World Applied Sciences Journal 35 (10): 2235-2244, 2017 ISSN 1818-4952 © IDOSI Publications, 2017 DOI: 10.5829/idosi.wasj.2017.2235.2244

Bus in , a Review on Recent Developments

Afiqah Omar, Fauziana Lamin and Mohd Rasid Osman

Vehicle Safety and Biomechanics Research Centre, Malaysian Institute of Road Safety Research, Malaysia

Abstract: The first BRT system in Malaysia was implemented in the south eastern suburbs of Petaling Jaya, and has been launched to public since June 2015. The objective of this study is to evaluate the potential of BRT implementation in Malaysia. The document summarizes into literature review of current BRT systems in other cities, safety performance of public vehicles in Malaysia, field visit and data collection followed by suggestions for improvement in the BRT system in Malaysia. The results show that 84 percent of road accidents in Malaysia involved private vehicles and among public vehicles, taxi recorded the highest number of accidents. From the observation, it can be seen that the travel time of BRT is reliable and consistent, male-female ratio of BRT users is 1.06, 90 percent of the users are aged between 15 to 64 years old, 0.2 percent of disabled persons used the system during observation and the highest average passengers are detected during afternoon peak period. During the period of the study, the system is still struggling to achieve predicted ridership. Nevertheless, continuous efforts are essential in order to encourage public acceptance on the system and future attempts on the extension should be carry forward to generate sustainable system.

Key words: BRT Sunway Sustainable transportation Public vehicle

INTRODUCTION emissions from transport sector, the problems can be tackled through technological improvements in An excellent public transport system contributes transportation. positive impacts to the country, community and most The concept of cost-effective transit solution to cater importantly individual. The system boosts healthy high population growth in Rapid Transit (BRT) has benefits in terms of social, economic and sustainable make the system popular around the world [6]. The environment [1]. In accordance with eleventh Malaysia features of BRT are mimicking rail system and with lower plan, public transport system will be transformed towards investment costs, the system is targeted to become more energy efficient vehicles, with the purpose of providing reliable and convenient compare to regular bus services. better services to the residents and improving The system is upgraded through the provision of accessibility. The improvement of public vehicle has segregated right-of-way infrastructure and off-board fare become one of the country priorities in order to reduce collections, in addition to rapid and frequent operations. number of private vehicles on the road, improve traffic BRT is increasingly recognized as a sustainable solution conditions and providing sustainable transport service. of mobility issues, since the system desired low air and Economic growth and rapid urbanization in Malaysia noise emission vehicles [7]. over the past decades has risen the needs of travel by The BRT system in Malaysia has grown in individual. However, the inefficiency of public transport importance in light of recent development of BRT Sunway services has led to choose private vehicle line located in Petaling Jaya where operation starts on over public transport. Factors found to be influencing 2015. It is part of government efforts to improve urban mode of travel includes travel time and travel cost [2]. public transport. Most studies of public transport in Studies have found that bus passengers are not satisfied Malaysia have only been carried out on bus generally, with current service quality [3-4]. In another study, Lin [5] without much detain in the BRT system. This study discusses that while urban growth encourages high CO2 systematically reviews the existence research on BRT

