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Measurement of Performanceservice Indicators of Klia Transit

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Measurement of Performanceservice Indicators of Klia Transit MEASUREMENT OF PERFORMANCESERVICE INDICATORS OF KLIA TRANSIT NUR SHAZWANI ROSLI, MSC. BUILT ENVIRONMENT STUDENT, KULLIYYAH OF ARCHITECTURE AND ENVIRONMENTAL DESIGN, INTERNATIONAL ISLAMIC UNIVERSITY MALAYSIA, P.O. BOX 10, 50728 KUALA LUMPUR. E-MAIL: [email protected] ABDUL AZEEZ KADAR HAMSA, ASSOCIATE PROFESSOR, KULLIYYAH OF ARCHITECTURE AND ENVIRONMENTAL DESIGN, INTERNATIONAL ISLAMIC UNIVERSITY MALAYSIA, P.O. BOX 10, 50728KUALA LUMPUR. E-MAIL: [email protected] This is an abridged version of the paper presented at the conference. The full version is being submitted elsewhere. Details on the full paper can be obtained from the author. Measurement of Performance-Service Indicators of KLIA Transit ROSLI, Nur Shazwani; KADAR HAMSA, Abdul Azeez MEASUREMENT OF PERFORMANCE- SERVICE INDICATORS OF KLIA TRANSIT Nur Shazwani Rosli, Msc. Built Environment Student, Kulliyyah of Architecture and Environmental Design, International Islamic University Malaysia, P.O. Box 10, 50728 Kuala Lumpur. E-mail: [email protected] Abdul Azeez Kadar Hamsa, Associate Professor, Kulliyyah of Architecture and Environmental Design, International Islamic University Malaysia, P.O. Box 10, 50728 Kuala Lumpur. E-mail: [email protected] ABSTRACT 1. Objective With the rise in the provision of several public transit systems, Kuala Lumpur is still seen as one of the lowest public transport passenger usages in Asia, mainly because of increasing number of private car ownership. The modal split ratio between the use of private and public transport in Kuala Lumpur is 84: 16. The focus of this paper is to evaluate the KLIA transit service performances through measurement of service indicators such as passenger ridership, service frequency, connectivity, and service quality. The perceptions of users on the existing performance of the KLIA transit are crucial to determine the level of service which is currently offered by the operators/agencies and the service which require improvement to further increase the passenger ridership. 2. Data/Methodology The evaluation of transit service performances was made by using revealed preference approach. It is considered imperative to ascertain what indicators affect the use of transit services among the private vehicle dominant community. About 100 questionnaires were distributed at two important stations namely KL Sentral and Putrajaya stations. The methods of analysis applied include univariate, bivariate, and RII (Relative Importance Index). The relationship between service indicators and use of KLIA transit services were established by using bivariate analysis method. Relative Importance Index (RII) method was applied to establish the ranking of the service characteristics (the most important, second most important etc.) of the transit performance as perceived by the users. 3. Results/Findings The major findings indicated that most of the users who were using KLIA transit were federal government employees working at Putrajaya, the new federal government administrative centre. The findings on service indicators influencing KLIA transit use indicate “time savings” and “train connectivity” were considered as the most favourable factors in attracting the users. On the other hand, most of the users were found dissatisfied with the fare charged, frequency of services provided and waiting time before boarding the transit. Measurement of Performance-Service Indicators of KLIA Transit ROSLI, Nur Shazwani; KADAR HAMSA, Abdul Azeez 4. Implications for Research/Policy The findings indicated the importance of service indicators in attracting choice riders to use public transportation especially for work purposes. The consistent performances of providing better quality services including less waiting time, affordable fare, good connectivity and improved frequency are very vital to increase the passenger ridership of public transportation system especially in a private vehicle dominant society such as in Kuala Lumpur, Malaysia. Keywords: KLIA Transit, rail transit, passenger ridership, performance indicators INTRODUCTION Vehicle ownership in Malaysia has passed 20 million for a population of 28 million with an estimated 4.3 million vehicles (Ministry of Transport, 2009) for a population of 6.6 million (Selangor Structure Plan, 2010) in Klang Valley alone (which includes Kuala Lumpur), hence resulting in an uncontrolled urbanization and motorization. According to Vuchic & Casello (2002), most developed countries are facing with several serious transportation problems in urbanized regions and in major intercity corridors. It included problems such as highway and street congestions, which have become a constant and continuous problem such as causing