The Institutional Framework for Urban Transportation and Land Use Planning and Management in the Globalizing Region

Zulina Zakaria 26 February 2003

EXECUTIVE SUMMARY

Introduction and Purpose. Kuala Lumpur has been “groomed” to be the national node in “global networks” as plugs into an emerging global information society and economy. The government, led by a progressive Dr. Mahathir Mohamed, has invested heavily in information and communications technologies (ICT) and transportation infrastructure to facilitate the country’s effort to achieve its vision of becoming a knowledge based economy and society. As the Kuala Lumpur area continues to experience rapid population and economic growth, it is expected that there will be a Kuala Lumpur Metropolitan Area (KLMA). Despite numerous investments in providing the means to alleviate urban traffic congestion, it is still a major problem for the city and the problem is expected to become worse as the city grows and merges with the surrounding urban areas. The main causes of traffic congestion were attributed to KLMA being a car-dependent, sprawled and has existing and future planned large scale urban development projects which are expected to increase the total vehicle trips within the city area by 40%. The Eighth Malaysia Plan has stated land use planning and Intelligent Transportation Systems some of the measures to alleviate urban congestion. For the KLMA, the Government will examine the reorganization and restructuring of the total urban transport operations with the objective of creating an efficient and financially sustainable system. The impact of globalization and the changes in socio-political and physical infrastructure have various policy implications and pose new challenges for urban transportation and land use system planning and management. Therefore, the purpose of this report is therefore to provide a preliminary account of the institutional framework and issues for both the transport and land use planning and management system.

Existing Land Use and Transportation System. The KLMA encompasses five administrative districts of the Valley (nine municipalities) and the Multimedia Supercorridor (MSC). The total population of the area in 1997 was 3.8 million and is expected to increase to 6.9 million in the year 2020. The area was estimated to have 1.45 million vehicles. The land use is mainly urban, functioning as centers for commerce, trade, industry and government. Currently, the KLMA has an extensive network of road and rail infrastructure to support public and private transportation modes. Traffic congestion is a major problem for the area (speed in radial roads at 10 km/hr) and private car usage is very high (80%).

Socio-Economic Development Planning in Malaysia. The government functions as the planner for the national development. The National Planning Council (NPC) which is chaired by the Prime Minister is the highest authority in the formulation, coordination and decision making of economic and social development policies and programs in country. The private sector has an input at the NPC level. The Economic Planning Unit (EPU) acts as the secretariat to the NPC and hence is considered the most powerful and influential institution. For the state level development, the State Economic Planning Unit has the authority in the planning process. Land use matters are under state government control.

Institutional Issues and Problems for Transportation Planning and Management. The transportation planning and management system is made of various public and private actors. In general, the Federal government is responsible for determining national transportation plans, transport policy guidelines and overall administrative matters. Local governments, on the other hand, plan, execute and administrate road networks and urban transport improvements under their jurisdiction. The issues and problems faced by these institutions include lack of coordination between institutions, insufficient capacity and capability to carry out planning at appropriate scales (e.g. local, regional and national), enforcement problems, problems with private sector “profit maximizing” interests, incentives by both government and private companies that promote private auto use.

Institutional Issues and Problems for Land Use Planning and Management. The land use planning and management in Malaysia is in the realm of the local and state governments. The State Government provides general planning policies while the Local Authority is responsible for the detailed plans. The Federal Government does not have specific role in the planning of land use of States but it specifies that the preparation plans must take into consideration the needs and aspirations of the region and nation. The influence of the Federal Government is augmented by a variety of national plans prepared at the Federal level. The issues and problems that is has includes lack of capability for planning, shortage of manpower, coordination problems between state and local authorities, ineffectiveness of responsible organizations.

Recommendations for future research. 1.) Creation of a regional land use - transport institution, 2.) ITS deployment and land use –transport mixed strategy for sustainable transport system in the MSC, 3.) Development of a policy analysis framework for evaluation land use-transportation interactions and environmental, economic and societal impact, 4.) Defining “sustainable transportation system” for Malaysia, 5.) Role of ISO 14000 Environmental Management System Standard, 6.) Improving the public- private partnership in transportation planning and management outcomes, 7.) Enhancement of public transportation usage. 1 INTRODUCTION

Since the 1990s, the Malaysian government has been implementing strategies and policies to meet the objectives of the nation’s Vision 2020. Malaysia hopes to become a knowledge based society and achieve developed nation status. The Kuala Lumpur city, located in the , is the nation’s center for political and commercial activities and it is rapidly undergoing a transformation from a federal capital to a national “node” in global networks (Bunnel and Barter, 2002). As seen in other developing megacities of the world, the skewed trend in population and economic agglomeration in the Kuala Lumpur area over the 1960-1990s period has resulted in the expansion of the urban area together with the inability of the area to cope with traffic congestion, housing and environmental problems (Lee, 1997). The impact of globalization and the changes in socio-political and physical infrastructure have various policy implications and pose new challenges for urban transportation and land use system planning and management.

Problem Statement

As the Kuala Lumpur area continues to experience rapid population and economic growth, it is expected that there will be a Kuala Lumpur Metropolitan Area (KLMA) (Bunnel and Barter, 2002). Good infrastructure has been and continues to be a major factor for the development of the Klang Valley area (Lee, 1996). Currently, the KLMA has an extensive network of road and rail infrastructure to support the public and private transportation modes. However, despite numerous investments in providing the means to alleviate urban traffic congestion, it is still a major problem for the city and the problem is expected to become worse as the city grows and merges with the surrounding urban areas. The 1997 Malaysian Highway Authority’s 1study concluded the following as the main causes of traffic congestion and those relevant to land use patterns are noted here:

§ The land use pattern in the KLMA is dispersed and the existence of high car ownership trends has created a car-driven society. § The suburban sprawl phenomenon has changed the residential land use of the city area into a dense business and commercial area which has resulted in heavy commuter trips in and out of the city (1,149,000 2pcu/day) especially in the early morning hours. § Excessive existing and future planned large scale urban development projects are expected to increase the total vehicle trips within the city area by 40% (Malaysian Highway Authority, 1999).

The current urban structure of the area generates high traffic demands of the area. These characteristics left unmanaged could lead to greater urban transport and other economic, social and environmental problems in the future. Land use patterns drive transportation demand both for passenger and goods. Therefore, it is important that the effort to alleviate urban traffic congestion consider land use issues in connection with the transportation system.

Purpose of Report

The Eighth Malaysia Plan (2001-2005) has stated the vital role of infrastructure in distribution of goods, people and services in attainment of the nation’s objective of economic growth with resilience. Efforts will be targeted on the need to have a more efficient, safe and comfortable public transport system to enable a modal shift from private car usage. In the urban transport sector, the strategy adopted is to continue concentrating on the development of an integrated, efficient and reliable urban transport system in the Klang Valley as well as other urban areas. Apart from infrastructural and traffic management measures such as demand management, upgrading of roads etc., the plan has emphasized land use planning as one of the measures to alleviate urban congestion. Specifically for the Klang Valley area, the Government has indicated that it will examine the reorganization and restructuring of the total urban transport operations with the objective of creating an efficient and financially sustainable system. The Government has also stated its plan to use Intelligent Transportation Systems to alleviate traffic congestion in the Klang Valley area (Economic Planning Unit, 2001). The purpose of this report is therefore to provide a preliminary account of the institutional framework and issues for both the transport and land use planning and management system. First, an overview of the national socio-economic planning system is provided to put land use and transport system planning within the national planning context. Then, current transportation and land use system of the KLMA area is described. . The land use and transport planning and management system are then examined and the issues and problems of both system planning and management are set forth. Recommendations for further research are outlined at the end of the report with a focus on the opportunities and challenges to create a “sustainable transportation system” and communities.

1 The study on Integrated Urban Transportation Strategies for Environmental Improvement for Kuala Lumpur. The report was conducted in 1997. The study has also been referred to as the SMURT -KL study. The results of this study is currently confidential. 2 pcu = passenger car units 2

MALAYSIA, SOCIO -ECONOMIC CONDITIONS AND DEVELOPMENT

Geography

Malaysia is situated in the South East Asian region to the south of Thailand, and between Indonesia, Singapore and the Philippines. It has a total area of 329,847 square kms and is divided into Peninsular Malaysia (131,598 square km) and East Malaysia. East Malaysia is composed of (73,711 square km) and (131,449 square km) (Figure 1).

Population Growth

Malaysia has a population of about 23.8 million people and is a multi-ethnic society (EIU, 2001)1. It is dominated by three major ethnic groups, namely the Malays, Chinese and Indians (Table 1).

Table 1: Population in Malaysia, 2001 Category of Population % 100 Malaysian 94.7 3Bumiputera 62.6 Malay 51.9 Other 10.7 Chinese 24.0 Indians 7.0 Others 1.1 Non Malaysian 5.3 Age structure 0-14 33.1 15-64 62.9 65+ 4.0 Median age (years) - Source: EIU (2001)

The Malays are the majority in the society. Between 1996 and 2000, the population increased from 20.68 million in 1995 to 23.27 million in 2000 (2.4% per annum average growth rate). The rate of growth has been fastest in more developed states (Table 2). The population density of Federal Territory Kuala Lumpur (5,639 persons per square km) was highest followed by Pulau Pinang (1,269.5 persons per square km) and (524.8 persons per square km).

Urbanization levels

Urban population increased from 55.1% in 1995 to 61.8% in 2000, growing at an annual average rate of 4.8 per cent (Table 3). This increase was due to rural-urban migration, spurred by expectations of job opportunities and a better quality of life, growth of new urban areas and extension of existing administrative boundaries (Economic Planning Unit, 2001). With increasing urbanization, the government has undertaken ‘urban dispersal’ as an important strategy to reduce pressures on major urban centers like Kuala Lumpur. The relocation of Federal Government Administrative Centre from Kuala Lumpur to and the development of are some of the examples of the outcome of the urban development dispersal strategy (Economic Planning Unit, 2001).