Corresponding Author: Afiqah Omar, Vehicle Safety and Biomechanics Research Centre, Malaysian Institute of Road Safety Research, Malaysia. 2235 World Appl. Sci. J., 35 (10): 2235-2244, 2017 implementation worldwide, aiming to understand the Another positive attributes on the implementation of existence and future implementation of BRT in Malaysia. BRT is the reduction on travel time. The MAX BRT Recent developments in BRT have heightened the need system in Las Vegas produced significantly shorter travel for understanding BRT concepts. As Malaysia is keen to times than previous travel mode throughout the day by adapt BRT system as part of public transport system, this reduction on number of stops and higher operation report is important in order to understand the performance speeds [16]. In Los Angeles, the positive results can be of existence BRT and as a reference for the future seen in both corridors. Line 720 Wilshire/Whittier Blvd, planning on expansion of the corridor. Other than a study travel times was reduced by 29 percent while in The done by Azizan et al.. [8], to the author best knowledge, Ventura Blvd. line, travel times were reduced by 23 there is no in depth study provided on the implementation percent [17]. The implementation of BRTS in Ahmedabad of BRT in Malaysia. The study will help decision makers had saved 20-30 percent travel time over each corridor and practitioners to understand the issues and challenges compare to the previous routes [18]. Joewono et al. [19] related to the development of BRT, issues that are rarely discusses the service quality of TransJakarta Busway, addressed in Malaysia. with 42.7 percent of respondents in first corridor use the busway due to faster trip. In another case, Vaz and Venter Literature Review: BRT is popular as a solution for [20] found that the implementation of Rea Vaya BRT in relieving traffic problems and reducing transportation Johannesburg, South Africa produce significant benefits emissions. Over the past decade most research in BRT through the reduction of travel time between 10 percent has emphasized on the cost benefits of BRT compare to and 20 percent compare to previous travel modes. other rail systems. Low cost investment of BRT can be Regarding the reliability, Huo et al. [21] found that perceived through the development of infrastructure, mean headway and mean waiting time for Changzou BRT equipment, operational improvement and technology. In are quite minimal, around 3.12-3.96 minutes and 2.17-2.82 2001, a report by U.S. Government Accountability Office minutes respectively. During morning and evening peak (GAO) found that the average cost per mile of BRT is less hours, mean waiting times are below 2.5 minutes and the than half of the average cost per mile for LRT [9]. Wright best service reliability is found near a route’s origin [10] found that the costs of high quality BRT in seven terminal. In another study, Flynn et al. [22] found that the countries in developing countries range from US$4 million ratio of peak to non-peak travel time of Metro Orange Line to US$7 million per kilometer, while the LRT system in in Los Angeles is approximately 1.008, which indicates three countries range between US$ 15 million to US$40 insignificant variability between peak and non-peak million. The cost of Lagos BRT system is recorded as US$ periods. The consistency was shown in the on time 1.7 million per km and listed as one of the cheapest schedule, with an average end-to-end deviation of only 32 compare to other BRT system [11]. seconds compare to time allocated in the schedule. Data A large and growing body of literature has shows that a small proportion of bus bunching (10%) investigated on the increasing ridership on public occurred during weekday peak period. During peak hours, transport after the implementation of BRT. Currie & the frequencies of Istanbul are as high as one Delbosc [12] found that higher ridership occurred when bus per 45s for the Istanbul Strait crossing and 30 s for the bus system has larger number of stations and high the European side section only [14]. The Metrobus frequency, longer weekday service spans and high shares corridor have no signaling stops or intersections (except of segregated right of way. Metro Orange Line bus on the Bridge section) for better travel time. The peak operation prospered in exceeding the number of ridership hour frequency at the maximum service point is between in Gold Line light rail by offering lower charge, high 15-to 20-seconds intervals while during off peak hour, the ridership through articulated bus and high frequency of frequency is within 45-to 60-seconds intervals all day [23]. trips [13]. Aplkokin [14] reported that a great number of Similarly, Deng & Nelson [15] reported that Beijing BRT ridership in Metrobus Istanbul is partly due to the Line 1 has already achieved a very high frequency, with removal of conventional and other intermediate headway adherence of 1.5 min during peak and 2-3 min forms of public transports from using Metrobus corridor. during off peak. Brisbane South East Busway have high A survey conducted by Deng & Nelson [15] found that service levels with peak headways of 24 seconds [24]. more than half of the respondents choose BRT over their Additional advantages of BRT over rail services is own car because BRT was more convenient for their the flexibility of the system to deal with shifting travel journey. patterns. BRT routes can be altered based on the

2236 World Appl. Sci. J., 35 (10): 2235-2244, 2017 feedback by users, such as in the case of MTA BRT in percent [35]. The reduction on pollution were also Los Angeles. In the case of implementation of BRT in benefited by Lagos, where the BRT project reduced the

