Mohamad Azimi Hafiz Bin Madjal

THE EVALUATION OF NON - MOTORIZED TRANSPORTATION
IMPLEMENTATION AT KOTA KINABALU
CASE STUDY: KOTA KINABALU, SABAH
MOHAMAD AZIMI HAFIZ BIN MADJAL
CENTRE OF STUDIES FOR TOWN AND REGIONAL PLANNING

FACULTY OF ARCHITECTURE, PLANNING AND SURVEYING
UNIVERSITI TEKNOLOGI MARA
PUNCAK ALAM
SEPTEMBER 2021
CONFIRMATION BY PANEL OF EXAMINERS
I certify that a Panel of Examiners has met on 17th February 2022 to conduct the final
examination of Mohamad Azimi Hafiz Bin Madjal in Barchelor of Town and Regional Planning
(Hons). Planning Research entitled “Public Space in Community Social Life at Taman Awam
Teluk Likas, Kota Kinabalu” in accordance with Universiti Teknologi MARA Act 1976 (Akta
173). The Panel of Examiner recommends that the student passed the Planning Research.
The Panel of Examiners was as follows:
Dr Na’asah Binti Nasrudin

Lecturer
Centre of Studies for Town and Regional
Planning,
Faculty of Architecture, Planning and Surveying,
Universiti Teknologi MARA
(Supervisor)
Dr
Professor
Planning,
(Reader)
TPr Dr Oliver Ling Hoon Leh

Associate Professor
Planning,
(Coordinator)
TPr Dr Marlyana Azyyati Marzukhi

Senior Lecturer
Planning,
(Head of Centre)
Date: 10 February 2022

AUTHOR’S DECLARATION
I declare that the work in this research paper was carried out in accordance with the
regulations of Universiti Teknologi MARA. It is original and is the results of my own
work, unless otherwise indicated or acknowledged as referenced work. This thesis has
not been submitted to any other academic institution or non-academic institution for
any degree or qualification.
I, hereby, acknowledge that I have been supplied with the Academic Rules and
Regulations for, Universiti Teknologi MARA, regulating the conduct of my study and
research.
Name of Student : Mohamad Azimi Hafiz Bin Madjal
Student I.D. No. : 2017148733
Programme : Bachelor of Town and Regional Planning
Faculty : Architecture, Planning and Surveying
Title : The Evaluation of Non - Motorized Transportation

Implementation at Kota Kinabalu
Signature of Student : ……………………………………………..
Date : 10 February 2022