Development in information and communications technology (ICT)

The National IT Agenda (NITA) was formulated in 1996 and provided the framework for development information and communications technology (ICT) in the country. The NITA five main strategic thrusts includes: E-Economy, E-Public Services, E- Community, E-Learning and E-Sovereignty, and these are intended to facilitate the migration of the people and institutions into the emerging networked global environment. Effective usage of ICT is considered as one of the crucial factors that will facilitate the efforts to increase economic productivity and competitiveness. Since 1996, substantial investments were made in the development of a national ICT infrastructure made up of fibre optics (for high capacity broadband transmissions), satellite gateways and cellular technology. RM5.2 billion was allocated for ICT -related programs and projects in the Eighth Malaysia Plan. Some of the projects include: positioning Malaysia as a global ICT and multimedia hub, upgrading and expanding the ICT infrastructure, enhancing human

3 Bumiputera literally means ‘sons of the earth’ 3 resource development in ICT, promoting electronic commerce, fostering local capabilities in content development, rolling out flagship applications (e-government, smart schools, telehealth, multipurpose card, R&D clusters, cross flagships), nurturing ICT-based small medium enterprises (Economic Planning Unit, 2001).

Telecommunications and the internet

Internet and wireless technologies represented the two fastest developing technology in the telecommunications field (Economic Planning Unit, 2001). Telekom Bhd. (previously a state owned interprise till 1995) is the dominant fixed line telephone services for the country. Despite massive public investments in ICT, penetration rates were very low (national average of 23.2% of fixed line penetration rate). In 2000, there were 21 fixed line telephones for every 100 people. The number of subscribers to mobile telephone services increased from 872,000 in 1995 to 5.1 million in 2000. Competition amongst service providers has brought lower tariffs and improved service quality. As for internet usage, measured in terms of installed personal computers, it rose from 29.5 per 1000 heads in 1995 to 95.7 2000. The number of internet subscribers increased from 13,000 in 1995 to approximately 1.7 million in December 2000. There were five internet service provides in 2001 (EIU, 2001).

Source: 4 General Libraries (2003) Figure 1: Malaysia Administrative Divisions

4 http://www.lib.utexas.edu/maps/middle_east_and_asia/malaysia_adm98.jpg 4 Political background

Political parties are mostly based on ethnicity, locality or religion. Trends in political milieu are the maintainence of racial harmony, positive discrimination in favor of bumiputra, and friction between Islamic parties and the government. Since the independence in 1957, the government has been led by the Barisan Nasional (BN or “National Front”) which is composed of United Malays National Organization (UMNO), Association (MCA) and Malaysian Indian Congress (MIC). The BN is however dominated by the Malays. Opposition parties include the Democratic Action Parti (DAP), Parti Islam Se-Malaysia (PAS) and Parti Keadilan Malaysia (PKN). Recent events that might change the political landscape in Malaysia is the growing dominance of the coalition of the opposition parties. PAS has gained control of two states ( and Trengganu) in Malaysia and there are divisions within the Malay community. The retirement of Dr. Mahathir Mohamed, the Prime Minister, who has led Malaysia’s social and prosperous economic development (for alternative views see footnote 5)5 for 21 years (since 1981), is expected to bring big changes. However, the Prime Minister, despite his announcement to not seek any formal involvement in politics after his retirement, has said that he expected that his views will be sought. The next general election will be in November 2004 and the BN will be led by Dr. Mahathir’s current deputy and anointed successor, Datuk Abdullah Ahmad Badawi (The Strait Times, 2003)2.

Current economic conditions and profile

Despite the severe contraction in 1998 arising from the 6East Asian financial crisis, the Malaysian economy performed better than the expected 3% per annum growth rate at the end of year 2000. The economy had an average growth of 4.7% per annum from 1996- 2000. The fiscal and monetary policies introduced in 1998 helped to stimulate consumption, while containing inflationary pressures and keeping unemployment levels low. In the year 2000, the services and manufacturing sectors contributed 52% and 33.4% respectively to the gross domestic product (GDP). The service sector is dominated mainly by three major sectors namely finance, insurance, real estate and business services; wholesale and retail trade, hotels and restaurants; and transport, storage and communication. These sub-sectors were not badly affected by financial crisis as there was continued government emphasis on information and communications technology (ICT) development. In addition, the expansionary monetary policy stimulated domestic spending and generated demand for intermediate and final services, in particular the finance, transport and communications sub-sectors. The manufacturing sector is dominated by the electrical and electronics products industry (more specifically semi-conductors and electronic machinery, and telecommunications equipment). Transport equipment and metal products industries are expected to be developed further in the Eighth Malaysia Plan to take advantage of the 7market liberalization with the implementation of the 8Asean Free Trade Agreement (AFTA). Mining contributed 6.6% and agriculture contributed 8.7% of the total GDP in 2000 (Economic Planning Unit, 2001).

Privatization and Transportation

It is important to note that since 1983, the Government, considers privatization to be an essential part of the overall strategy in the country’s economic development which allows for decrease in public spending on costly projects. Apart from the privatization of the existing public services agencies such as the national airline, airport, port authorities, and power supply, the upgrading of existing roads and the construction of new highways and expressways have also been privatized. Private operators are allowed to construct, operate and maintain new roads and subsequently recover back the cost through the collection of tolls. This privatization scheme also allowed the Government to hand over sections of completed roads to private companies for upgrading and consequent maintenance over a concession period. There are many ways of privatization that have been considered by the government. For new projects, the Government is amenable to the idea of `Build-Operate-Transfer' or `Build-Operate-Own' or `Build-Transfer' models (Jabatan Kerja Raya, 2002).

5 Some critics have attributed Malaysia’s economic growth to the “developmentalist role of the state” which was achieved through Mahathir’s “authoritative” style of governance, and political patronage and abuses of power (Gomez and Jomo, 1999). 6 The crisis began in June 1997 – December 1997 and initially affected exchange rates and stock prices. The worst ten East Asian economies impacted were Thailand, Indonesia, Malaysia, Philippines, Singapore, Hong Kong and China. The most serious impact happened in 1998 when these countries experienced negative growth with the exception of Singapore, China and Taiwan. Malaysia experienced a drop in per annum economic growth from 7.8% in 1996 to -6.7% in 1998 to 4.9% in 1999 (Yu and Xu, 2001). 7 Malaysia is a member of ASEAN (Association of South East Asian Nations), APEC (Asia-Pacific Economic Cooperation) and EAEC (East Asian Economic Group). In May 2000, the Prime Minister Malaysia has called upon the ASEAN countries to allow Malaysia to defer until 2005 the scheduled reduction in import duties on motor vehicles (EIU, 2001). Recently in end of 2002, the prime minister announced that even though import duties will be lifted, other forms of market protection taxes will be imposed on imported vehicles. 8 AFTA will be created in 2003. 5

Table 2: Land Area, Population and Population Density of States in Malaysia as of 2000

Land Area aRegional Population Population c GDP c, GDP (km 2) Location (‘000) Density (RM per capita (per km2) Million) (RM)

Malaysia 329,847 n.r. 23,274 71 209,269 14,584

More Developed States

Johor 18,987 Southern 2,740 144 23,425 13,954 Melaka 1,652 Central 636 385 6,148 15,723 6,644 Central 860 129 6,776 12,791 21,005 Northern 2,051 98 17,153 13,183 Pulau Pinang 1,013 Northern 1,313 1274 17,314 21,469 Selangor 7,960 Central 4,188 526 44,078 17,363 Federal Territory of Kuala Lumpur 243 Central 1,379 5676 25,968 30,727

Less Developed States

Kedah 9,425 Northern 1,650 175 9,087 8,918 Kelantan 15,024 Eastern 1,313 87 5,061 6,241 35,965 Eastern 1,288 36 8,250 10,370 795 East M’sia 204 257 1,362 10,820 Sabah 73,619 East M’sia 2,603 35 b14,947 b9,123 Sarawak 124,450 East M’sia 2,072 17 16,323 12,755 12,955 Eastern 899 69 12,746 22,994 Federal Territory of 92 East M’sia 76 827 n.a. n.a.

Source: Adapted from Economic Planing Unit (2001) and Department of Statistics (2002) a- Classified as in Mohd Yusof Kassim (1992) b – Includes FT of Labuan c – in 1987 prices Table 3: Urbanization by State 1990-2005

Average Annual Growth State Urbanization Rate (%) Rate of Urban Population (%)

1995 2000 2005 7MP 8MP More Developed States

Johor 54.4 63.9 69.1 5.7 3.8 Melaka 49.5 67.3 75.3 7.5 3.2 Negeri Sembilan 47.3 55.0 58.2 4.4 2.3 Perak 56.2 59.5 65.3 1.9 3.0 Pulau Pinang 77.0 79.5 83.3 2.7 3.1 bSelangor 80.8 88.3 92.7 7.3 5.0 Federal Territory of Kuala Lumpur 100.0 100.0 100.0 2.0 2.2

Less Developed States

Kedah 35.1 38.7 43.3 3.9 3.9 Kelantan 33.5 33.5 36.7 0.5 2.8 Pahang 35.0 42.1 44.0 5.2 2.2 Perlis 29.6 33.8 38.9 3.5 3.7 aSabah 39.8 49.1 53.2 7.7 4.9 Sarawak 41.8 47.9 54.6 4.4 4.8 Terengganu 46.6 49.4 50.1 2.7 1.6

Source: Economic Planning Unit (2001) a – includes Federal Territory of Labuan b – includes Federal Territory of Putrajaya