Ahmedabad, the initial plan was to adopt curb-side stops, CO2 emissions by 13 percent and greenhouse gas but the plan was altered to a central island bus stop with emissions by 20 percent [36]. dual sided boarding in order to save costs and facilitating A number of researchers have reported on the transfers [25]. Other improvements in Ahmedabad decreased of automobile trip generation and vehicle includes moving of bus stop locations from junctions to motorized transportation (VMT) after the implementation improve flow, relocating lighting from bus median to the of BRT [37-39;14]. As per capita traffic crash rates rise curb and increasing the widths of pedestrians and cycle with per capita vehicle travel, implementing mobility paths [25-26]. management strategies have a positive outcome in Furthermore, BRT can be operated by phase, rather reducing overall crash risk [40]. The operation of BRT than having to wait for an entire system to be built [26-27]. which requires reduction of older public transport and bus The construction of BRT in some cases are faster compare oversupply, adopting better driving practices, segregating to the construction of LRT [28]. With the features of buses and organizing the boarding and alighting of rubber-tired, BRT can operate in varied range of passengers at stations help in improving road safety [41]. environments and wider geographic range than dedicated Previous studies have reported that some of BRT design existence BRT guideways [29]. For Istanbul Metrobus features such as center lane configurations, kerb side BRT, bus operates in dedicated right-of-way except for lane, improved geometric road surfaces, sidewalks and the mixed traffic operations on the Bosphorus Bridge [23]. road alignments, signalized mid-block pedestrian In addition, an open BRT system allows existing bus crossings with refuge islands and restrictions of right turn routes to be included in the system and allows or left turns (depending on countries), can significantly conventional bus to enter the system [30]. Moreover, BRT improve road safety on the implemented corridors [41-44]. can share the existence infrastructure sections place for In addition, BRT system provides larger station spaces to Light Rail Transit in order to create smooth reduce the interference between BRT and general traffic. interconnection [27]. In a comparison study performed by Goh et al. [42] it In an analysis of emission by BRT and conventional was found that the presence of bus priority in Melbourne bus systems, Chen et al. [31] found that BRT buses significantly reduces accident risks, specifically produce less emissions of nitrogen, hydrocarbons, carbon associated with 54 percent reduction in bus accident monoxide and particulate matter by 25.62% to 27.37% occurrence. In a similar study involving police reported compare to conventional bus on the non-bus lane. The data, Goh et al. [45] found that there is approximately 14 result is the same for bus lane scenario, where BRT percent reduction of police-reported injury, serious injury emissions are lower around 12.76% to 14.00% compare to and fatality accidents counted after implementation of bus conventional bus. Chavez-Baeza & Sheinbaum-Pardo [32] priority lane in Melbourne. model of transport emission in Mexico City Metropolitan After the implementation of Rea Vaya Phase 1A, the Area shows that other than electric vehicle, modal shift system reported to save roughly $249 million from from private car trips to BRT significantly reduce air avoiding road fatalities [46]. The implementation of Delhi pollutants and greenhouse gas emissions. Garcia [33] BRT has resulted in a downward trend on the number of reported that in the first six years of operation (2004-2011), fatal accidents [47] along the corridor. Jaiswal et al. [18] emission from Metrobus (gram/km per passenger) were compares the numbers of traffic crash occurred before and reduced nine fold compared to buses and minibuses. Bel after the implementation of BRTS in five corridors of & Holst [34] compares the air polluting emissions before Ahmedabad. The results show the overall number of road and after Metrobus implementation. The results show crash dropped by 13.6 percent, with the number of fatal reduction emission of carbon monoxide by 16.6 to 20.4 crash reduced by 18 percent. Rates of decline on the percent, nitrogen oxides by 12.9 to 18.1 percent, number of persons killed ranged from 11.1 percent to 44.4 particulate matter (PM2.5 ) by 20.8-39.0 percent and (PM10 ) percent, with the highest reduction were found in Corridor by 9.6 to 24.4 percent according to city area. After the 1, from RTO to Chandkheda. Furthermore, the number of implementation of Transmilenio BRT in Bogota, there is a person injured also shows positive declining pattern, with reduction of sulphur dioxide emissions by 43 percent, an average of 12.1 percent reduction on the five corridors nitrogen oxide by 18 percent and particulate matter by 12 studied.

