ArcView extension. Details relating to the best-route option. Following this, the origin were obtained through a combination bands for the catchment area of each station of city/town, street name of housing area, were developed, and comparisons were made and/or area postcode. Generally, since based on the spatial differences of the catch- respondents’ locations were known, identi- ment areas, as shown in Figures 5a–5c. These fying the market area could have been done differences can be further analyzed by cate- manually; however, the application of GIS gory. Finally, the related data stored in SPSS here produces a more accurate forecast of the (see Figure 6), such as the dispersion of the potential ridership and the overall revenue of respondents by income and overall average the rail operator. Figure 3 shows the overall access distance from the catchment areas to GIS-related work of this study as a flow chart. the stations, were then spatially analyzed and In the initial step, related topographic maps compared. were gathered for the process of digitizing the study areas. Next, the various layers needed Supporting Data as the basis of the maps were outlined: district and ward boundaries, rivers, and roads. The To develop the GIS-based data for this study, railway line and the locations of the three reliable base-map data were needed. For the stations were then spatially located. destination area of the Kuala Lumpur CBD As shown in Figure 4, with the origin of and its vicinity, topographic maps were refe- the respondents located based on the renced to the Kuala Lumpur and centroids of the residential tract, and using the Rimman Street Directory (4th ed.), produced extension Network Analyst, the distance from by Rimman International Sdn.Bhd. (2004). origin to station was then calculated through The maps in this directory were developed

The Arab World Geographer/Le Géographe du monde arabe 13, no 2 (2010) Delineating Catchment Areas of Selected KTM Komuter Stations 119 Downloaded from http://meridian.allenpress.com/awg/article-pdf/13/2/108/2359163/arwg_13_2_g240w6g8ww015711.pdf by guest on 26 September 2021 FIGURE 6 Part of the SPSS data for Shah Alam respondents used for further detailed analysis Part of the SPSS data for Shah

The Arab World Geographer/Le Géographe du monde arabe 13, no 2 (2010) 120 Norlida Abdul Hamid using GIS and global positioning systems cement, and polygonal knots or “switch- (GPS); it is one of the few local maps avai- backs”—during manual digitization. At this lable that was developed based on the latest stage, point features, line features, and areas technology. Other related maps include the were digitized. In determining which GIS topographic maps of the state of Negri layers were needed for delineating the market Sembilan (Department of Mapping and area of the park-and-ride lot, layers corres- Surveying 2000) and Rawang (Department of ponding to current park-and-ride locations, Mapping and Surveying 1994) and the map of public transportation lines, roadways, high-

Shah Alam City Council (2003). The ways, commuter rail lines, and a few natural Downloaded from http://meridian.allenpress.com/awg/article-pdf/13/2/108/2359163/arwg_13_2_g240w6g8ww015711.pdf by guest on 26 September 2021 addresses and postcodes of the respondents geographic barriers (such as major rivers) were also referenced to the Rimman were selected. All these layers were standar- International directory. dized in the Malaysian Rectified Skew Orthomorphic (MRSO) projection, which is Data Conversion similar to the projection applied by the Federal Department of Mapping and The process of data conversion relates to the Surveying, Malaysia. registration of the maps (see Figure 3). Here, four control point coordinates, based on the Data Manipulation longitude and latitude coordinates, were iden- tified and selected (not in parallel form). The In the category of data manipulation, three map coordinates were then converted from main areas of concern were the attribute, link, degree/minute/second (d/m/s) coordinates to and export stages. At the attribute stage, infor- decimal degrees using the Image Registration mation was obtained either from the map or dialogue display. Before GIS could be from tabular data (i.e., stored in SPSS or applied to this study in the form of data repre- Excel). The information was later stored in sentations, the data needed to be properly database form in the GIS as attributes. Next represented in a digital computing environ- came the linking process, which involved ment. GIS is capable of integrating spatial attribute and spatial data. The importance of and non-spatial data in order to support both linking the information was to relate the display and analysis; however, an object- spatial data with the related attribute informa- based data model must be developed first. tion. During the export stage, the conversion This data model treats geographic space by tool Export–Universal Translator was used to means of discrete and identifiable objects, of import or export data from MapInfo format to which the features are often represented as other formats such as ArcView, ArcInfo, and points, lines, and/or polygons. Micro Station Design. Digitizing, both manual and automatic, is an important method of data entry Data Analysis (Heywood et al. 2002). Extra care was there- fore taken throughout the whole digitizing The data-analysis stage was carried out after process. Sources of error within this process the attribute and spatial database had been can be many, but are confined to two main developed. The analyses, however, depended types: source-map error and operational error. very much on the objectives of the research. While the source-map error was minimal in This study focused on the distance travelled this case, particular attention was paid to by the respondents from their point of origin minimizing operational errors—which can to the park-and-ride station. Several ArcView include cases of registration error, overshoo- GIS extensions were applied for the analysis: ting or undershooting of lines, existence of Network Analyst, Spatial Analyst, and Geo spikes, duplication of line segments, displa- Processing.