6 Disparity in urbanization levels between states

It is important to understand the influence of past national policies and historical events that have shaped the unbalanced and unequal development pattern of the country. As indicated in Table 2, the more developed states had greater levels of urbanization compared to the less developed states. Past national development policies (Table 4) since the 1970s to have contributed to greater urbanization in certain areas (Table 3). Prior to the 1970s, the government faced the problem of regional economic inequality and ethnic inequality (Hamzah, 1991). At the time, the “western corridor” states, Selangor, Pulau Pinang, Perak, Negeri Sembilan, were more economically developed and predominantly multiracial in ethnic composition. The North and Eastern states, Kedah, Perlis, Terengganu and Kelantan were relatively undeveloped and were predominantly Malay. This development pattern was attributed to a number of factors primarily, the British colonial rule that had implemented ethnic and regional biased policies which were accompanied by concentration of modern economic activities and transportation in the more developed states. The disparity in level of urbanization between states was exacerbated with some policy adjustments done in the 1980s. These policy adjustments included enhancement of the role of private sector in generating economic growth (which continues till today), the privatization of government agencies and selected services, greater emphasis on export-oriented industries and urban growth centers. The concentration of urban development in the Kuala Lumpur area is an exa mple of the outcome of these policies. Table 4: National Development Policies from 1957 to 2010

Year Policy Name Policy Objectives

1957 - Pre-New Economic § Emphasis was on economic growth and rural development. 1970 Policy § St rong emphasis on export market. § Efforts were directed towards building up physical infrastructures as well as social infrastructures. § Expand production, particularly in the tin mining activities and plantation sector. § Moderately encouraged manufacturing to reduce imports and generate employment.

1971 - New Economic § Launched under the Outline Perspective Plan 1 (OPP1, 1971-1990). 1990 Policy § Eradicate poverty and to restructure society with national unity as the overriding objective. § Aim to reduce poverty in Peninsular Malaysia from 49.3% to 16.7%. § Increase Bumiputra ownership of share capital in the corporate sector § Reduce foreign holdings from 63.3% to 30% per cent by 1990. § Employment pattern in the expanding economy at all levels should reflect the racial composition of the population. § The public sector was expected to play a major and active role in the economy, including in the productive sectors, while the private sector activities were encouraged to be the engine of growth. § Develop a broad based economy that would be less susceptible to the external fluctuations.

1990 - New Development § Launched in 1991 under Outline Perspective Plan 2 (OPP2, 1991-2000). 2000 Policy § Aims at bringing about a more balanced development. § In line with the objective of Vision 2020 - industrialized and a fully “developed” country all aspects namely economically, politically, socially, spiritually, psychologically and culturally.

2001 - National Vision § Launched in 2001 under Outline Perspective Plan 3 (OPP3, 2001-2010) 2010 Policy § Building a resilient nation and economy § Promote ‘equitable society’ by eradicating poverty and reducing imbalances among and within ethnic groups as well as regions § Sustaining high economic growth by strengthening the sources of growth, the financial and corporate institutions as well as macroeconomic management § Enhancing competitiveness to meet the challenges of globalization and liberalization § Developing a knowledge-based economy as a strategic move to raise the value added of all economic sectors and optimizing the brain power of the nation § Strengthening human resource development to produce competent, productive and knowledgeable workforce § Pursuing environmentally sustainable development to reinforce long-term growth. Source: Economic P lanning Unit (2002), Economic Planning Unit a (2001) and Economic Planning Unit b (2002)

THE GLOBALIZING KUALA LUMPUR REGION

The government has stated in the Eighth Malaysia Plan its intention to strengthen economic resilience and achieve sustainable growth in line with the National Vision Policy (NVP). It was considered crucial that a knowledge-based economy be developed in order to achieve fully industrialized developed nation status. Kuala Lumpur has been “groomed” to be the national node in “global networks” as Malaysia plugs into an emerging global information society and economy. The Kuala Lumpur area and Klang Valley has been described as having an increasingly global orientation and is at present described as “a globalizing city”(Bunnel and Barter, 2002). The concentration of national projects like the Kuala Lumpur International Airport (KLIA), rail transit systems, intelligent urban spaces (Putrajaya, KLCC) and the Multimedia Supercorridor (MSC) points to the primary role of the Kuala Lumpur region in

7 achieving the nation’s Vision 2020. The Multimedia Super Corridoor (MSC) requires special attention as it would be interesting to examine the implications of intelligent urban spaces on the transportation and land use system.

Multimedia Supercorridor (MSC)

The MSC was established in 1996 to drive the economy towards higher productivity via information technology and high value-added economic activities to catalyze the development of knowledge based economy. The area is planned to mimic the “technical virtuosity and economic dynamism” of the in the United States (Bunnell, 2002a). Physically, the MSC is a 50 km long x 15 km wide area located in the district of Selangor. At the geographical core of the MSC are two intelligent cities: Putrajaya and Cyberjaya. Putrajaya is the new administrative center of Malaysia which makes use of sophisticated information technology for ‘electronic government’ (e-government). Cyberjaya is planned to be a technopole that will initia lly attract foreign information technology companies with the ultimate goal of stimulating the development of local ones (Bunnell, 2002). The vision for the MSC is to become the global test bed for innovative solutions; the enabling infrastructure and incentives9 will be provided to attract leading global ICT companies10 to use the MSC as a hub as well as help create both local and foreign small and medium-sized enterprises. In addition, a set of cyberlaws was enacted to enable the factors for the development of ICT in the country. The main cycberlaw is the Communications and Multimedia Act 1998 primarily aimed at promoting deregulation, streamlining of licensing procedures and facilitate market liberalization.

The MSC brings together three key elements to achieve its vision:

§ A high-capacity global telecommunications and logistics infrastructure built upon the MSC's 2.5-10 gigabit digital optical fibre backbone and a massive, new KLIA international airport. § New policies and cyberlaws designed to enable and encourage electronic commerce, facilitate the development of multimedia applications, and position Malaysia as the regional leader in intellectual property protection. § An attractive living environment in which careful zoning plans integrate infrastructure "mega-projects" with green reserves to create environmentally friendly, "intelligent" urban developments.

The Multimedia Development Corporation (MDC) was empowered to promote the overall development of the MSC. The MSC International Advisory Panel, comprising of policy makers, business leaders and academics, was also formed to steer the further development of the MSC. As of December 2000, there were 429 companies that have been accorded the MSC status. Among these companies area Microsoft, Oracle MSC, Hewlett Packard, Netscape, Ericsson, IBM, Lotus, Lucent Technologies, Intel MSC etc.

Administrative Districts, Urban Centers and Population Trends

The Kuala Lumpur Metropolitan Area (KLMA) (or more commonly referred to as Kuala Lumpur and its ) is defined as the areas encompassing five administrative districts of the Klang Valley (nine municipalities) and the Multimedia Supercorridor (MSC) (Table 5 and Figure 2). The total population of the area in 1997 was 3.8 million and is expected to increase to 6.9 million in the year 2020 (Table 6). The area was estimated to have 1.45 million vehicles.

Table 5 shows the major urban centers in the study area. The Federal Territory of Kuala Lumpur (FTKL), the capital of Malaysia, is the oldest and largest urban center with urban services. The city functions as the main economic, social and employment center for the country and thus attracts large volumes of traffic from its neighboring conurbation areas, sub-regional as well as regional centers. Some of the government offices like Ministry of Finance, Public Works Department still operate in the area even though most of government offices have moved to the new administrative center in Putrajaya.

The to the east of FTKL has three main urban centers; , and . Shah Alam is the new state capital of Selangor and is a well planned urban center with services like state government offices, banking and manufacturing. Petaling Jaya was the main residential area for the Kuala Lumpur city back in the 1960s and now poses many urban functions like municipality services, recreation, industry, finance etc.

The to the west of FTKL has one major urban municipal center which is Klang. Klang houses one of the largest port facilities in the country and an important import and export point for the Klang Valley. The seaport town functions mainly as a center for commerce, trade and industry.

The ’s municipality is Gombak. It has urban functions like commerce, industry and wholesale.

9 The Bill of Guarantees of MSC status companies includes freedom of ownership, unrestricted employment of foreign knowledge workers, income tax exemptions, and freedom of sourcing capital globally. 10 Eligibility criteria for MSC Status: (1) must be a provider or a heavy user of multimedia products and services; (2) must employ a substantial number of knowledge workers; (3) must indicate a mechanism of transfer technology and/or knowledge to Malaysia, or otherwise contribute to the development of the MSC and the Malaysian economy. 8

The district of Hulu Langat has three main urban areas namely, Bangi, and . Bangi has two public universities (Universiti Putra Malaysia and Universiti Kebangsaan Malaysia) and houses several other private higher education institutions (UNITEN). Kajang is an old commercial center near Bangi.