2237 World Appl. Sci. J., 35 (10): 2235-2244, 2017

In 2012, a thorough study performed by Duduta et al. Figure 2 shows a comparison between type of public [48] found that geometry of the road plays an important vehicles from 2011 to 2013. Taxi recorded the highest role in road safety. A very large proportion (90%) of number of injuries and deaths due to road accidents and crashes on BRT corridors and busways occurred outside injuries, followed by express bus and stage buses. In the dedicated bus lanes and did not involve buses. 2013, municipal roads recorded as the third highest Among the busway design features, center-lane systems number of fatal accidents, after federal and state roads generally incline to be safer while conversely, counter [51]. However, fatality accidents involving public vehicles flow lanes were the most dangerous possible are higher in municipal roads for 2012 and 2013 compare configuration. to state roads. As BRT is part of stage bus, further comparison was analysed between taxi and existence METHODS stage bus before the introduction of BRT. From 2011 to 2013, the number of road fatality accidents involved taxi The public transport vehicle accident data is analyzed increased significantly and except in 2011, taxi has highest in terms of frequency and pattern from 2011 to 2013 by fatality and injuries accidents compare to stage bus, crash type and location. The data comes from various including accidents occurred in municipality roads. sources, with the main sources come from Malaysian An understanding of the attitudes and behaviours of Royal Police Departments (RMP). Other sources include riders is an essential condition for the development of an Malaysian Institute of Road Safety Research (MIROS), effective transportation system intended to encourage a Road Transport Department (JPJ), Ministry of Works more efficient use of the city’s public transportation Malaysia (KKR), Department of Statistics Malaysia and system. The results from the observation on Sunway BRT World Health Organization (WHO) reports. shows that the mean travel time from first to last station is approximately 14 minutes and average travel time from To carry out this study a weekday public transport station to station take around 2 to 3 minutes. It provides commute sample is carried out in each BRT stations. At faster option during congestion periods. However, the time of the study, Sunway BRT is the only BRT passengers need to spare around 20 to 65 percent of their implements and fully functional in Malaysia, operated total trip time to wait for bus arrival at the station. A study with a length of 5.5 km, connected between Setia Jaya and by Wan et al. [52] found that frequency, on-time USJ 7. To determine travel and waiting times, field performance and speed plays an important role in measurements are carried out that make it possible to gradually increase overall satisfaction of BRT passengers. estimate these variables. The measurement consists of a Currie & Delbosc [12] identify that segregated right of representative sample of services for passenger car and way has a positive impact on ridership. In another study, BRT at first point to the last points of the route. Travel Chakrabarti [53] highlighted that transit’s speed in time by passenger cars was estimated using ‘Google comparison to private vehicle plays a significant role in Maps’ during peak and non-peak periods. The counts determining the transit mode choice. The study further were used on the number of persons ascended and noted that although congestion level and non-reliability descended from the bus at each BRT Sunway bus are not the major factor for people to shift to transit, stations, where the observer were seated within the bus. continuous improvement on transit service can attract In overall, 620 data were collected during the observation. higher travel demand. This situation can be seen when RapidKL opened the Kelana Jaya LRT station, which RESULTS AND DISCUSSIONS connected directly with BRT station USJ 7 and boost up the number of passengers up to nearly 20 percent [54]. With a high number of fatality involving motorcycles and private vehicle in Malaysia (Figure 1), there are lots of road safety measures that have been introduced and aimed to reduce accidents involving death and serious injury. It has been conclusively shown that with little protection and exposed body region, motorcycles have higher relative risk of fatal crashes compare to passenger cars [49-51]. Under Road Safety Plan of Malaysia 2014- 2020, one of the initiatives of risk reduction for Fig. 1: Number of road death by road user category motorcyclist is by improvement in public transport safety. (Source: RMP 2013)

2238 World Appl. Sci. J., 35 (10): 2235-2244, 2017

The male-female ratio of respondents (1.06) is the case is not the same with KTM Setia Jaya and BRT approximately close to male-female ratio of Malaysia Setia Jaya. Passengers need to buy different ticket if they population (1.07) between 2016 to 2017 [55]. The result want to transfer by KTM, which in results adding travel shows that female passengers are comfortable with the time. services. Morton et al. [56] reported that female In term of weather, the highest riderships were passengers tend to hold more negative attitudes observed during overcast, whereas the rain has the lowest concerning the quality of bus transit cabin environment. ridership. These results of the current study are Previous studies have reported that safety and comfort consistent with those of Arana et al. [61], who stated that plays an important role in people’s decision to ride public wind and rain could result in decrease trips. A high transport [57-59]. Delbosc [60] found that gender have number of ridership during overcast may be due to indirect effects on the feelings of safety on public reduced temperature compare to sunny day for walking transport. Another possible explanation for this might be activity. Since Malaysia is a tropical country, it was that the observation only conducted during day time. exposed to uniform temperature, high humidity and The majority of the passengers observed are copious rainfall. Adverse weather conditions may cause within 15 to 64 years old. This result may be explained people to shift transportation modes or avoid traveling at by the fact that majority of the riders are travelling with all [62]. The reasons include reduced bus operating speed the purpose of work and education. Out of 2279 thus delay the travel time and as transit is associated with passengers, 0.2 percent of individual disabled person walking behaviour, it hinders the potential user to arrive users ride the system. The boarding patterns for to the station without getting wet. Sunway BRT passengers on working days show a high During observations, there are several aspects that number of passengers during afternoon, followed by can be highlighted for continuous improvements on the evening peak hours (Figure 3). The analysis shows that system. First is the acceptance of public on the system. traditional morning and evening peak hours are not The number of passengers has been dramatically dropped necessarily the most congested periods. Referring Figure after the fare was introduced. This highlighted lower 4, Thursday listed as the day with the greatest amount of willingness of the passengers to pay more for bus passengers recorded. In contrast, Friday has the highest services. Bian & Ding [63] discussed that low price of passengers recorded per hour during peak and non-peak tickets resulted in a serious operating loss but expensive period. tickets will hinder people to ride. Wright [10] discusses Through an examination of passengers ascended and that the most common errors in BRT planning includes descended counts, we found that USJ7 station is the most designing system around technology instead of customer. popular station for both activities (Table 1). The nearby It is important to note that the BRT services should be area consists of residential suburbs, shopping centres, targeted lower and medium households, because they are college, hotel and direct transfer to LRT USJ7. Sunmed the main user of public services. With a huge investment, has the lowest people ascended and Mentari has the the authorities and operators need to introduce new lowest people descended from. While there is a direct strategies in order to attract new users and retain ticket integration between BRT USJ7 with USJ7 LRT line, existence customers.

