INTRODUCTION

The many economic, social and environmental problems worldwide are also primarily
urban problems in the cities are where the people are. This leads to a logical prescription where
the cities should deal with these problems in an integrated way, with coordination across
geography, issues, disciplines and agencies. The terms “quality of life” and “livability” are now
commonly used not just in environmental and land-use planning, but also in planning for
economic development and infrastructure. Despite huge public and private investments, urban
congestion is worsening, and most transit is not attracting enough riders to pay even a third of
its operating cost, much less its capital cost. Public transport is physically one of the alternative
facilities for users with no other option to move. As a country that is being developed as well as
developing rapid transport system should be updated and the brace to ensure the progress of a
region is delayed due to the weakness of the public transport system. Therefore, the
government sought to restore the power of public transport services to the user with various
reforms such as upgrading the public stops existing, changing the old vehicle to the new
vehicle, creating a kind of a more efficient transportation system and provide benefits such as
discounts to attract the public to use public transport. Despite being a developing country,
Malaysia has been recognized as having a relatively good transportation system, especially for
its road network. The entire 51,045 km paved roads in Malaysia are well planned and
maintained, and provide easy access to Malaysians throughout the country (Ibtishamiah, 2007).
Rapid urbanization in the developing countries has often been accompanied by the increased
need for urban travel. Increased levels of economic activities coupled with the spatial spread of
cities beyond their traditional limits have led to an increase in trips made, often considerably
longer in distance than before (Jamilah and Ibtishamiah, 2002). An increased in economic
growth and personal incomes have enabled many urban residents to possess their own motor
vehicles, be it private cars or motorcycles, to improve their access to urban services (Roza et al.
2006).
Urban Population in Kota Kinabalu

Population growth has resulted in population density occurs in the city and this causes
traffic usage by consumers has also increased which in turn give rise to the problem of traffic
congestion in the City. Increase the use of private vehicles is caused by the movement of
people who want a simple, fast and not tied to a fixed rate if the comparative by using public
transport. Delays and comfort of public transport users (Siti Faridah, 2011) also are factors that
make the private car as the preferred provider. To meet the need for comprehensive public
transport enhancements of the system itself must be done in tandem with the advent of
globalization and the development of the City in Malaysia.
In Kota Kinabalu, it is known as the capital state of Sabah, located in the eastern part of
Malaysia, which is separated from the mainland by the South China Sea. Kota Kinabalu City has
become the main entry point to the islands of Borneo and consequently has become the focal
point of all activities such as trade, industry, settlement, tourism and the transportation sector.
The total population has reached more than 500, 000 at 2013 (Department of Statistics, 2011).
The Kota Kinabalu Structure Plan indicates that it is the city’s vision to be a Nature Resort and
Maritime City in the year 2030. One of the many objectives is to provide efficient and smooth
running of public transport. This effort is boosted by the 2011-2015 strategic plans that include
the Master Plan for Public Transport. This plan is to organize a comprehensive and efficient
public transport system by taking into account the increase in the number of vehicles per year
in line with the population growth (KKCH, 2011). The main challenge in achieving this objective
is in providing effective and efficient public transport network that is able to entice the
population to ditch their private vehicles in favour of public transport options (Kota Kinabalu
Structure Plan 2030, 2010). However, previous studies have shown that public transportation in
the city of Kota Kinabalu is often associated with its ineffectiveness (Kota Kinabalu City Hall,
2007). The study of public transport in the city of Kota Kinabalu was initiated several years ago
by the division of Traffic and Public Transport (2005), Kota Kinabalu Urban Transport Study
(2007), and the Master Plan Study of Public Transport in Major Cities / Towns (2010). According
to the Sabah Development Corridor Blueprint, 2008-2025 (2007) the city of Kota Kinabalu needs
public transport that is both efficient and effective. Several strategies need to be put in place
like comprehensive planning and thoughtful development of public transport systems.
Rail and Road System

One of the many factors that have contributed to the urbanization of Sabah's towns is
its network of roads. Kota Kinabalu is of course the main beneficiary of this progress with all
roads leading into the city having undergone a series of upgrades. In Kota Kinabalu, there are
four- and six-lane dual carriageways, flyovers and link roads to connect the city to highly
populated residential areas, business districts and industrial centers that provide the manpower
and resources to drive the city's economy. Having to move all these people on a daily basis
from their homes to their workplace has created the inevitable problem of traffic congestion.
Yet, whenever a new stretch of road is constructed to relieve the pressure, more cars would
appear to fill up these roads again. The city development authorities have been stuck with this
persistent thorn in the side for years and frustration is building among road uses to put an end
to this daily grind. The most used public transport in the city is the bus system which
unfortunately does not rate very high on the efficiency and reliability scale among the
commuting public. Wear and tear is evident on many of the buses; they don't run on a
schedule, the drivers' road etiquette is sometimes questionable and unaccommodating routes
has made public transport undesirable although it is the cheapest option. Despite its many
shortcomings, the bus system has managed to play its intended role as a transport provider.
City planners are now being challenged to upgrade this system or to find an alternative to
provide the public with a reliable public transport system that is in tandem with the city's
infrastructural and population growth.
Sabah’s Eastern and Western Sub-Regions are well-connected in terms of the road
network. However, in 2005, 61% of all roads were still gravel and earth roads. The Central Sub-
Region is separated by the Crocker range and this forms a natural barrier to better road
connectivity between the Central and Western Sub-Regions. At present the major towns of Kota
Kinabalu, Sandakan, Lahad Datu, Tawau and Keningau are not well inter-connected when
compared to the road network in Peninsula Malaysia. This is supported by the fact that there is
a lower standard highway road that links distant towns like Sandakan, Tawau, Lahad Datu and
Semporna with Kota Kinabalu. In 2005, Sabah had 1,428 km of federal roads and 14,249 km of
state roads, out of which 6,094 km were sealed roads and the remaining 9,583 km were gravel
and earth roads. This indicates that only 38.9% of roads are sealed in Sabah compared to
89.4% of sealed roads in Peninsula Malaysia. Within the implementation period of the SDC
Blueprint, it is projected that 80% of all these gravel roads will be sealed. Furthermore, trunk
roads constructed in the 1970s and 1980s under World Bank loans were of sufficient standards
at that time. However, given present requirements, there is a need to upgrade these roads. For
instance, the road pavement and shoulder width (suitable previously) are now too narrow and
inadequate to meet the demand of present traffic volume. In order to further develop the
interior regions, the road network linking east to West and North to South must be developed
and further enhanced. However, there is that pressing issue as to whether Kota Kinabalu has
the necessary population to warrant such a massive undertaking like the LRT, both physically
and financially. Having an LRT system in Kota Kinabalu may or may not be practical given the
circumstances of the city's geographical features, existing roads system and public perception of
public transport. We are in agreement however that something must be done to alleviate the
worsening traffic congestion problem and we hope the answer will not be too far away.
Steg, L., & Gifford, R. (2005). Sustainable transportation and quality of life, 13, 59–69.
https://doi.org/10.1016/j.jtrangeo.2004.11.003

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