The has two new municipalities, Putrajaya and Cyberjaya. The new Kuala Lumpur International Airport (KLIA) is located in the south of the district. Table 5: Major Urban Centers and Functions in Kuala Lumpur Metropolitan Area

Districts Urban Center Administrative Hierarchy of Urban Status Centers Function Federal Territory Kuala Lumpur National capital National center Federal government, Commerce, Trade, Banking, Offices, Wholesale, Health, Education. Petaling Shah Alam State capital Regional center State government, Industry, Commerce Petaling Jaya Municipality Regional center Commerce, Industry Subang Jaya Municipality Sub-regional center Commerce Klang Klang Municipality Regional center Port, Industry, Commerce, Trade Gombak Municipality Regional center Industry, Wholesale, Commerce Hulu Langat Bangi Municipality Regional center Education, Commerce, Training Industry Kajang Municipality Sub-regional center Commerce Ampang Jaya Municipality Sub-regional center Commerce Sepang Putrajaya Federal Territory Sub-regional center Federal Government Cyberjaya Municipality Sub-regional center Research, Training, Education Source: Malaysian Highway Authority (1999)

Table 6: Population Trends in Kuala Lumpur Metropolitan Area

Population in Millions Districts 1997 2010 2020

Federal Territory 1.375 1.628 1.742 Petaling 0.833 1.189 1.402 Klang 0.521 .727 .886 Gombak 0.477 .698 .807 Hulu Langat 0.568 .786 .866 Multimedia Supercorridor (MSC) 0.067 No data 1.258 in Sepang Source: Malaysian Highway Authority (1999)

9

Source: Lee (1996) Figure 2 : 11Districts in Selangor and the Federal Territory Kuala Lumpur

Existing Urban Transportation System

During the Seventh Malaysia Plan (1996-2000), the government had undertaken traffic demand management and introduced of various measures to encourage greater usage of public transportation to alleviate urban traffic congestion in the Klang Valley. Based on the recommendations of the 12Study on Integrated Urban Transportation Strategies for Environmental Improvement for Kuala Lumpur, measures which include restriction of on-street parking, one-way streets, differential parking, pedestrianization, bus lanes, contra-flow and restrictions on heavy vehicles entering the city center were implemented (Economic Planning Unit, 2001). Despite implementation of these measures, the speed of most radial roads in Kuala Lumpur is at 10 km/hour (comparable to Bangkok city) or less during morning peak hours due to high traffic volumes.

The following sections describe briefly the current state of the transportation system in the study area.

Road Network

The road network in the area is a combination of both ring and radial road system and ladder system. Kuala Lumpur has a ring and radial road system while the east-west corridor towards Klang and the south corridor towards KLIA have a ladder pattern (Malaysian Highway Authority, 1999). The road network is composed of many categories of roads ranging from expressway with full access control to urban highways with only partial access control, arterial and ring roads, distributors and access roads. The administrative and maintenance are done by various public institutions and private sector companies (Jabatan Kerja Raya, 1999). For example, toll expressways and toll highways (i.e. inter-urban toll expressways) are administrated by the Malaysian Highway Authority. Roads within Federal Territories are administered by the Federal Public Works Department and roads that are in the state are administered by the state Public Works Department.

Traffic Movement

The traffic movement of the area can be identified as corridors with 12 major access points into Kuala Lumpur. The southwest corridor, linking Kuala Lumpur, Petaling Jaya, Subang Jaya, Shah Alam and Klang, has the highest demand (170,000 -550,000 pcu/day). The next corridor with highest demand (410,000 pcu/day) is the south corridor linking Kuala Lumpur, the suburban areas of

11 (1) the Inner Core, comprising the Federal Territory of Kuala Lumpur; (2) the Primary Diffusion Corridor from to Kuala Lumpur, which is the hub of industrial concentration in the country, including the Royal capital of Klang and the new towns of Petaling Jaya, and Shah Alam; and (3) an Outer Periphery, comprising such places as Rawang, , , , , Telok Panglima Garang, Sepang, Salak, , Ulu Langat, and .

12 The report from this study is currently confidential and will be made public in 2004. 10 , Sri Kembangan, Bangi, KLIA and the Putrajaya/Cyberjaya Area. The traffic in this corridor is expected to increase very rapidly in the near future (Malaysian Highway Authority, 1999).

Parking Lots

A parking supply survey was undertaken in 1997 and the survey reported a total of 87,000 parking lots and a total of 76,000 lots of parking demand in the central Kuala Lumpur area. More than half of the parking lots are located in the Kuala Lumpur City Center (KLCC) area and Golden Triangle Bukit Bintang area (Malaysian Highway Authority, 1999).

Public transportation

Transportation studies conducted for the Klang Valley have indicated that the use of public transportation has been declining as the city grows in size. Table 7 and Figure 3 show the share of public and private modes of transportation in the study area. The private car and motorcycle mode shares have experienced a tremendous increase despite measures taken to increase public transportation usage.

Table 7: Share of Various Transportation Modes in the KLMA

Mode Percent Share (%) 1985 1997 Difference Car 33.8 42.9 +9.1 Motorcycle 13.8 18.0 +4.2 Stage Bus/Mini bus 17.69 6.0 -11.6 Factory Bus/School Bus 7.2 7.7 +0.5 Rail Based Transport - 1.2 -3.7 Non-motorized Transport (Walk and Bicycle) 27.6 23.9 +0.3 Other Modes - 0.3 Source: Malaysian Highway Authority (1999)

Bus system

Bus services are made of up of stage buses operated by several private companies. The three major operators in the Kuala Lumpur, Petaling Jaya , Subang Jaya, Klang, Bangi and Selayang are Intrakota, Park May and Metro (the company which replaced mini buses). The Setapak/Wangsa Maju, Cheras and Taman Sri Damansara buses are operated by smaller bus operators such as Len Seng and Foh Hup. These bus services are suffering from the effects of traffic congestion and waiting time sometimes exceeds one hour. The service also has problems with overcrowding during peak hours and difficulty in bus transfers. There is also a problem of lack of discipline on the part of the bus operators and drivers in following the prescribed schedule and routes. All these problems have contributed to the decline in usage of the bus service (Malaysian Highway Authority, 1999).

Stage Bus/Mini Factory bus Bus/School Bus 6% 8% Rail Based Motorcycle Transport 18% 1%

Non-motorized Transport (Walk Car and Bicycle) 43% 24%

Other Modes 0.3%

Figure 3: Share of Transport Modes in Klang Valley in 1997 Light Rail Transit

There two Light Rail Transit (LRT) lines in the Kuala Lumpur area: the Putra LRT and the STAR LRT, which are operated by two distinct private operators. The STAR LRT and PUTRA LRT came into service in 1997 and 1998 respectively and the two lines has a total route length of 56 km. Passenger ridership on the STAR LRT increased from an average of 46,853 passengers per day (ppd) in 1997 to 77,803 ppd in 2000. As for the PUTRA LRT, the ridership in 1998 was 12,532 ppd and increased to 121,950 ppd in 2000

11 (Economic Planning Unit, 2001). Problems faced by the LRT lines are poor feeder bus service and the absence of physical and operational integration two LRTs lines (Malaysian Highway Authority, 1999)

KTM Kommuter System

The KTM (Keretapi Tanah Melayu) Commuter trains started operations in 1995 and the rail network extends from Rawang in the north to in the South, from Kuala Lumpur to Klang in to the west and Sentul to the northeast surburb covering a distance of 153 km. Feeder bus services are provided by the Park May bus company. The average daily ridership in 1997 was 43,000 passengers.

Public Transport Terminal - KL Sentral

The KL Sentral is a newly operational (in 2001) privatized public transport terminal integrating both the KTMB intercity and commuter services with the ERL, LRT PUTRA, Monorail, buses, taxis and pedestrian facilities. It does not however include the LRT STAR route in the terminal system. This transport terminal also provides an important link to the KLIA, Putrajaya and Cyberjaya (Economic Planning Unit, 2001).

Taxi

In 1997, there were a total of 11,275 registered taxis in Kuala Lumpur area and is operated by several management companies. It was found that the number of taxis per population in Kuala Lumpur is higher than those in Tokyo and Osaka (Malaysian Highway Authority, 1999). Taxi services are concentrated in the Kuala Lumpur area and are used only for short trips within the city.

INSTITUTIONAL FRAMEWORK FOR NATIONAL DEVELOPMENT PLANNING

Since the 1950s, the government has assumed the function of development planner for the nation (Economic Planning Unit, 2002). The Economic Planning Unit (EPU), created under the Prime Minister's Department in 1961, was given the authority for development planning via inter-agency planning and monitoring mechanism. The EPU has a system of preparing medium to long terms plans to realize policies for national development. These plans also function as indicative plans for the private sector to understand and take action in a way appropriate with Government's economic policies and strategies for meeting the nation’s aspirations.

Political-Administrative System

Malaysia is a federal constitutional monarchy system of government. The country practices parliamentary democracy and the government is divided into three branches; the parliament (the legislative), the Cabinet (the executive) and the judiciary. The Federal Parliament consists of an upper chamber, the Senate (Dewan Negara) and a lower chamber, the House of Representatives (Dewan Rakyat). The upper chamber consists of members appointed by the king and elected by state legislators and the members of lower chamber are elected by universal suffrage. The lower house is currently dominated by the ruling Barisan Nasional. The Cabinet is a council of ministers appointed by the King with the advice of the Prime Minister. The political-administrative organizational hierarchy in Peninsular Malaysia is shown in Figure 4. Malaysia has a three-tier type of government: federal, state and local government. The Federal Government is headed by the Prime Minister who chairs the Federal Cabinet. The State Governments are made up of State Executive Councilors (EXCO) and headed by the Chief Ministers who are elected politicians appointed by the Prime Minister. The EXCOs are appointed from members of the State Legislative Assemblies of respective states. Each state is then further divided into Districts under the administration of District Officers who are government servants under the direct responsibility of the State Secretaries. Each of the Districts is further divided into Local Authorities. The existence and powers of the Local Authorities are provided for by the Local Government Act 1976. Under the current administrative hierarchy, the Federal Government is responsible for matters such as foreign affairs, defense and education. The State Government is responsible for religion and matters related to land use.