Fig. 2: Injuries and deaths by type of public vehicles from 2011 to 2013 (Source: RMP 2013)

2239 World Appl. Sci. J., 35 (10): 2235-2244, 2017

350 compares between the implementation of BRT in Delhi 300 and Ahmedabad. While there were some difficulties on 250 Delhi implementation, Ahmedabad is successful due to 200 key strategies of outreach, knowledge sharing, 150 technology showcasing and branding. Future planning on 100 the implementation of BRT in Malaysia should involve 50 extensive research from all of the agencies involved in 0 order to ensure the successfulness of the system. by day by hour 0 0 0 0 00 00 00 300 -9 2 4 7 9 0 -1 -1 -1 -1 70 0 0 0 0 90 0 0 0 250 12 14 17 200 Fig. 3: Average BRT passengers per hour by time period 150

Continuous promotional campaign on BRT is 100 essential in order to promote the services to the public. 50 Wright & Hook [64] discusses the important of creating 0 public awareness about the new BRT system and its y y y y ay da da a a d n s sd sd ri purposes through information campaigns to gain public o e e ur F M Tu n h ed T buy in of the project. In the case of TransJakarta, local W television station was not interested to promote BRT as Fig. 4: Average BRT users by days and hours it introduces new concept. However, through the employment of nonprofit organizations specialize in In another study, Bian& Ding [63] discussed some corporate communications have given publicity of BRT to limitation on the practicality of elevated BRT, such as with the public [65]. Redmann et al. [66] discusses that the only one carriage two lane, any emergency situation improvement of public transport is usually measured occurred on the lane will delay the operating hours. In through the increase of public transport ridership or addition, only one door is available for people to ascend through the shift of private motor vehicles users to public and descend from the bus. This results in delay of dwell transport. time in popular bus stop like USJ7 since people can only Secondly, the features of BRT Sunway include closed access the bus from one entrance. However, the maximum system and elevated guideway. Hook [67] discussed that terminal to terminal trip time can be reduced since there a closed busway is unsuitable if the busway constitutes are few stop that are less popular for people to ascended only a small part of most of the bus routes in the corridor, and/or descended from. as it will impose transfer costs on the majority of the users while offering limited benefit. Wang et al. [68] discussed Table 1: Percentage of people ascending and descending that traveler’s attraction to BRT increasing when the Station Ascending (%) Descending (%) distance increase. This is because with the distance less S. Setia 19.06 20.97 than 5km, normal bus service and non-motorized travel via Mentari 7.34 4.73 walking modes may still work well. By taking the Lagoon 9.81 15.96 advantage of flexibility in BRT, the corridor should be Sunmed 6.84 5.39 expanding for other destinations. Further study needs to Monash 11.27 11.56 be done for future expansion in order to align the BRT S. Quay 8.50 10.35 routes with the travel demands of low and medium Usj7 37.17 31.04 households. Aragao et al. [69] suggested that a participative network reconstruction procedure, beginning with the reform of the main trunk lines and then extending CONCLUSION to the other mains and secondary lines should be preferred. As the number of accidents involving private vehicle Another important notes to be highlighted is, BRT in Malaysia is high, enhancement of public vehicle is implementation successfulness varied within city and important in order to encourage mode shifting. Even region. In a study done by Rizvi & Sclar [26], the author though taxi recorded the highest number involved in

