DATUK SERI (DR.) ENG WEI CHUN – A New Chapter of Seamless Journey
Urban planning is a crucial tool for achieving economic and social development, as well as an important reflection of government governance and management capabilities. In highly civilized countries, effective urban management often manifests through meticulous planning and high-quality urban construction. For Malaysia, optimizing urban planning not only enhances international competitiveness but also lays the groundwork for transitioning to a developed nation, thereby upholding national dignity. Within this context, public transportation plays an essential role.
First and foremost, Malaysia’s public transport system is diverse, encompassing trains (KTM), light rail transit (LRT), monorails, the Kuala Lumpur Airport Rail Link (ERL), Bus Rapid Transit (BRT), and Mass Rapid Transit (MRT). Despite the variety of transportation modes available, the government has made substantial investments in public transport infrastructure in recent years, particularly by significantly expanding MRT and LRT projects in the bustling and densely populated Klang Valley. This undoubtedly enhances transportation coverage. However, despite rapid economic and population growth in the Klang Valley, the utilization rate of public transport has paradoxically decreased. Currently, only about 20% of citizens primarily rely on public transport, while the majority depend on private cars and ride-hailing services. Furthermore, according to the 2024 Auditor General’s Report, the annual ridership for MRT1 and MRT2 falls short of expected targets by more than half. In the past few years, MRT1 has only achieved between 10.8% and 37.4% of its target, while MRT2 has managed merely 20% to 45.6%. Given the government’s substantial financial commitment to public transport facilities, why are the results falling short of expectations?
The underlying issue can be likened to “the wool coming from the sheep,” as the connectivity between subways, light rail, and buses is not seamless. Passengers often find themselves having to walk considerable distances when transferring between modes of transport, which renders the transit journey inconvenient. Additionally, some transport facilities are aging and prone to breakdowns and service interruptions. Many stations also lack adequate parking facilities, further contributing to low ridership. During the 1970s and 1980s, minibuses served as the primary mode of public transport and were open to private operators. Due to fierce competition, these operators ensured punctuality, frequent service, and low fares, with a one-way ticket costing just 50 cents regardless of distance. However, in the 1990s, the government ceased the issuance of minibus licenses to promote the national car, Proton, and to advocate the idea of “every family can afford a car.” This policy somehow compelled citizens to purchase private vehicles for transportation. Today, most public transport services, including buses, light rail, and trains, are operated by the government-owned company Prasarana. The lack of market competition inherent in this monopolistic structure has diminished service competitiveness, leading to a reactive dependency on government funding for any improvements and operational expenses. Consequently, many lower-income individuals opt for motorcycles, while the middle class prefers to buy cars or use ride-hailing services. I firmly believe that ending the monopoly and opening the market to competition will enhance competitiveness, ultimately leading to improvements in the transportation system.
The low ridership of public transport also underscores another pressing issue: the extraordinarily high vehicle ownership rate. According to surveys, Malaysia ranks second in vehicle ownership in Southeast Asia, surpassed only by Japan, the world’s automobile manufacturing powerhouse. Currently, there are approximately 535 vehicles for every 1,000 people, meaning that virtually every individual owns half a car from birth. This high vehicle ownership rate does not reflect the prosperity of the populace but rather a result of the deeply ingrained societal notion that “everyone should own a car,” coupled with an inadequate public transport system, which directly exacerbates the demand for private vehicles. The increasingly severe traffic congestion in Malaysia, especially in the Klang Valley, is a testament to this reality. Statistics reveal that commuters in the Klang Valley spend an average of two hours daily in traffic jams, which not only hampers work efficiency but also adversely impacts personal quality of life. Imagine the potential productivity gains if people could redirect that time toward more beneficial activities, ultimately invigorating the national economy.
The low utilization of public transport and high vehicle ownership rate are undeniably more harmful than beneficial for our country. Malaysia was once a net exporter of oil; however, the surge in private vehicle numbers has led to a skyrocketing demand for oil, resulting in the country becoming a net oil importer since 2014. The government is not only forced to purchase expensive oil from abroad but also bears additional financial burdens to provide fuel subsidies, ensuring that citizens have access to affordable gasoline. Moreover, the costs associated with owning a private vehicle— including purchase price, maintenance, fuel expenses, and depreciation—place considerable financial strain on households, curtailing market consumption and directly impeding economic growth. Consider this: if a car depreciates by RM10,000 annually; in ten years, that amounts to RM100,000, and in twenty years, that is RM200,000. How many individuals have RM200,000 in fixed deposits at the bank? Additionally, a high-quality public transport system can significantly enhance the attractiveness of surrounding real estate, potentially revitalizing the currently sluggish property market, boosting local commercial activities, and stimulating economic growth.
The government has made numerous efforts to improve public transport, including fare subsidies, the construction of new subway and light rail lines, and the introduction of intelligent transportation systems (ITS) to optimize traffic flow. While these measures have somewhat enhanced the quality of public transport services, the overall impact remains insufficient. We can draw valuable lessons from the experiences of developed countries like the UK, France, Singapore, and Japan to enhance our public transport system. These countries have highly efficient public transport networks, making it almost impossible for locals to conveniently blame their tardiness on public transport or traffic congestion, which is a sarcastic twist on expectations.
In summary, promoting widespread public transport usage among citizens is indeed a task requiring substantial resources and long-term commitment. The government should continue to work on reforms, optimize public transport policies, and strive to shift public perceptions regarding dependence on private vehicles, actively encouraging the use of public transport. Furthermore, we can look to other countries’ successful cases, tailoring policies to meet the specific needs of urban development. Achieving a comprehensive enhancement of Malaysia’s public transport system necessitates not only robust government initiatives but also the support and cooperation of its people, ultimately leading to an improved quality of life and a virtuous cycle of economic growth.
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