12 Federal Constitutional Monarchy Parliament headed by The King

Federal Government Cabinet headed by the Prime Minister

State Governments State Executive Councils headed by Chief Ministers

Districts Headed by Districts Officers

Local Authorities Councils headed by Presidents

Source: Halimaton Saadiah (1994)

Figure 4: Political-Administrative Organizational Hierarchy in Peninsular Malaysia

Hierarchy of Development Plans

In accordance with the political-administrative hierarchy in Malaysia, the existing hierarchy of development planning system is shown in Table 8

Table 8: Hierarchy of Plans in the Planning System in Peninsular Malaysia

Administrative Level Plans Plan type Status Federal National Outline Perspective Plan (OPP) Socio-economic Political-administrative Five-year Development Malaysia Plan Socio-economic / sectoral State/Regional State Economic Development Plan Socio-economic / sectoral Administrative and ad hoc State Economic Indicative Plan Socio-economic and spatial plan Sub-regional Physical Plan District District Development Plan Development Project Administrative identification Local Structure Plan Strategic land use plan Mandatory under the Town and Local Plan Local land use plan Country Planning Act 1976 Source: Halimaton Saadiah (1994)

Socio-economic plans and sectoral development plans are prepared at the federal, state and district levels. The federal plans form the basis for all other plans in the hierarchy. The state plans are ad hoc plans which mean they are produced administratively to guide development in the state or region. Next in the hierarchy is the district plan which is more formalized in planning but are still administrative in status. The only statutory plans are the local development plans, namely the Structure and Local plans which are legal documents under the 13Town and Country Planning Act 1976 (TCPA 1976).

Institutional Framework for Development Planning

Figure 5 shows the institutional framework for planning, coordination and evaluation for Malaysia.

13 Also referred to as Malaysia Act 172. 13 Parliament

Cabinet

National Planning National National Security Council Development Council Council

National Development National Planning Committee Development Committee

Economic Planning Unit Implementation and Coordination Unit

Source: Economic Planning Unit (2002) Figure 5: Planning, Coordination and Evaluation Machinery of the Federal Government The National Planning Council (NPC) is the economic committee of the Cabinet and is composed of key economic ministers. The NPC is chaired by the Prime Minister and is the highest authority in the formulation, coordination and decision making of economic and social development policies in the country. Cooperating with the NPC in national level planning are the National Development Council (NDC), which considers matters on the implementation of the development programs and projects, and the National Security Council (NSC) that deals with security and natural disasters. The NPC is assisted by the National Development Planning Committee (NDPC). The NDPC, a committee of senior government officials chaired by the Chief Secretary to the Government, is responsible for formulating, overseeing the implementation of, and reviewing all development plans as well as making recommendations on the financial allocation for public sector projects. The EPU is the secretariat of the NDPC.

Federal Level Planning

Planning at the Federal level is conducted by the central agencies through the Inter-Agency Planning Group (IAPG). The IAPG is composed of representatives from federal ministries, agencies and state governments, the EPU, the Public Services Department, the Implementation and Coordination Unit (ICU), and the Administrative and Modernization Unit (MAMPU) under the Prime Minister's Department, the Treasury and the Central Bank as shown in Figure 6. The EPU functions as the secretariat to the NDPC and its sub- committees namely the Estimates Sub-Committee, the Standards and Costs Sub-Committees and the various IAPGs. The overall public sector expenditure target and allocations according to the various sectors, ministries and states are approved by the Cabinet on the recommendation of the NDPC. Worth noting is the councils for improving the coordination between federal, state and local governments, three other national councils exists which are the National Council for Local Government (NCLG), the National Land Council (NFC), and the National Finance Council (NFC) (UNESCAP, 1995).

State Level Planning

Figure 7 shows the state level development planning system. The State Economic Planning Unit (SEPU) has the responsibility of formulating the development strategy, coordination for the preparation of state development program and submits its plans for the Federal Government’s consideration after approval by the respective State Executive Committees (EXCO). Although directly responsible to the State Government, the SEPU work closely with Federal agencies, especially the EPU in the formulation and implementation of development programs and projects in their respective states.

14 Planning with the Private Sector

There is also planning for private-public partnership in the national planning system (Figure 6). Apart from input from various councils and committees like the Malaysian Business Council and the National Economic Consultative Council, private sector participation in achieved through dialogues conducted by the Treasury, the Ministry of International Trade and Industry and the Central Bank.

Cabinet Prime Minister

National Planning Council National Security Council

National Finance Council National Land Council

National Council for Local Governments

Minister of Finance Deputy Prime Minister

Minister with Special Functions Minister without Portfolio

Prime Minister’s Dept. Chief Secretary to Federal Government

Malaysian Business National Development Planning Committee Council

Economic Planning Unit Private Sector

Inter-agency Planning Group § Public Services Department § Implementation and Coordination Unit § Administrative and Modernization Unit § Treasury § Central Bank

Ministries with Formal National Planning / Ministries with Formal No Authority National Planning Authority § Ministry of Defense § Ministry of Transport § Ministry of Rural Development § Ministry of Agriculture § Ministry of Works § Ministry of Education § Etc.

Formal planning authority Formal planning authority Special formal relationship Formal planning function without authority

Source: Economic Planning Unit (2002) and Halimaton Saadiah (1994) Figure 6: Institutional Structure of the National Level Development Planning System

15 State EXCO Chief Minister

State Action Committee State Planning Committee

Local Govt. Committee Agriculture and Rural Development Committee

Tourism and Environment Public Works Committee

Religious Affairs Committee Utilities Committee

Ad Hoc Development Committee Youth and Sports Committee

State Secretariat State Secretary

State State State State Security District Development Financial Economic Office Office Office Office Planning Unit

Local Institutions with Formal Planning Local Institutions with Formal Planning / Authority No Authority § Public Works Dept. § Town and Country Planning Dept. § Drainage and Irrigation Dept. § Agriculture Dept. § Land and Mines Dept. § Water Dept. § Forestry Dept. § Veterinary Dept.

Ad Hoc Sectoral and Project Federal Ministries Planning and Development Committee Implementing Agencies

Formal planning authority Formal planning authority Special formal relationship Formal planning function without authority

Figure 7: Institutional Structure of the State Level Development Planning System Source: Adapted from Halimaton Saadiah (1994)

16 INSTITUTIONAL FRAMEWORK FOR TRANSPORTATION PLANNING AND MANAGEMENT SYSTEM

The transportation planning and management system is made of various public and private actors. The issues and problems faced by the planning and management systems include lack of coordination between institutions, insufficient capacity and capability to carry out planning at appropriate scales (e.g. local, regional and national), enforcement problems, problems with private sector “profit maximizing” interests, incentives by both government and private companies that promote private auto use. The following describes in greater detail the background and issues for transportation planning and management system.

Transportation Institutions and Functions

At present, a range of public and private institutions have responsibilities for transportation for the Kuala Lumpur Metropolitan Area. The details of the functions of the institutions listed above are presented in Table 9. It shows the federal, state and local administrative institutions involved in the urban transportation system 14(Prime Minister’s Department, 1999).

14Table 9: Institutions Involved with Urban Transportation System Management for KLMA

Federal Level Major Fu nctions on Urban Transport Prime Minister’s Department Economic Planning Unit § Formulates objectives, policies and strategies in development planning. § Plans the five-year development plans. § Coordinates and prepares the development budget for the five-year plans. § Coordinates the Privatization program.

Federal Territory Development and § Coordinates development plans in the Klang Valley. Klang Valley Planning Division Ministry of Transportation Road Transport Department § Updates the revenue collection system. § Registers and license drivers of motor vehicles. § Ensures that motor vehicles are roadworthy. § Focuses on road safety issues and reduces the rate of road accidents. § Maintains records of information pertaining to motor vehicles and drivers.

Department of Railways § Controls fares and tariffs by examining all proposals for change in the structure and rates of fares, tariffs or charges submitted by any railway company. § Formulates regulations and prescribes minimum standards. § Ensures compliance of safety standards. § Enforces regulations (issuance, suspension and withdrawal of railways licenses, etc.). § Studies proposals for new railway schemes and make recommendations for the approval of the Minister. § Determines the performance standards of the services of the railway company through statistical formats and reports.

Railways Asset Corporation § Administers and manages lands, properties and rights for railway services. § Develops infrastructure facilities for railway services. Keretapi Tanah Melayu Berhad § Provides a modern, efficient and competitive railway system. Ministry of Finance § Responsible for urban transport related duties and taxation together with the Ministry of Transport. Ministry of Works § Plans, designs and constructs infrastructure projects, mainly roads, water supplies, Public Works Department government buildings, airports, ports and jetties. § Operates and maintains roads, water supplies and certain Government buildings. § Provides technical advice to the Government at federal, state and district levels. § Conducts periodical traffic count surveys and issue an annual report on traffic Highway Planning Unit volume. § Formulates national road and network system plan and program. § Assists state government and other agencies. § Supervises and executes the design, construction and maintenance of highways as Malaysian Highway Authority determined by the Government. § Supervises and executes the design and construction of the rest and service areas and other facilities that may be deemed necessary along highways. § Collects toll from the users of the highways and other dues from the utilization of other facilities along the highways. § Plans and conducts research to ensure the efficient utilization and other facilities Ministry of Entrepreneur Development Commercial Vehicle Licensing Board § Processes and issue and licenses of all classes of commercial vehicles in

17 Peninsular Malaysia (including condition of licenses) § Determines the terms and conditions attached to all cases of commercial vehicle licenses issued (fares, operation area, passenger capacity or type of goods, maximum load weight). § Formulates policies, roles and regulations pertaining to licensing of commercial vehicles, and monitor their impact on the efficiency of the road transport industry. Ministry of Home Affairs Royal Malaysian Police § Maintains law and order. Local Level City Hall of Kuala Lumpur City Economic Planning Unit § Formulates policies and strategies on the Socio -Economic Development of the Federal Territory of Kuala Lumpur. § Coordinates and monitors development projects § Manages all data and information on the development of Kuala Lumpur. § Ensures that infra-structure development and public facilities are planned and implemented to promote urban economic activities such as property development, business, transport, finance tourism and others. § Ensures an integrated development of the industrial sector which will contribute to the urban economic growth. Urban Transport Department § Coordinate and manage the implementation of the Monorail project and Light Rapid Transit (LRT) System in Kuala Lumpur and areas connected with it. § Plans and conducts research on the development of an urban transportation system that covers public and highway transportation system. § Designs and implements urban transportation projects financed by the government though City Hall Kuala Lumpur (bus/taxi stops, terminals for city buses and inter- town express buses and taxis) § Coordinates and manages public transport facilities and services financed by the government through City Hall Kuala Lumpur. Public Works and Traffic Management § Plans, designs and implements road projects in the Federal Territory. Department § Coordinates with private agencies in the planning and development of road system and traffic management in Kuala Lumpur City. § Improves on road designs and to increase road capacity to cater to the needs of the increasing traffic volume. § Plans and implements traffic management schemes to improve traffic flow. § Maintains road networks to specific standards for the safety and comfort of road users. § Minimizes road accidents. § Contribute towards a healthy environment, improve public transportation and promote pedestrian traffic. Enforcement Directorate § Manage metered parking areas (privatized concept) and manual parking areas. § Controls and enforce traffic rules and regulations. § Conducts operations to eradicate illegal activities such as illegal car/motorcycle attendants. Other Local Government Organizations § Similar to City Hall of Kuala Lumpur. Selangor State Municipalities of Selangor State Source: Prime Minister’s Department (1999)

Federal Level Institutions

In general, the Federal government is responsible for determining national transportation plans, transport policy guidelines and overall administrative matters. Local governments, on the other hand, plan, execute and administrate road networks and urban transport improvements under their jurisdiction.