2240 World Appl. Sci. J., 35 (10): 2235-2244, 2017 accidents, stage bus also prone to involved in accidents 5. Lin, B. and O.E. Omoju, 2017. Does private after taxi and stage bus. The introduction of BRT system investment in the transport sector mitigate the can help in reducing the number of accidents involving environmental impact of urbanization? Evidence from stage bus in municipality roads. With a huge investment Asia. Journal of Cleaner Production:1-11. involving project cost of approximately US$30 million per 6. Wright. 2003. . In Sustainable km, BRT Sunway still struggling to achieve expected Transport: A Sourcebook for policy-makers in ridership. Observations on the system shows consistent developing cities.GTZ.Germany. pp: 1-3. travel time, good reliability and the system is equipped 7. Levinson, H., S. Zimmerman, J. Clinger, with intelligent transportation system for passenger to S. Rutherford, R. Smith, J. Cracknell and plan their travel time. However, several medias have R. Soberman, 2003. Bus rapid transit, volume 1: Case highlighted the cost as the barrier for locals to fully utilize studies in bus rapid transit,TCRP Report 90. the system. This study has found that generally the Washington US TCRP. implementation of BRT in Malaysia seems to give full 8. Azizan, M.A., F.A. Ibrahim, R. Ismail, N. Ishak, attention to the segregated BRT transit ways, complex ITS M.S. Abdul Khadir, Mansor, A.F. Sk Abd Razak, applications and sophisticated station. It is important to M. Sk , M.M. Abd Rahim, M.S. Shaari and Azmi, note that the market and the services are the most critical S.2016. Implementation of Systematic Public parts in planning and designing the criteria, in order to Transportation in Malaysia: Development of Bus achieve successful implementation. Looking back to the Rapid Transit. purpose of investment in BRT, it is an attempt to provide 9. Hess, D.B., B.D. Taylor and A.C. Yoh, 2005. Light Rail efficient and effective public transport services. However, Lite or Cost-Effective Improvements to Bus Service?? the objective is not fully achieved if the people did not Evaluating Costs of Implementing Bus Rapid Transit, used the services. pp: 22-30. As a new public transport system, BRT has a big 10. Wright. 2011. Bus rapid transit: a review of recent potential public transit medium that can reform the city’s advances. In Urban Transport in the Developing urban transportation system. The study on the pattern of World: A Handbook of Policy and Practise. current BRT users and through a comparison with leading Dimitriou,T and Gakenheimer, R. (eds).Edward Elgar BRT cases in the world may help in improving current Publishing. pp: 434. public and those encouraging the 11. Cervero, R., 2013. Bus Rapid Transit (BRT). An mode shifting of private vehicles towards public vehicles. efficient and competitive mode of public transport. IURD Working Paper 2013-1. Institute of Urban and REFERENCES Regional Development. University of California (2013). USA 1. Jenks, M. and C. Jones, 2010. Dimensions of the 12. Currie, G. and Delbosc. 2011. Understanding bus sustainable city. Springer Science+ Business rapid transit systems ridership drivers-An empirical Media.Springer Netherland. pp: 6-10. study of Australian BRT systems. Transport Policy 2. Kamba, A.N., R.A Rahmat and A. Ismail, 2007. Why 18(5): 755-764. do people use their cars: A case study in Malaysia. 13. Vincent, W. and L. Callaghan, 2007. A preliminary Journal of Social Sciences, 3: 117-122. evaluation of the Metro Orange Line Bus Rapid 3. Ponrahono, Z., S. Bachok, M. Ibrahim and Transit Project. Submitted to Transportation M.M. Osman, 2016. Assessing passengers’ Research Board. satisfaction level on bus services in selected urbna 14. Alpkokin, P. and M. Ergun, 2012. Istanbul Metrobus: and rural centres of . Procedia- first intercontinental bus rapid transit. Journal of Social and Behavioral Sciences, 222: 837-844. Transport Geography, pp: 58-66. 4. Dahalan, D., J.L. D’Silva, H. Abdullah, I.A. Ismail 15. Deng, N. and J.D. Nelson, 2012. The and N. Ahmad, 2015. Youth confidence in the quality perception of Bus Rapid Transit: a passenger of public transport services: the case of greater KL, survey from Beijing Southern Axis BRT Line 1. Malaysia. Malaysian Journal of Society and Space, Transportation Planning and Technology, 9: 12-22. 35:2: 201-219.