longer travel and delay times, deterioration of the environment and quality of life. Under these worsening transportation conditions, high speed ground public transportation has emerged as a vital transportation component, and thus making high speed transit service as one of the important assets to any major cities. Siman (2009) has stated that with the development of rail transit, several positive impacts such as reduction in car dependency and reduction in the need for further highway expansions could be realized. Furthermore, the development of rail transit is often seen as the top competitor to improve mobility and accessibility in most countries; the development of Express Rail Link (ERL) for the Kuala Lumpur International Airport (KLIA) was seen as a linkage connecting KLIA to the Kuala Lumpur city centre. Despite, providing fast and reliable train services, KLIA Transit has been still facing problems of low passenger ridership. The targeted passenger ridership for ERL is expected to be 10,000 passengers per day; however, only 7000 passengers per day, on average, in 2010 were using ERL services between KL International Airport and Kuala Lumpur city centre. Studies by Zhao et al. (2002) revealed that factors affecting mass transit ridership can be categorized into four groups: transit level of service, accessibility, land use, and users’ characteristics (as cited in Wibowo and Chalermpong, 2010). The focus of this paper is to analyze the transit performances of KLIA Transit services through measurement of service indicators such as passenger ridership, service frequency and connectivity, and users’ perceptions on service quality. The objectives of this study are: (i) to identify the passenger ridership trend of KLIA Transit, (ii) to examine the service characteristics of KLIA Transit system for an effective performance of the system, (iii) to evaluate trip maker and trip making characteristics of the KLIA Transit’s users, (iv) to assess users’ perceptions on the services and facilities provided by KLIA Transit, and (v) to formulate recommendations for the improvement of KLIA Transit services. The first part of this paper deals with introduction highlighting the rationale behind the need for a study on KLIA Transit system. The second part of this paper analyses the performance indicators being associated with transit services. The third part discusses on the methodology adopted Measurement of Performance-Service Indicators of KLIA Transit ROSLI, Nur Shazwani; KADAR HAMSA, Abdul Azeez in conducting this study. The fourth part examines the findings of the study based on analysis of data focussing on three major categories such as trip maker characteristics, trip making characteristics; and users’ perceptions on service performance of KLIA Transit. Finally, recommendations for further improvement of KLIA transit services are also drawn. TRENDS IN TRANSIT USAGE The level and trend of motorization in each country varies according to major factors such as population, vehicle ownership, economic growth, income level, fuel cost, and etc (Wibowo, and Chalermpong, 2010). According to Abdul Azeez (2009), the level of motorization has both positive and negative impacts. On the positive side, it provides mobility from land use to another land use to meet various purposes besides increasing trade related to transportation. On the negative side, it increases pressure on the environment by increasing more pollutants into the atmosphere causing global warming, traffic congestion, accidents, and added pressure on the road and rail infrastructure in terms of capacity. Thus the level of motorization plays a major factor in determining the use of transit services. It is a commonly accepted fact that one of the root causes of urban transport problems is the pattern of motorization. The future socio-economic scenario in many developing economy indicates increasing car ownership, which may have serious implications for mobility and other associated socio-economic and environmental aspects (Siman, 2009). Therefore, the private car has become an important and dominant mode of transport as the unrestricted freedom those car owners enjoy is one of the important reasons why many people wish to own a car. Whilst public transport modes necessitate the sharing of services with strangers, the private car affords privacy and comfort for its users. Studies conducted by Jamilah Mohamad and Kiggundu (2007), and Abdul Azeez (2009) stated that in Malaysia especially in Klang Valley area, an increasing motor vehicle ownership has seen over the past few years. As usual, motorcar outpaces other modes of transport not only in Kuala Lumpur but also other major cities in Malaysia. The rate of vehicle ownership has been increasing in almost all the states in Malaysia. The average number of vehicles owned by an individual is almost one
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