Economic Planning Unit

The Economic Planning Unit (EPU), under the Prime Minister’s Department, formulates the five-year Malaysia Development Plans. EPU’s 15Infrastructure and Utilities Section plans, evaluates and identifies the major transportation projects including urban transport development and makes the major investment decisions (Economic Planning Unit, 2002). Coordination for road and rail transport development planning for the KLMA is conducted by the Federal Territory Development and Klang Valley Planning Division.

Ministry of Transportation

The Ministry of Transportation is responsible for the general administration of land (excluding development of road and highways infrastructure), air and maritime modes of transportation. The Land Transport Division of the Ministry plans and formulates strategies for road and rail transport, reviews laws and rules of road and rail transport, monitors and coordinates the development of road transport, railway and light rail transit. More specifically, the Road Transport Department registers motor vehicles and issues driving

15 EPU’s organization comprises of 17 sections and two main divisions – the Macro Planning Division and the Sectoral Planning Division. The Infrastructure and Utilities Section is under the Sectoral Planning Division. 18 licenses. It also focuses on road safety issues and implements programs to reduce accident rates. The Department of Railway controls the fares and tariffs of rail operators, performs the technical evaluation of new railway projects as well as the issuance/withdrawal of licenses. The Keretapi Tanah Melayu Berhad is the provider of rail transport system. The Railway Asset Corporation administer and manages lands, properties and rights for railway services. It also develops the infrastructural facilities for railway services.

Ministry of Works

Three main divisions of the Ministry are involved in the land transport system. The Public Works Department plans, designs and constructs infrastructure projects including roads, airports, ports, jetties and public amenities. It also is the operator and maintains roads. It is the main advisor to the Government at federal, state and district levels on technical matters. The Highway Planning Unit is the planner of the national road network system. It als o carries out periodical traffic count surveys and issues annual reports on traffic volume. The Malaysian Highway Authority supervises and executes the privatization scheme for the design, construction, regulation, operations and maintenance of interurban highways (including toll expressways).

Ministry of Entrepreneur Development

The Ministry’s Commercial Vehicle Licensing Board processes and issue licenses of all commercial vehicles in Peninsular Malaysia. The Board determines the terms and conditions attached to all cases of commercial vehicle licenses issued (fares, operation area, passenger capacity or type of goods, maximum load weight).

Ministry of Home Affairs

The Royal Malaysian Police enforces traffic rules and regulations related to road traffic and traffic control.

Local Government Level Institutions

The local government institutions deal with daily urban transport problems and are responsible for the planning, construction and maintenance of transport facilities in their jurisdiction. The KLMA involves the City Hall of Kuala Lumpur and the municipalities in the Selangor state. The City Hall of Kuala Lumpur is governed by its own set of regulations and carries out its own planning, design, implementation and maintenance of road transport among other functions.

Functional Aspects of Institutions by Mode of Transport

Table 10 summarizes the relationship between the abovementioned institutions and the mode of transport. The Economic Planning Unit is responsible for planning of all infrastructural facilities and modes of land transport. The Federal Territory Development and Klang Valley Planning Division major function is the coordination between institutions involved in public transportation and road and railway development. The Minis try of Transport covers the administration and safety aspects of all modes of transport except for road infrastructure which is under the control of the Ministry of Works. The Ministry of Entrepreneur Development is concerned only with the buses and taxis and is not concerned with the public railway services.

The function of local government is very limited as the Federal government institutions determine the general plans and major government financed infrastructural projects. The local government is responsible only for the planning and development of smaller projects.

Ever since 16privatization was made a national policy in 1983, the private sector has been heavily involved in transport facility development projects. The private sector has been venturing into the upgrading of existing road and construction operation of new toll highways, expressways and railway. The government has been providing assistance in the form of soft or interest free loan and land acquisition assistance in project privatization schemes like “Build-Operate-Transfer”. In addition, bus stops, taxi stops and terminals have also been developed by the government as basic social infrastructure. The financial crisis of 1997 has forced the government to provide extensive assistance to privatized projects to ensure continuation of its construction (Economic Planning Unit, 2001).

16 The Federal Roads (Private Management) Act 1984 allows the Government to grant private companies the right to collect toll on public roads.

19 Table 10: Functions of Urban Transport Institutions by Transportation Mode

Infrastructure Private Public Traffic Rules Pedestrian Parking Institutions Vehicles Transport Enforcement Facilities Spaces Road Railway Car and Bus and taxis Motorcycle Economic Planning Unit Investment Investment Planning Planning Planning Planning Planning Federal Territory Coordination Coordination Coordination Development and Klang Valley Planning Division Ministry of Transport Licensing Driving Driving License Traffic safety Supervising License Vehicle Registration Inspection Vehicle Inspection Ministry of Works Planning Design Construction Maintenance Ministry of Entrepreneur License Development Route Fare control Royal Malaysian Police Traffic control Control Enforcement Enforcement Local Government including Planning Coordination Bus/Taxi stop Traffic control Planning Control City Hall of Kuala Lumpur Design construction Enforcement Design Enforcement Construction Bus terminals One-way control Construction Maintenance Bus lanes Maintenance Private Sector Construction Construction Operation Maintenance Maintenance Operation Operation Source: Adapted from the Prime Minister’s Department (1999)

Transportation Institutional and Management Problems

Traffic flows in the KLMA crosses several local government jurisdictional boundaries. As of 1999, there is no proper government institution that effectively coordinates the overall regional development of the KLMA. The study conducted by the Prime Minister’s Department (1999) reported the following institutional and organizational problems:

Duplication and inappropriate allocation of implementation responsibilities between federal and local institutions

There is inefficient allocation of responsibilities and duplication in the urban transport system management. For example, parking control regulation is duplicated by local governments and the Royal Police. Licensing and administration of fares and routes for public transportation is governed by the Commercial Licensing Board and not by the local governments which have better information on bus operations and traffic problems within its jurisdiction.

Lack of appropriate planning perspective and coordination at federal and local levels

The federal level infrastructural planning institutions - Economic Planning Unit, the Ministry of Transport, Ministry of Works - have been planning from a national perspective instead of a regional perspective. The local governments, meanwhile, have been trying to coordinate their own projects with each other. Even though there are institutions that are formed to coordinate development in the KLMA, it has not been effective. The Klang Valley Development Committee (KVDC) is responsible for the coordination of all development projects related to both state of Selangor and FTKL. The Federal Territory Development and the Klang Valley Planning Division (FTKVPD), under the Prime Minister’s Department has a similar role of KVDC. The report suggested that although the two institutions both function as coordinating bodies for common developments in the area, they are considered to have a national planning perspective instead of a regional planning perspective. There is probably a tendency to overlook the needs for regional development of the area. They are also considered to lack the capability to establish comprehensive regional plans.

Lack of planning capability and capacity by local planning institutions

20 The study reported that the local governments do not collect and have the basic transport data and information and hence lack the capability and capacity to conduct transportation planning. For instance, no data is kept by the local governments as to the parking lot data, exact operation routes, and updated inventory and road network data. The local government does collect traffic volume data (via detectors at major traffic intersections) but without detailed vehicle type information which renders the data it less useful for transport modeling purposes. The local governments also lack town planners and transportation experts to plan a transportation system for their jurisdiction (Goh, 1997).

Problems with the Build-Operate-Transfer (BOT) privatization scheme

As noted previously, the transportation system in Malaysia has been undergoing privatization ever since 1983. The federal government is gradually changing its role as transport developer to supervisor of privately financed development projects. Many new toll highways and railway systems are currently being constructed and operated by private entities. The advantage of BOT scheme is that the government does not have to use limited funds for transport development. Nevertheless, there are problems that might occur under the scheme. For example, the private sector tends to only execute profitable projects and the resulting profits, which would otherwise be used for financing unprofitable vital projects, now accrues to the private sector and not the public. Another example is that badly needed public transport infrastructure might not be executed or delayed as they are less financially viable. Since the economic downturn, many BOT scheme projects have been increasingly abandoned and pose a burden to the government.

Weak enforcement by responsible institutions

Enforcement of transportation rules, regulations and operating conditions are very weak. For example, some of the scheduled stage bus services do not operate on schedule and sometimes are not operational at all. Buses frequently let passengers off at very busy roads and disrupt traffic flows. There was also a case whereby some feeder buses servicing the LRT stations were suspended because they were unprofitable routes.