2241 World Appl. Sci. J., 35 (10): 2235-2244, 2017

16. Eugene, J.K., D. Georges and S. Donald, 2005. Las 28. Hook, W. and J. Ernst, 2005. Bus rapid transit in Vegas Metropolitan Area Express (MAX) BRT Jakarta, Jakarta, Indonesia: successes and Demonstration Project Evaluation. FTA-VA-26- lessons learned. Institute for Transportation and 7222-2005.2 Federal Transit Administration. Development Policy, Jakarta Washington.USA. 29. Levinson, H.S., S. Zimmerman, J. Clinger and 17. Peak, M., C. Henke and L. Wnuk, 2005. Bus Rapid G.S. Rutherford, 2002. Bus Rapid Trnsit: An Transit Ridership Analysis. Report FTA-CA-26-7068- Overview.Journal of Public Transportation, 5: 1-30. 2004.1.Washington D.C. 30. Kathuria, A., M. Parida, R. Sekhar, Ch. and 18. Jaiswal, A., A. Sharma and Y. Krishnan, 2012. A. Sharma, 2016. Cogent Engineering, 3: 1241168. Potential of bus rapif transit system for million 31. Chen, X., L. Yu, G. Song, and C. Xian, 2014. plus Indian cities: A case study of Janmarg Comparative study of emissions from Bus Rapid BRTS, Ahmadabad, India. International Journal Transit and conventional bus systems. Case Study of Advanced Engineering Research and Studies, from Beijing. Journal of the Transportation Research 1: 235-241. Board 2277. 19. Joewono, T.B. and D.J. Santoso, 2012. The causal 32. Charez-Baeza, C. and C. Sheinbaum-Pardo, 2014. relationship of the service quality of the TransJakarta Sustainable passenger road transport scenarios to busway. Public Transp, 4: 77-100. reduce fuel consumption, air pollutant and GHG 20. Vaz, E. and C. Venter, 2012. The effectiveness of Bus (greenhouse gas) emissions in the Mexico City Rapid Transit as part of a poverty-reduction strategy: Metropolitan Area. Energy, 66: 624-634. some early impacts in Johannesburg. 31st Southern 33. García G. Untitled presentation on Metrobus to the African Transport Conference, South Africa. Clean Air Institute. Metrobus, México, 2011. 21. Huo, Y., J. Zhao, W. Li and X. Hu, 2014. Measuring Available at: www.cleanairinstitute.org/download/ bus service reliability: an example of bus rapid rosario/gp3_4_03_gonzalo_garcia.pdf. ( transit in Changzou. Journal of Public Transportation, 34. Bel, G. and M. Holst, 2015. Evaluation of the impact 17(2): 113-133. of bus rapid transit on air pollution. Working Paper 22. Flynn, J., C. Thole, V. Perk, J. Samus and 2015/19. Research Institute of Applied Economics. C.V. Nostrand, 2011. Metro Orange Line BRT Project Universitat de Barcelona. Barcelona. Evaluation. FTA Report No 0004. Washington D.C. 35. Turner, M., C. Kooshian and S. Winkelman, 2012. 23. Yazici, M., H. Levinson, M. Ilicali, N. Camkesen, C. Case Study: Colombia’s Bus Rapid Transit (BRT) Kamga, 2013. A bus rapid transit line case study: Development and Expansion. An analysis of barriers Istanbul’s Metrobus system. Journal of Public and critical enablers of Colombia’s BRT systems. Transportation, 16(1): 153-?-177. Center for Clean Air Policy. 24. Currie, G., 2006. Bus rapid transit in Australasia: 36. Peltier-Thiberge, N., 2015. Lagos Bus Rapid Transit performance,lessons learned and futures. Journal of System: Decongesting and depolluting mega cities. Public Transportation, 9(3): 1-22. World Bank Transport for Development Blog. 25. AMC. 2007. Detailed Project Report: Ahmedabad bus http://blogs.worldbank.org/transport/lagos-bus- rapid transit system. Submitted to the Ministry of rapid-transit-system-decongesting-and-depolluting- Urban Development (MoUD), India for sanction mega-cities-0 under JNNURM. Ahmedabad: Ahmedabad Municipal 37. Deng, T. and J. Nelson, 2013. Bus Rapid Transit Corporation (AMC) Ahmedabad Urban Development implementation in Beijing. An evaluation of Authority (AUDA) CEPT University. performance and impacrs. Research in Transportation 26. Rizvi, A. and E. Sclar, 2014. Implementing bus rapid Economics, 39: 108-113. transit: A tale of two Indian cities. Research in 38. Estupinan, N. and D.A. Rodriguez, 2008. The Transportation Economics, 48: 194-204. relationship between urban form and station 27. Nikitas, S. and M.A. Karlsson, 2015. A worldwide boardings for Bogota BRT. Transportation Research state-of –the-art analysis for bus rapid transit: Part A, 42: 296-306. looking for the success formula. Journal of Public 39. Ernst, J.P., 2005. Initiating bus rapid transit in Jakarta, Trasnportation, 18: 1-33. Indonesia. Transp Res Rec., 1903: 20-26.