ABSTRACT
The rate of use of non -motorized transport today is increasing because it is a more practical
transport and also cheap cost. However, there are many factors that will impact the use of non
-motorized transport, especially in terms of safety, comfort, physical ability and attitude, age
and household income. It is clear that the probability of users choosing to use non -motorized
transport is quite convenient and also safe to use. This research aims to examine the provision
and user’s satisfactions towards non -motorized transport implementation at Kota Kinabalu
city. There are three objectives to support the aims which is, (i) to examine the provision of
non - motorized transport at Kota Kinabalu, (ii) evaluate issue and problem related to non -
motorized transport, (iii) to recommend idea and suggestion to improve non -motorized
transport mobility in the city centre. The data were collected in qualitative and quantitative
technique. Questionnaire and observation is one of the techniques used by researchers in this
study. The results of the observation and questionnaire will be described to find the main
issues and the best solution to ensure that users are satisfied with the condition of non -
motorized transport. The results showed that consumers were concerned about their safety
when using non -motorized transport such as walking or cycling. In addition, users were also
found to be uncomfortable with the current situation of non - motorized facilities in the study
area. Based on the analysis, many users think that non -motorized transport in Kota Kinabalu
needs to be improved in terms of safety to ensure it is safe to use this. The justification for this
proposal was selected based on the results of the analysis of the questionnaire, namely user's
satisfaction with the elements of non -motorized transport in Kota Kinabalu.based on element
– element non – motorized transport di Kota Kinabalu.
ACKNOWLEDGEMENT
First and foremost, I want to thank God for providing me with the chance to pursue my degree
and for successfully completing this long and difficult road. I am grateful to everyone I had the
pleasure of working with during this research.
As the completion of this thesis provided me with much pleasure and the opportunity to learn
something new on a continuous basis, I would like to express my gratitude to Dr. Na'asah Binti
Nasrudin, my thesis supervisor at Universiti Teknologi Mara Kampus Puncak Alam, for
providing me with a good guidance for assignment throughout completing this research. I
would also like to express my gratitude to all individuals who have directly or indirectly assisted
me in creating this study proposal, particularly Dewan Bandaraya Kota Kinabalu, which
provided aid throughout this research. I'd like to thank my colleagues and a friend in particular
for their assistance with this endeavour.
Finally, this final research proposal is dedicated to my wonderful family for having the foresight
to educate me. I am grateful to have all of you in my life.
TABLE OF CONTENTS
Page
CONFIRMATION BY PANEL OF EXAMINERS i
AUTHOR’S DECLARATION ii
ABSTRACT iii
ACKNOWLEDGEMENT iv
TABLE OF CONTENTS v
LIST OF TABLES vii
LIST OF FIGURES x
LIST OF PHOTOS xi
LIST OF ABREVATIONS xii
LIST OF APPENDIX xiv
CHAPTER 1: INTRODUCTION
1.1 Introduction 1
1.2 Problem Statement 3
1.2.1 The facilities and infrastructure are in a poor condition
1.2.2 Lack of Proper Pedestrian Lane
1.2.3 Lack of Proper Bicycle Lane
1.3 Research Question 3
1.4 Aim and Objectives Study 4
1.4.1 Aim
1.4.2 Objectives
1.5 Scope of Study 4
1.5.1 Factor influenced people use non – motorized transportation
1.5.2 Issue and Problem Related to NMT
1.5.3 Suggestion to Improve NMT
1.6 Research Methodology 4
1.7 Significant Study 5
1.8 Limitations of Study 5
CHAPTER 2: LITERATURE REVIEW
2.1 Introduction 9
2.1.1 Non-Motorized Transport (NMT)
2.1.2 Walking
2.1.3 Walking on Wheels
2.2 Factors Affecting the Use of Non-Motorized Modes of Transportation 14
2.2.1 Individuals Features
2.2.2 Physical Conditions
2.2.3 Infrastructure for Non- Motorized Transport
2.2.4 Supply of Public Transport
2.3 Evaluating Benefits and Impacts of Non – Motorized Transportation 17
2.3.1 Social and Economy
2.3.2 Environment
2.3.3 Health
2.4 NMT in the context of Sustainable Development Goals 20
2.5 Framework to improve Non – Motorized Transport condition 22
2.5.1 Improved convenience and comfort to NMT users
2.5.2 Improved Transport Option
2.5.3 Improve Basic Mobility for Non-Drivers
2.5.4 Efficient Land Use
2.6 Integration Non-Motorized Transport with Public Transport 25
2.6.1 Bicycle Integration
2.6.2 Pedestrian Access to Stations
2.6.3 Increase the Efficiency of Public Transport Service
2.6.4 Improved Safe Mobility for Non-Drivers
2.7 Best Practice for Non-Motorized Transport 28
2.7.1 NMT in Netherlands
2.7.2 NMT in Germany
2.73 NMT in Copenhagen Denmark
2.8 Challenges of NMT implementation 31
2.8.1 Balanced Provision of MT and NMT
2.8.2 Inadequate Traffic Management System
2.8.3 Distance and Topography
2.8.4 Poor Allocation of Financial Resources
CHAPTER 3: STUDY AREA

3.1 Introduction 34
3.2 Kota Kinabalu City Council 34
3.3 Location of Study Area 37
3.3.1 Transportation
3.4 Surrounding Area 42
3.4.1 Surrounding area from the study area within 1.9 Km
3.4.2 Surrounding Area from the Study Area within 1 Km
3.4.3 Surrounding Area from the Study Area within 500 meters
CHAPTER 4: ANALYSIS AND FINDINGS

4.1 Introduction 46
4.2 Survey Technique 47
4.3 Sampling Method 48
4.4 Background of Respondent Analysis 49
4.4.1 Respondent Profile
4.4.2 Age
4.4.3 Ethnic
4.4.4 Origin
4.5 NMT Information and Characteristic 52
4.5.1 Type of NMT Respondent
4.5.2 Purpose of Use NMT
4.5.3 Factor Influence People to Use NMT
4.5.4 Frequency of user using NMT
4.6 User Satisfaction Implement NMT 56
4.6.1 Cycling Lane
4.6.2 Pedestrian Lane
4.7 Opinion and Suggestion 62
4.7.1 Issue for NMT
4.7.2 Suggestion to Improve NMT
4.8 Site Observation Analysis 63
4.8.1 Pedestrian and Cycling Lane
4.8.2 Traffic Calming
4.8.3 Pedestrian Crossing
4.8.4 Signage
4.8.5 Signal Setting
4.8.6 Bollards
4.9 Findings and Discussion 67
4.9.1 Issue for Non-Motorized in Study Area
4.10 Summary 69
CHAPTER 5: PROPOSAL
5.1 Introduction 71
5.2 Summary Findings 71
5.3 Recommendation and Suggestion 72
5.3.1 Bollard
5.3.2 Provide New Bicycle Parking
5.3.3 Street Crossing
5.3.4 Rehabilitation of Signal Setting
5.3.5 Signage
5.3.6 Rehabilitation of Pedestrian Path
5.4 Conclusion 80
LIST OF TABLE
Tales Title Page
Table 3.1 Population of Kota Kinabalu 2010 37