Lack of incentives to promote public transport system

According to the study’s survey, more than 80% of trips are made by private modes. The share of public transport mode has been declining in tandem with the economic growth of the country and trend of increasing ownership of car and motorcycles. The study also found that the institutional aspects of private-public modal shares are biased to providing incentives for private car usage. For instance, more 90% of commuters who use the public transportation are not given commuting allowances but 75% of car users are given parking allowances.

INSTITUTIONAL FRAMEWORK FOR LAND USE PLANNING AND MANAGEMENT SYSTEM

The land use planning and management in Malaysia is in the realm of the local and state governments. The issues and problems that is has includes lack of capability for planning, shortage of manpower, coordination problems between state and local authorities, ineffectiveness of responsible organizations. Below is a description of the institutional framework for land use planning and management.

Legislation

The Town and Country Planning Act 1976 (TCPA 1976) is the main legislation that regulates land use planning in Peninsular Malaysia except for the Federal Territory of Kuala Lumpur (FTKL). The FTKL’s land use planning is regulated by the Federal Territory [Planning] Act 1982. Although there are differences in the administrative frameworks and mechanisms for development control, both Acts incorporate the structure plan system of planning. The TCPA 1976 covers 95 local authorities which are formed under the Local Government Act 1976. Land use planning, also called town and country planning in Malaysia, is lis ted under the ‘concurrent list’ of the Federal Constitution which means that the State can adopt all or only parts of the Act for implementation in their jurisdiction. Under the act, all local authorities are local planning authorities.

Development Planning System

Under the TCPA 1976, the State Government is given the responsibility to provide general planning policies while the Local Authority is responsible for the detailed plans. The Act does not provide the Federal Government any specific role in the planning of land use of States but it specifies that the preparation of local and structural plans must take into consideration the needs and aspirations of the region and nation. The influence of the Federal Government is augmented by a variety of national plans prepared at the Federal level (Goh, 1991). These plans include the five year Malaysia Plans, the Outline Perspective Plans, the Industrial Master Plan and the National Agricultural Policy.

21 Part III of the TCPA 1976 requires all local governments to prepare development plans for areas under their jurisdiction. A development plan is defined as a structure plan and one or more local plans for the whole or parts of the area. The following describes the principles of development plans:

Structure Plan

The preparation of the structure plan follows the process of ‘survey-analysis -proposal’. Surveys conducted include principle physical, economic, environmental, and social characteristics and land uses of the local and neighboring planning area; population; transport and communication systems; and any project changes that might have impacts on the planning or development of the area.

The 17structure plan is defined in the TCPA 1976 as:

“a written statement – (a) formulating the policy and general proposals of the local planning authority in respect of the development and use of that land in that area, including measures for the improvement of the physical environment, the improvement of communications, and the management of traffic; (b) stating the relationship of those proposals to general proposals for the development and use of land in the neighboring areas that may be expected to affect that area; and (c) containing such other matters as they may be prescribed or as the State Planning Committee may particular specify”

The policies and general proposals drafted must be justified by the results of the survey. The TCPA also introduced a formal system of public participation in the drafting of development plans. The first formal stage of public input is during the reporting of survey results and the second formal stage is during the review of the draft structure plan.

Local Plan

The TCPA defines a local plan18 as:

“a map and a written statement which: (a) formulates, in such detail as the local planning authority thinks appropriate, its proposals for the development and use of land in the area of the local plan, including such measures as the local planning authority thinks fit for the improvement of physical environment, the improvement of communications, and the management of traffic; and (b) contain such matters as may be prescribed or as the State Planning Committee may in particular case specify”

The local plan is produced for the entire or part of the local planning authority area and it mu st be consistent with the approved structure plan. It interprets strategic and spatial implications of structure plans and presents the local and spatial implications of national objectives and polices for social and economic changes. It therefore provides the framework for resource allocation and financing of development projects.

Land Use Planning Institutions and Functions

The TCPA 1976 or Act 176 specifies several functions to authorities which are directly involved in land use planning (Goh, 1991). The institutions involved are the Prime Minister’s Department, Ministry of Housing and Local Government, the State Authority, the State Planning Committee and the Local Authority (Table 11).

Federal Level

Prime Minister’s Department

As stated before, the National Development Planning Committee (NDPC), based in the EPU of the Prime Minister’s Department, is the highest authority in the formulation of policies and programs in Malaysia. The EPU has a strong influence over development patterns and process; it not only has impacts in terms of Terms of Reference and selection of planning teams but also evaluation and approval of consultant’s reports.

Ministry of Housing and Local Government

The Minister, who is the chairman of the National Council for Local Governments, of the Ministry of Housing and Local Government provides the concurrence to the adoption of the Act by the State authority. The Federal Town and Country Planning Department

17 TCPA 1976 Section 8(3) Act 172 18 TCPA 1976 Section 12(3) Act 172. 22 (FTCPD) is officially responsible for the coordination urban planning in Peninsular Malaysia. The FTCPD also prepares guidelines and standards for urban development planning.

Department of Environment

The Department of Environment (DOE) is an important institution which can influence the direction of urban development planning. Proponents of certain types of activities, including land development, are required to submit an Environment Impact Assessment (EIA) report to the DOE. The DOE has also been preparing guidelines for environmentally sound development like the creation of open green spaces in urban development projects. A point worth noting is that there is confusion between the role of DOE and that of the FTCPD setting the planning standard and giving the final approval of EIAs reports.

Regional Level Institutions

Statutory Development Agencies

Since the 1960s, the Federal Government has created various development agencies to carry out development projects. These agencies functions as implementing agencies and not planning agencies. Some of these agencies include the Urban Development Authority (UDA) and Regional development Authorities (RDAs) like the Trengganu Tengah Development Authority (KETENGAH). Some conflicts between regional and local have arisen in the past in areas where the jurisdiction of regional development agencies overlaps with local authorities.

State Level

State Authority

The State Authority is responsible for the general policy with respect to the planning of the development and use of lands and buildings within the area of every local planning authority in the state. The State also sets up the State Planning Committee (SPC) which is given powers to direct any matters related to land use planning and development. The SPC is the institution which approves the structural plans.

State Planning Committee (SPC)

The SPC is most powerful institution next to the State Authority in the land use planning system. As mentioned before, it is the authority which approves structure plans prepared by local planning authorities. It is also responsible for the conservation, use and development of land in the state and promoter of the land use planning system and planning methodology.

Town and Country Planning Department

Functions as the secretariat to the SPC and acts as the principal agency for advising the Government and the SPC on the use and development of land including urban planning. Most often, the TCPD act as the urban planning department for Local Authorities. However, the number of planners in TCPDs is rather small. This situation entails problems where planners do not have adequate time to prepare their plans and reports or they have had to neglect large areas of the state even if population pressures demands that planning needs to take place.

State Economic Planning Unit (SEPU)

The SEPU is equivalent to the EPU at the Federal Level. Its main function is to assist the State Government to prepare socio- economic development plans and coordinate all socio-economic planning within the state. The SEPU has impact on the direction of urban development through its socio-economic development plans.

State Economic Development Corporation (SEDC)

The SEDC are state development implementing agencies and not planning agencies. It is chaired by the Chief Minister. These agencies are usually given large areas of vacant land (which are left out of development plans) to develop and are usually given the freedom to prepare their own development plans (e.g. new towns or industrial estates). The SEDC’s development plans may have to require approval from local authorities but as the case usually is, the local authorities are provided with a fiat accompli.

Local Level

Local Authority (LA)

23 The planning authority of LAs is provided for by the Town and Country Planning Act 1976 and not the Local Government Act 1976. These local authorities are responsible for the regulation, control and planning of development and use of all lands and buildings in their areas and are also responsible to undertake activities which will promote the advancement of land use planning and its methodology. This authority is also responsible for the preparation and implementation of structure and local plans within their jurisdiction. The LA prepares structure plans and seeks approval of the SPCs. In the case of local plans, the LA prepares as well as approves the plans. Since local plans are the detailed plans for the development of land, the LA has wide discretionary powers in the direction and form of urban development in areas under its jurisdiction. It is important to note that the planning function of the LA is only in theory. In practice, only 14 out of 77 LAs (in 1987) in Peninsular Malaysia have town planning departments. The LAs which do have town planners also have problems with lack of qualified personnel and most often have to deal with a large area and population. Most of the planners’ time is spent on development control rather than on preparing development plans. In the absence of proper plans, development control is usually ineffective.

Consultants and Foreign Agencies

The lack of urban planners in the public sector has government departments engage private and foreign aid agencies to produce development plans. Almost all major regional plans in Malaysia, highway projects, urban traffic systems were prepared by foreign consultant firms. In most of the cases, the engagement of foreign consultants was tied to grants or aids given by foreign countries or multilateral agencies. It was thought that the use of foreign consultants were ineffective in reflecting the needs and aspirations of the country, particularly those of the poor.

Table 11: Institutions Involved in Urban Land Use Planning

Federal Level Major Functions on Urban Land Use Planning Prime Minister’s Department National Development Planning § Prepares annual budgets for submission to the Federal Government. Committee § Coordinates implementation of national development plans. § Evaluates the progress and outcomes of development plans. § Advises the government on economic issues. § Plans and coordinates foreign development assistance.

Ministry of Housing and Local Government Federal Town and Country Planning § Coordinates urban planning and gives advice to urban planning matters to the Federal Department Government and various relevant ministries. § Prepares development plans as and when requested by Federal Government departments. § Provide assistance to local authorities in preparation of development plans. § Promotion of urban planning and upgrading of urban planning standards. § Provides training for increasing the skills and knowledge of planners.

Other Ministries involved in national level planning Ministry of Transport Ministry of Agriculture Ministry of Education

Department of Environment § Implements the Environmental Quality Act 1974. § Enforces the Environmental Impact Assessment requirement. Regional Level Statutory Development Agencies § Undertakes development projects for areas under their control which is outside the jurisdiction of local authorities. State Level State Planning Committee § Coordinates all planning activities within the state. § Promote in the State, within the national policies, the conservation, use and development of land in the state. § Advises the State on matters related to the conservation, use and development of land in the state. § Undertakes, assists and encourage the collection, maintenance, and publication of statistics, bulletins and monographs relating to town and country planning.