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Network Analyst trip to the city centre. A majority (68 %) of all respondents at Network Analyst functions to solve a variety the Shah Alam park-and-ride (n = 206) lived of problems using geographic networks within a 5 km radius of the station; 18 % came (streets, highways, rivers, pipelines, electric from within a 5.1–10 km radius of the station lines, etc.), such as finding the most efficient (see Figure 5a). A further 9 % travelled 10.1– travel route, generating travel directions, 15 km from their homes to reach the station, finding the closest facility, or defining service while 3 % drove 25.1–30 km to get to the areas based on travel time. For the present station. Finally, 1 % of all respondents at Shah Downloaded from http://meridian.allenpress.com/awg/article-pdf/13/2/108/2359163/arwg_13_2_g240w6g8ww015711.pdf by guest on 26 September 2021 study, this extension was used to perform Alam travelled 15.1–20 km, another 1 % network (routing) analysis to calculate travelled 20.1–25 km, and three respondents distance in terms of best route from point of (1.5 %) travelled 26 km to reach the station origin to station. before continuing their trip by rail to the city centre. These three, however, were from Spatial Analyst Puncak Alam, a newly established residential area located at the extreme edge of the city; Spatial Analyst creates, queries, maps, and for residents of this area who wish to use the analyzes cell-based raster data and performs park-and-ride service and the commuter rail integrated vector–raster analysis. For the service, Shah Alam station is the nearest. Of current study, Spatial Analyst was used to these three respondents, two were in the low- perform grid cell using “Assign Proximity” income group and the other in the high- and determine centre distance from origin. income group. Both the low-income group respondents noted their dependence on public Geo Processing transportation as an alternative mode of travel to the city centre. They were regular users, but Spatial analysis functions include Dissolve new to the facility (i.e., had been using it for Features, Merge Themes, Clip, Intersect, less than 6 months). As for the third user, he Union, and Spatial Joint. These functions used the car as his preferred mode of transpor- were used with other attribute data to produce tation and was a first-time user of the facility. new attribute combinations. If this 1.5 % group of users are treated as The above stages illustrate how the outliers from the rest, the overall catchment various strengths and advantages of the GIS area of Shah Alam park-and-ride station software allowed one of the main objectives extends well outside the ward boundary and of this study to be met: namely, the delinea- has a parabolic shape. tion of the park-and-ride station catchment A majority (33 %) of all respondents at areas. Rawang station (n = 67) drove between 5.1 and 10 km to reach the park-and-ride station Access Distance before departing by rail to the city centre; 28 % came from within 5 km of the station, The convenience of a relatively short access while 19 % drove 10.1–15 km and 18 % drove distance to public transportation facilities, 15.1–20 km to access the station. Only 1 % of such as the park-and-ride facility, is very all respondents travelled 20.1–25 km to reach important in encouraging users to continue the park-and-ride station. Respondents using the facility over the long term. Here, the nearest to the station came from within the access distance is calculated as the distance town of Rawang (less than 147 m from the between the centroid of the respondent’s zone station), while the furthest was one respon- of residence (O) and the rail station where the dent from the northern Rasa area (see Figure respondent parks his or her vehicle (D) for the 5b). Like the Shah Alam station’s catchment

The Arab World Geographer/Le Géographe du monde arabe 13, no 2 (2010) 122 Norlida Abdul Hamid Downloaded from http://meridian.allenpress.com/awg/article-pdf/13/2/108/2359163/arwg_13_2_g240w6g8ww015711.pdf by guest on 26 September 2021