Table 4.1 Sample Size for Study Area 50
Table 4.2 Respondent Profile 50
Table 4.3 Respondent Age 51
Table 4.4 Respondent Ethnic 52
Table 4.5 Respondent Origin 52
Table 4.6 Types of NMT Respondent 53
Table 4.7 Purpose Respondent to use NMT 53
Table 4.8 Factor Influence Use NMT 54
Table 4.9 Frequency user using NMT 54
Table 4.10 Cycling Connectivity Satisfaction 55
Table 4.11 Cycling Safety Satisfaction 56
Table 4.12 Cycling Comfort Satisfaction 56
Table 4.13 Bicycle Parking Satisfaction 57
Table 4.14 Pedestrian Connectivity Satisfaction 57
Table 4.15 Pedestrian Safety Element Satisfaction 58
Table 4.16 Pedestrian Comfort Satisfaction 59
Table 4.17 Issue for NMT 59
Table 4.18 Suggestion Improve NMT 60
LIST OF FIGURE
Figures Title Page
Figure 1.1 Research Flow 8

Figure 2.1 Factor NMT 12
Figure 2.2 Impact NMT for Social and Economic 14
Figure 2.3 Impact NMT for Environment 18
Figure 2.4 Impact NMT for Health 19
Figure 2.5 SDG in NMT 20
Figure 2.6 Improved Transport Conditions 24
Figure 2.7 Integration NMT with Public Transport 27
Figure 3.1 Key Plan 38
Figure 3.2 Location Plan 39
Figure 3.3 Site Plan 40
Figure 3.4 Surrounding Area 46
Figure 4.1 Formula Sample Size 49
Figure 4.2 Pedestrian and Cycling Lane Routes in Kota Kinabalu 63
LIST OF PHOTO
Photos Title Page
Photo 2.1 Pedestrian Safety in German 23

Photo 2.2 Bicycle Lane Safety in India 24
Photo 2.3 Universal Bike Safety in Netherlands 24
Photo 2.4 Pedestrian and Cycling Zone in Netherllands 28
Photo 2.5 Germany Walking and Cycling 28
Photo 2.6 Cycling Zone in Germany 29
Photo 2.7 Zone Cycling Copenhagen City 29
Photo 2.8 Design Cycling Copenhagen Denmark 30
Photo 3.1 Sky Bridge Kota KInabalu 41
Photo 3.2 Bicylce Lane Kota Kinabalu 42
Photo 3.3 Icon Masjid Bandaraya Kota Kinabalu 43
Photo 3.4 Menara Yayasan Sabah Landmark 43
Photo 3.5 Beach Teluk Likas 44
Photo 3.6 Taman Awam Teluk Likas 44
Photo 3.7 Sabah State Museum Kota Kinabalu 45
Photo 3.8 Olympia Badminton Arena 45
Photo 4.1 Pedestrian Lane Kk 64
Photo 4.2 Cycling Lane in Kota Kinabalu 64
Photo 4.3 Traffic Calming at Jalan Bandaran-Jalan Gaya 64
Photo 4.4 Street Crossing Jalan Coastal 65
Photo 4.5 Street Crossing at Jalan Tun Razak 65
Photo 4.6 Street Crossing Jalan Tun Razak 65
Photo 4.7 There is no Signage Jalan KKBypass 65
Photo 4.8 Signal Setting Jalan SInsuran 66
Photo 4.9 Signal Setting at Jalan Lapan Belas 66
Photo 4.10 Bollards at Jalan Plaza Shell 67
Photo 4.11 Bollards ay Jalan Lapan Belas 67
Photo 5.1 Existing Area Jalan Tun Razak Bollard 72
Photo 5.2 Illustration for propose bollards at Jalan Tun Razak 72
Photo 5.3 Existing area at Jalan Tun Fuad Stephen 73
Photo 5.4 Illustration for propose Bollards at Jalan Tun Fuad Stephen 73
Photo 5.5 Existing area without parking bicycle at Jalan Haji Samad 73
Photo 5.6 Illustration for propose bicycle parking at Jalan Haji Samad 73
Photo 5.7 Existing area without parking bicycle at Jalan Coastal 73
Photo 5.8 Illustration for propose bicycle parking at Jalan Coastal 73
Photo 5.9 Existing area without parking bicycle at Jalan Tugu. 74
Photo 5.10 Illustration for propose bicycle parking at Jalan Tugu 74.
Photo 5.11 Existing condition at Jalan Tunku Abdul Rahman 75
Photo 5.12 Illustration for propose street crossing at Jalan Tunku
Abdul rahman 75
Photo 5.13 Existing condition at Jalan Tunku Abdul Rahman 75
Photo 5.14 Illustration for propose street crossing at Jalan Tunku
Abdul Rahman 75
Photo 5.15 Existing condition of signal setting at Jalan Sinsuran 77
Photo 5.16 Existing condition of signal setting at at Jalan Lapan Belas 77
Photo 5.17 Existing condition of signal setting at Jalan Tun Razak 77
Photo 5.18 Illustration of path signage at Jalan Plaza Shell 78
Photo 5.19 Illustration of path signage at Tunku Abdul Rahman 78
Photo 5.20 Illustration of signage at Jalan Laiman Diki 78
Photo 5.21 Existing of pedestrian path at Jalan Plaza Shell 79
Photo 2.2 Illustration of pedestrian path at Jalan Plaza Shell 79
Photo 2.3 Existing of pedestrian path at Jalan Laiman Diki 79
Photo 2.4 Illustration of pedestrian path at Jalan Laiman Diki 79
LIST OF ABBREVIATIONS
Abbreviations
DBKK Dewan Bandaraya Kota Kinabalu
UMS Universiti Malaysia Sabah
JTUWMA Jabatan Tanah dan Ukur Web Map Application
CHAPTER 1
INTRODUCTION
1.1 Introduction
Non-Motorized Transportation (NMT) also known as Human Powered Transportation

