Klang Valley’s low MRT ridership and how to fix it

 

From Boo Jia Cher

Klang Valley’s MRT system, MRT1 and MRT2, holds the promise of a robust public transport network. However, the recent auditor-general’s report shows that current ridership figures fall short of expectations.

This underutilisation necessitates a closer look at the factors hindering MRT ridership and the exploring of solutions to create a more attractive and effective public transport system.

What’s keeping MRT ridership low?

One key challenge is the mismatch between land use and station development. Ideally, MRT stations should be bustling centres with high-density, comfortable housing options, businesses, and job opportunities all within walking distance.

Unfortunately, the reality is often quite different. Many stations are surrounded by highways, vast parking lots, industrial areas, and sprawling single-family homes. This creates isolated destinations instead of vibrant, interconnected hubs.

For example, the Phileo Damansara MRT station is parallel to a wide highway and toll plaza, and flanked by a huge golf course and low-density bungalows. The Sri Damansara Barat station is also located along a highway, and surrounded by industrial land and low-density developments.

This mismatch reduces the number of potential MRT users, leaving many of these stations and trains underutilised.

Compounding this is the deeply ingrained car culture in the Klang Valley. Extensive road networks and a preference for car ownership create an environment where public transport becomes a less attractive option.

This is further exacerbated by a weak feeder bus system that struggles to provide seamless last-mile connectivity to and from stations.

Urban sprawl, characterised by low-density development patterns, further reduces the efficiency of trains and buses by increasing travel distances between stations and destinations.

Imagine an MRT feeder bus travelling through a street with only 10 bungalows, compared to a street with 10 apartment buildings. The bus in the sprawl situation would clearly pick up fewer passengers.

High-end development near stations also creates an affordability crisis. Commuters priced out of these luxury apartments get pushed farther from the convenient public transport on which they rely.

This turns public transit from a benefit for everyone into an amenity reserved for the wealthy, leaving those who need it most struggling with car or motorcycle dependency and longer commutes.

How can we boost MRT ridership?

But cities are not static and there are several solutions that can be implemented to address these challenges.

Transit-oriented development holds great promise. It envisions lively hubs around MRT stations by building a mix of housing options (densities, incomes) with limited or no parking. Residents in these developments would naturally rely on public transport, boosting MRT ridership.

However, a concern exists. If previous administrations prioritised land sales for luxury condos near MRT stations, enriching themselves and developers, the Madani government must break this cycle.

For Anwar Ibrahim to truly serve the rakyat and not the “mahakaya” (super-rich), his administration should ensure that high-quality, affordable housing near public transport becomes a reality.

Prioritising pedestrian infrastructure and creating walkable neighbourhoods surrounding stations can significantly enhance accessibility and reduce reliance on cars, encouraging more public transport use.

An effective train network thrives alongside a robust bus system. To achieve this, the Klang Valley needs a strategic plan to expand its bus network, ideally reaching 7,000 buses. This expansion could involve partnerships with private companies, ensuring a significant increase in bus frequency and wider coverage.

This focus on “first-and-last mile” connectivity will seamlessly connect residents to train stations, maximising the efficiency of the overall public transport system.

Discouraging car use in dense central areas of different parts of the Klang Valley through congestion pricing schemes can also nudge commuters towards public transport.

We can also address the issue by making parking management stricter. This could involve raising parking fees and introducing resident parking permits. Local authorities like the Kuala Lumpur City Hall and traffic police need to step up enforcement efforts against illegal parking as well.

In Malaysia, the lack of consequences for illegal parking contributes to the perception that we can drive and park anywhere without consequences. By making car ownership less convenient through stricter enforcement, we can encourage people to use public transportation instead.

Finally, the introduction of low-emission zones can restrict car usage in specific areas, promoting cleaner air and creating a more conducive environment for public transport use.

If we address these issues and implement these solutions, the MRT network has the potential to evolve into a more accessible, efficient, and sustainable public transport system that caters to the needs of the community and fosters a vibrant, connected Klang Valley. - FMT

Boo Jia Cher is an FMT reader.

The views expressed are those of the writer and do not necessarily reflect those of MMKtT.