FIGURE 7 Distance driven to access park-and-ride station area, Rawang station’s has a parabolic shape. its catchment area extends well beyond the The majority (54 %) of respondents at ward boundary. Seremban station (n = 157) travelled 5.1– The GIS was used to determine the 10 km to reach the park-and-ride station; average distance driven to the Shah Alam 39 % travelled less than 5 km. Only 3 % of park-and-ride station was 8.2 km. Park-and- park-and-ride users at Seremban came from ride users at Rawang station drove an between 10.1–15 km of the station, while average distance of 8.5 km to reach the another 4 % travelled between 30.1 and station while for Seremban users, the 35 km. One respondent (1 %), however, drove average distance was 7.0 km. As Figure 7 the considerable distance of 37.2 km (from shows, more than 50 % of Shah Alam park- Teluk Kemang) to reach the station (see and-ride users drove less than 4 km to the Figure 5c). The maximum extent of travel for park-and-ride station, more than 50 % of Seremban park-and-ride users would be the Seremban park-and-ride users drove less five regular users who travelled 30.9 km to than 6 km, and more than 50 % of Rawang the station. On the other hand, the nearest park-and-ride users drove less than 8 km. respondents (n = 5) were from within the town of Seremban itself, with an access Discussion and Conclusions distance of only 0.3 km. Again, the station’s catchment area is parabolic in shape. Park-and-ride services are an important The Seremban park-and-ride station has component of the urban transportation the largest catchment area, with a maximum system in the Kuala Lumpur conurbation. access distance of 30.9 km, followed by Shah Given the high level of congestion and Alam, where the maximum access distance is private vehicle ownership, coupled with low 25.8 km. The Rawang park-and-ride station usage of public transportation services, trans- has the smallest catchment area of the three, portation planners have to consider a more with a maximum distance of 24.4 km. As in effective way of reducing city congestion the case of Shah Alam park-and-ride facility, and, at the same time, enhancing the use of

The Arab World Geographer/Le Géographe du monde arabe 13, no 2 (2010) Delineating Catchment Areas of Selected KTM Komuter Stations 123 public transportation. If park-and-ride of KTM Komuter, KTM Car Park Sdn. Bhd., services are to be implemented effectively, and all the students of the Faculty of one important step in the planning process Information Technology and Quantitative must be to delineate the catchment area (or Sciences and the Faculty of Business ridership) of the facility. Appropriate identifi- Management of UiTM who assisted with the cation of the catchment area provides a better data collection. understanding of the access patterns of park- and-ride users, which can help the relevant References authorities and planners to determine the Abdus-Samad, U. R., and Grecco, W. L. 1975. Downloaded from http://meridian.allenpress.com/awg/article-pdf/13/2/108/2359163/arwg_13_2_g240w6g8ww015711.pdf by guest on 26 September 2021 locations of future park-and-ride stations Sensitivity analysis of community savings more accurately, and thus provide a better due to change-of-mode operations. Mode- forecast of the potential ridership and the change facilities, Transportation Research overall revenue of the rail operator. This Board. Transportation Research Record 557:2–12. study has applied a GIS-based approach to Apparicio, P., Shearmur, R., Brochu, M., and determining the catchment areas of the main Dussault, G. 2003. The measure of distance rail park-and-ride stations in the Kuala in a social science policy context: Lumpur conurbation. Advantages and costs of using network In delineating the station catchment distances in eight Canadian metropolitan areas, several extensions of ArcView GIS areas. Journal of Geographic Information were applied, namely Network Analyst, and Decision Analysis 7(2):105–31. Spatial Analyst, and Geo Processing. The Arukesamy, K. 2010. Master plan for land application of this GIS and its components public transport. enabled the researchers to examine and visua- http://www.pemandu.gov.my/index.php?op lize the park-and-ride catchment areas in a tion=com_content&view=article&id=508% 3Amasterplan-for-land-public more accurate manner. Among park-and-ride transport&catid=39%3Anews&Itemid=93 users within the Kuala Lumpur conurbation, &lang=en the majority travelled no more than 8.5 km to Barter, P. A. 2004. Transport, urban structure and access the nearest park-and-ride station for lock-in in the Kuala Lumpur metropolitan trips to the city centre. Network characteris- area. International Development Planning tics and land use, to some extent, exert some Review 26(1):1–24. influence on the access distance. This http://www.lkyspp.nus.edu.sg/Paul_Barter_ research shows that applying a GIS-based publications.aspx approach to accurately delineate the catch- BinaFikir. 2005. INSPAK: Restructuring Klang ment areas of park-and-ride facilities helps to Valley’s urban public transportation system. explain the spatial characteristics of users in Paper presented at Conference on Public Transport Integration, Kuala Lumpur, 13 the market area. Providing an explanation of September. these characteristics would help in the plan- Bolger, D., Colquhoun, D., and Morrall, J. 1992. ning of a more effective park-and-ride Planning and design of park-and-ride facili- scheme, thereby enhancing the use of the ties for the Calgary Light Rail Transit public transportation system. system. Transportation Research Record 1361:141–48. Bowler, C. E., Noel, E. C., Peterson, R., and Acknowledgements Christiansen, D. 1986. Park and ride facili- The author thanks Universiti Teknologi ties: Guidelines for planning, design and MARA (UiTM) for being the main sponsor operation. Springfield, Virginia: National of this research and expresses appreciation Technical Information Service. Daniel, B. R. 2003. Characteristics of successful to the University of Malaya for their kind park-and-ride lots. Urban Transportation assistance. The author also thanks the staff Monitor 13:8–10.

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