refers to any mode of transportation that does not rely on the use of an engine or motor to
move. Walking and bicycling are examples, as are small-wheeled transportation such as
skates, skateboards, pedal scooters, and hand carts and wheelchairs. These means of
transportation can be used for both transportation and recreation. Some people, for
example, choose to walk or ride a bicycle instead than driving because they appreciate
the activity. Non-motorized transportation is important since it provides door-to-door
service and does not lead to delays like public transportation. Non-motorized
transportation is a low-cost means of transportation, and also a healthful activity. To
counter the negative impacts of motorization, many countries throughout the world have
begun to promote non-motorized modes into their transportation systems. Non-motorized
transportation is gaining popularity on a global scale because it is cost-effective,
ecologically friendly, and socially inclusive. According to Joachim Scheiner (2010), travel
behavior have the subjective elements including attitudes, lifestyles, and location
preferences. All these elements are closely related to travel time, travel cost, monthly
income, distance, and infrastructure condition and user behavior.
1
Kota Kinabalu City have a lot of improvements in terms of pedestrian and bicycle lane to
ensure people have a good access to the facilities and also services. The city of Kota
Kinabalu has a well -organized and planned land use making NMT very suitable to be
implemented in this city. The city of Kota Kinabalu has good circulation and also orderly.
The problem of traffic congestion in downtown Kota Kinabalu is due to the lack of
application of NMT. To overcome this problem, the Kota Kinabalu City Local Authority has
initiated many proposals to improve walking and cycling routes. As an example, Kota
Kinabalu City Hall has created a pedestrian walkway that connects several shopping malls
as well as residential areas in the city center. The construction cost of the "Sky Bridge"
project has cost RM 31.5 Million and is expected to benefit 527,600 people living in Kota
Kinabalu City.
1.2 Problem Statement
Non – motorized transport is a good mode of transport especially to the environment and
human health. There are many benefits by using the non – motorized transport. Today, in
many cities around the world, non – motorized transport become choice of many people
especially for poor people who lives in urban area. Walking and cycling is more cheap than
other types of transportation. In less developed countries, walking and biking are the
natural types of transport modes for low income households. Good facilities and
infrastructure is main factor that influenced people to use non – motorized transportation
such as walking and cycling. There are many factors that need to be considered to
promoting people to use non – motorized transportation such as traffic volume and vehicle
speed. This factor needs to be considered to make sure people feel safe to walking and
cycling. Walking and cycling is an option for people today especially in urban area. To
encourage people using non – motorized transportation, good facilities and infrastructure,
universal design and safety aspect need to be considered because this factor are really
influenced people to use non – motorized transport.
1.2.1 The facilities and infrastructure are in a poor condition
This factor will lead in terms of provided pedestrian, bicycle lane and safety elements for
non-motorized, when the facilities in a poor condition people more to choose motorized
transport compare to non – motorized transportation. This problem will because people
2
will use motorized transport even for short trips. Improvements in terms of condition
pedestrian and bicycle lane to ensure people have a good access to the facilities and
also services provided.
1.2.2 Lack of proper pedestrian lane
People will feel unsafe using the pedestrian lane. For example, when place is not
provided with proper pedestrian lane, that’s are not meet the satisfaction user. These
issues will lead to people choose another mode of transport and will change the people
perception towards non-motorized transport.
1.2.3 Lack of proper bicycle lane
There are some issues that are often the main issue of bicycle lane where the bicycle lane
is not well maintained and will cause inconvenience to users. Consumers ’discomfort
towards the bicycle lane will reduce consumers to choose cycling as their daily
transportation. Safety issues are a very significant issue where the conflict of bicycle lanes
and motor vehicle lanes is a frequent issue. To ensure users are comfortable and feel safe,
it requires a good strategy to reduce traffic conflicts between non -motorized vehicles and
motor vehicles. A good strategy will increase the comfort rate of users to use non -
motorized vehicles especially cycling.
1.3 Research Question:
i. What is the factors affecting people choose non – motorized transport as their
transportation? (travel cost / travel time / monthly income / distance / road
congestion / infrastructure and facilities condition)
ii. What is the current issue and problem related to non – motorized transport in Kota
Kinabalu City? (Poor connectivity / lack of safety / maintenance issue)
iii. What is the best idea and suggestion to improves the mobility in the city center
using non – motorized transportation?
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1.4 Aim and Objective Study:
1.4.1 Aim
Aim of this study is to examine the provision and user’s satisfactions towards
non – motorized transport implementation at Kota Kinabalu city.
1.4.2 Objectives
In achieving the aim of this study, a few objectives have been created. The objectives
are as follow:-
i. To examine the provision of Non – Motorized Transport at Kota Kinabalu