State Town and Country Planning § Advises the Government and the SPC on urban planning. Department § Acts as urban planners Local Authorities. State Economic Planning Unit § Oversees the preparation of development plans for the state and local authorities.

State Economic Development § Develops vacant areas left out of state development plans. Corporation Local Level Local Authority § Regulates, controls and plans development and use of all lands and buildings

24 § Undertakes activities to promote the advancement of land use planning and its methodology. § Prepares and implements structure and local plans within their jurisdiction. Source: Goh (1991)

Issues and Problems in Land Use Planning

Shortage of urban planners and local plans at Local Authorities (LAs)

One of the weaknesses of urban land use planning is the lack of development plans especially local plans (Goh, 1997). Even though most urban areas have structure plans, they are broad brush plans and do not provide the details of the plans. As mentioned before, the lack of urban planners in Local Authorities (LAs) may have contributed to this fact. In 1987, 63 out of 77 LAs do not have urban planners. The remaining 14 LAs with urban planners were far from adequate to perform their tasks. Ideally, there should be three planners at each LA: one for preparation of development plans, one for research and management and one for controlling development including processing of applications to undertake land development (Goh, 1991). There is also a problem of lack of funds for employing urban planners in LAs.

Conflicting development plans between state implementing agencies and local authorities

The lack of planners have resulted in development projects in many LAs undertaken without guidance of development plans. In some areas, the absences of local plans have created situations where there is conflicting development plans drafted by state implementing agencies like the RDAs and SEDCs. There was confusion as which agency has planning authority. It is advisable to not allow for areas that are left without development plans.

Rudimentary state of land use planning in Malaysia

The state of the art of urban planning is said to be at a rudimentary stage in Malaysia (Goh, 1997). It is assumed that capacity for planning at a regional level would also be lacking. In addition to that, even if urban planning expertise is obtained for LAs, not much is known about the Malaysian urban society which planners are supposed to plan for.

Ineffective functioning of the FTCPD and TCPD

The role and functions of the Federal and State Town and Country Planning institutions are being assumed by the EPU and the DOE. The Government has been increasingly turning to the EPU and DOE for assistance in the formulation of policies and strategies on urban development planning. The FTCPD and TCPD were suggested to clearly define its roles and functions as town planners (Goh, 1991).

Institutional Opportunities and Challenges for Transportation and Land Use Planning and Management

The transportation and land use planning and management involves complex interrelationships between different public and private agencies at the local, regional, state, and federal government levels. The incorporation of environmental aspects and systems into the current picture would make the problems even more complex. It is useful to conduct stakeholder analysis and organizational process analysis to further understand the issues and the problems faced by the two systems with respect to integrated transportation-land use planning and management. The current institutional framework for land use and transport system planning and management are already present but is not integrated in one institution. It is also experiencing problems with capacity and capability in many implementation issues like financial, manpower, and expertise. The Malaysian development planning through implementation of the local and structural plans have formalized urban planning for local and state authorities. The Federal Town and Country Planning Department has also issued sectoral guidelines for planning of land use and transportation system ( Federal Town and Country Planning Department, 2000). The Government has already created an institution to oversee the planning and development of the KLMA (Figure 8 and Table 12) (Mohd Ishak, 1989). From the information available, it seems that the institutional arrangement has included all the key institutions in the planning and management of both systems. However, it is doubtful that there is effective and efficient coordination at every link shown with the problems and issues facing the two systems. For the KLMA, it is recommended that further examination of the process of the land use and transport planning system be done in order to design regional development policies that could be operationalized though highly fragmented and multimodal structures of independent groups and organizations in both public and private sectors.

Conclusion and Further Areas for Research

25 This report has presented the background for the institutional framework and the organizations involved in transportation and land use planning and management in Peninsular Malaysia. The technical and institutional issues and problems of the two systems have also been described. Subsequently, this information will be used to further research work in identifying the opportunities and challenges for the development and implementation of “sustainable transportation systems” and “sustainable communities” in the KLMA which would require careful integration of technical, economic, organizational and political considerations.

The following are potential research questions and information that is recommended:

1. Creation of a regional land use - transport institution.

Both the transportation and land use systems have serious institutional issues and problems which have affected the institutions from being effective and efficient. If there is an integration of the two land use and transportation system planning and management at the regional level for KLMA, these institutional issues and problems will be more pronounced as more private and public stakeholders will be involved. Should there be a new regional institution? If there should, how can the two institutions be integrated to effectively manage a sustainable transportation system? What is the organizational behavior (cultural, political and strategic) of the local, state and federal institutions of the two systems? What practical level of jurisdiction should it have (federal or district)? What are the funding sources of the new institution (gas tax, road tax, area pricing schemes etc.)? What are the capacity training needs for regional planning of a land-transportation system?

2. ITS deployment and land use –transport mixed strategy for sustainable transport system in the MSC

The KLMA’s MSC is envisioned as an intelligent urban region and the use of ICT is greatly promoted (politically and financially). What is the impact of the government proposed Intelligent Transportation System deployment in the MSC area? Could a “sustainable transportation system” with mixed implementation strategies in land use (mixed land use, transit development, infill development, jobs/housing balance, neotraditional designs etc.(U.S. EPA, 2000), transportation and ITS systems be created?

3. Development of a policy analysis framework for evaluation land use-transportation interactions and environmental, economic and societal impacts.

The transportation and land use system could be regarded as a “CLIOS” - it is a complex, large and integrated, open-system (Sussman, 2000). There is yet a model that represents the land use-transport interaction for the KLMA. This model should be able to provide estimations of the potential environmental, economic and societal impacts of different combinations of urban land structure and transportation modes operating under different alternative political, economic and societal scenarios. For this purpose, the following will be needed among other relevant: § Inventory of local vehicle technologies and emissions § Inventory of vehicles § Emissions impact assessment model § Traffic data § Travel demand data § Detailed land use activity information

4. Defining “sustainable transportation system” for Malaysia

As stated before, part of the problem with urban planning in Malaysia is that there is not much information on what communities want as there is lack of public participation in the planning process. The government’s vision is that of a system that is “efficient” and financially sustainable. How does the public define “efficiency”? What are the “sustainability” objectives of the public? In other words, what does “sustainable transportation” and “sustainable communities” mean to a Malaysian?

5. Role of ISO 14000 Environmental Management System Standards

Apart from the Environmental Impact Assessment requirement for development projects, which has not been very effective, are there any other opportunity to incorporating environmental aspect considerations in the planning and management process of both transportation and land use systems? Is there a role for the voluntary 19ISO 14000 Environmental Management Systems Standards to achieve targeted environmental objectives amongst other objectives?

6. Improving the public-private partnership in transportation planning and management outcomes

19 The government has been forthcoming in the use of the ISO 14000 Environmental Management Systems for industries and government institutions. The ISO 9000 Management System standards have been created and implemented in many public and private organizations. 26

There are many problems with the current BOT privatization scheme for transportation infrastructure development and implementation. What incentive schemes could be used to improve the outcomes of the public-private partnerships in transportation systems?

7. Enhancement of public transportation usage

The share of public transport mode has been declining in tandem with the economic growth of the country and trend of increasing ownership of car and motorcycles. What strategies could used to enhance the public transportation usage? What are the causes of this trend?

27 National Development Planning Committee (NDPC)

Klang Valley EXCO Regional Minister Planning Council

Klang Valley State Regional Secretary Secretary Development General Committee

State Klang Valley Federal Territory Planning Unit Planning Planning Unit Secretariat

Sector Task Area Task Force Forces

State Federal Departments and Departments Agencies

Coordination

Recommendation goes up for approval

Source: Mohamed Ishak (1989)

Figure 8: Legislative and Political Administrative Decision-Making in the Planning System in Peninsular Malaysia

28 Table 12: Composition of Klang Valley Planning and Development Institutions

Entities in the Chairperson Federal Representation State Representation Functions Institutional Framework

Klang Valley Chair: Prime Minister Minister for the State Secretary § Determine policies and Regional Planning Federal Territory strategies as well as coordinate Council Deputy: Chief Minister Two members from all planning and development of Selangor Chief Secretary to the the State EXCO in the Klang Valley. Government Director of State § Approve and issue a regional Mayor of Kuala Planning Unit perspective plan, a regional Lumpur strategy map and development Director State Town plan. Chief Secretary to the and Country Ministry responsible Planning Department § Consider planning development for Federal Territory applications of strategic significance before their determination by the competent authority. § Review and monitor implementation of plans approved by the council. § Consider all other matters of regional significance.

Klang Valley Joint chairmanship by Director of Planning, Director of State Town § Considers all reports from the Regional State Secretary of City Hall of Kuala and Country Planning state government, Federal Development Selangor and Chief Lumpur Department Territory and the Klang Valley Committee Secretary responsible for Planning Secretariat. Ministry of Federal Director of State Territory. Director of Lands, Economic Planning § Makes recommendations to the Mines, Federal Territory Unit Regional Planning Council.

Principal Assistant Director of Lands and Secretary of Planning Mines, Selangor and Research Klang Valley A unit established under Federal Territory State Planning Unit § Act as a secretariat to the Klang Planning Secretariat the Prime Minister’s Planning Unit Valley Planning Co uncil under Department State departments and the direction of the Regional Federal Departments agencies Development Committee § Monitors, reviews and assesses the implementationand development in the Klang Valley based on the regional plans approved.

§ Formulates policies and strategies for the consideration and approval of the Klang Valley Planning Council Source: Mohd Ishak (1989)

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