2242 World Appl. Sci. J., 35 (10): 2235-2244, 2017

40. Todd, L. and F. Steven, 2009. Safe travels: evaluating 53. Chakrabarti, S., 2015. The demand for reliable transit mobility management traffic safety impacts. Victoria service: New evidence using stop level data from the Transport Policy Institute. Los Angeles Metro bus system. Journal of Transport 41. Bocarejo, J.P., J.M. Velasquez, C.A. Diaz and Geography, 48: 154-164. L.E. Tafur, 2012. Impact of Bus Rapid Transit Systems 54. Lim, J.A., 2016. Letters- LRT fares relatively low. on road safety. Lessons from Bogota, Colombia. (2016, August 28). Retrieved from www.thesundaily. Journal of the Transportation Research Boar 2317, my on February 2017. pp: 1-7. 55. Department of Statistics Malaysia. 42. Goh, K., G. Currie, M. Sarvi and D. Logan, 2014. Bus https://www.dosm.gov.my/v1/index.php?r accident analysis of routes with/ without bus priority. 56. Morton, C., B. Caulfield and J. Anable, 2016. Customer perceptions of quality of service in public Accident Analysis and Prevention, 65: 18-27. transport: Evidence for bus transit in Scotland. Case 43. Zhang, X., Z. Liu and H. Wang, 2004. Lessons of Studies on Transport Policy, 4: 199-207. Bus Rapid Transit from Nine Cities in China. 57. Sideris. Tink. 2008. http://doi.org/10.3141/2394-06 58. Jain, S., P. Aggarwal, P. Kumar, S. Singhal and 44. Duduta, N., C. Adriazola, D. Hidalgo, L.A. Lindau P. Sharma, 2014. Identifying public preferences using and P.M. Dos Santos, 2013. The Relationship multi-criteria decision making for assessing the shift Between Safety, Capacity and Operating Speed on of urban commuters from private to public transport: Bus Rapid Transit Case Study?: Transoeste Brt, Rio A case study of Delhi. Transportation Research Part De Janeiro. Proceedings of 13th World Conference F: Traffic Psychology and Behaviour, pp: 60-70. on Transport Research, pp: 1-21. 59. Susilawati, M. and D.P.E. Nilakusmawati, 2017. 45. Goh, K., G. Currie, M. Sarvi and D. Lofan, 2013. Study on the factors affecting the quality of public Road safety benefits from bus priority?- an empirical bus transportation service in Bali Province using study. Transportation Research Record. Journal factor analysis. Journal of Physics: Conf. Series 855. Transportation Research Board. 60. Delbosc, A. and G. Currie, 2012. Modelling 46. Carrigan, A., R. King, J.M. Velasquez, M. Raifman the causes and impacts of personal safety and N. Duduta, 2013. Social, Environmental and perceptions on public transit ridership. Transport Economic Impacts of Bus Rapid Transit: Case Studies Policy, 24: 302-309. from around the world. EMBARQ/. 61. Arana, P., S. Cabezudo and M. Penalba, 2014. 47. Tiwari, G. and D. Jain, 2012. Accessibility and safety Influence of weather conditions on transit indicators for all road users: case study Delhi BRT. ridership: A statistical study using data from Journal of Transport Geography, 22: 87-95. Smartcards.Transportation Research Part A: Policy 48. Duduta, N., C. Adriazola, D. Hidalgo, L.A. Lindau and Practive, 59: 1-12. and R. Jaffe, 2012. Understanding road safety impact 62. Kamga, C. and M.A. Yazici, 2014. Temporal and of high-performance bus rapid transit and busway weather related variation patterns of urban travel design features.Journal of Transportation Research time: Considerations and caveats for value of travel Board, pp: 8-14. time, value of variability and mode choice studies. Transportation Research Part C 45: 4-16. 49. Cheng, A.S.K., K.P.Y. Liu and N. Tulliani, 2015. 63. Bian, J.W. and M. Ding, 2012. The Effectiveness of Relationship between driving-violation behaviours the Construction of the Bus Rapid Transit in and risk perception in motorcycle accidents. Hong Xiamen City in Sustainable Transport for Chinese Kong Journal of Occupational Therapy, 25: 32-38. Cities.Transport and Sustainibility, 3: 255-275. 50. Li, Y., J. Qiu, G.D. Liu, L. Zhou, Z.G. Wang, X. Zhao 64. Wright, L. and W. Hook, 2007. Bus rapid transit and Z. Jiang, 2008. Motorcycle accidents in China. planning guide: Institute for Transportation and Chinese Journal of Traumatology, 11(4): 243-246. Development Policy. 51. Transport Statistic Malaysia 2013.Ministry of 65. Kumar, A., S. Zimmerman and O.P. Agarwal, 2011. Tranportation Malaysia. International experience in Bus Rapid Transit (BRT) 52. Wan, D., C. Kamga, J. Liu, A. Sugiura and implementation synthesis of lessons learned from E.B. Beaton, 2016. Rider perception of a “light” Bus Lagos, Johannesburg, Jakarta, Delhi and Rapid Transit system- The New York city select bus Ahmedabad. Report no 69308. Washington service. Transport Polict, 49: 41-55. Dc:World Bank.

2243 World Appl. Sci. J., 35 (10): 2235-2244, 2017

66. Redman, L., M. Friman, T. Garling and T. Hartig, 68. Wang, Y., Z. Wang, Z. Li, S.R. Staley, A.T. Moore 2013. Quality attributes of public transport that and Y. Gao, 2013. A study of modal shift to Bus attract car users: A research revire. Transport Policy, Rapid Transit in Chinese cities. Journal of 25: 119-127. Transportation Engineering. 139: 515-523. 67. Hook, W., 2005. Institutional and regulatory options 69. Aragao, J.J., Y. Yamashita and R.D. Filho, 2016. BRT for bus rapid transit in developing countries. ITDP, in Brazil: Designing services in function of given NewYork. infrastructure in function of established service quality patterns? Research in Transportation Economicss, 59: 304-312.

2244