ii. To evaluate issue and problem related to non – motorized transport
iii. To recommend idea and suggestion to improves non – motorized transport
mobility in the city center
1.5 Scope of Study:

The scopes of this research include:
1.5.1 Factor influenced people use non – motorized transportation.

1.5.2 Issue and problem related to non – motorized transportation
1.5.3 Suggestion to improves the mobility in the city center using non – motorized
transportation.
1.6 Research Methodology:
The approach of this study is to discover how this study is conducted and to implement
this study, there are several stages which must be completed, that have been categorized
into five (5) stages or main stages, such as Preliminary Study, Literature Studies, Data
Collection, Data Analysis, and Recommendations. Figure 1.0 illustrates the flow chart for
carrying out this investigation. This study's research stage will serve as a guide in
conducting the study from stage one (1) Preliminary investigation through stage five (5)
Recommendations.
4
Stage 1 – Preliminary study
The method in this stage (1) of the study involves the specification of the research field, as
well as the identifying of problems and issues. The problem statement is being formulated.
The dilemma of particular conditions or situations is being changed in this problem
statement. The aims and objectives of this study are being determined once the problem
description has been clarified. Based on the problem statement and the definition of the
study purpose, objectives, and scope, the goal of this study is established. The scope of
study outlines the subjects, objectives, fields, timeframes, and issues that will be studied.
Stage 2 – Literature study
The second step focuses on the literature review in this area. In this step, secondary data
will be used, such as reading journal articles, article books, magazines, newspapers, and
other materials related to the topic of study. A literature review is a systematic examination
and discussion of the literature in a certain topic of study. This is a quick summary of what
has been studied, debated, and formed on a certain topic, and is usually organized
chronologically or topically. The literature review is prepared in the form of an essay. This
includes research on problems and topics, hypotheses, comparisons with other concepts
that are comparable to this concept, and references relevant to this study. The purpose of
providing a literature review is to provide a fundamental grasp of the topic research.
Stage 3 – Data Collection
The third stage is data collection. Data collecting is a critical step in determining a more
complete solution to the study issue. The data that was collected will be analysed in order
to obtain the study findings based on the goals, objectives, and concerns that were created.
This data collection technique is classified into two categories: primary and secondary data,
which are gathered by direct observation, interviews, and references. Throughout this stage,
all literature studies, issues, and goals are issued in order to determine the best data
collection method.
5
Stage 4 – Data Analysis
The third stage is data collection. Data collecting is a critical step in determining a more
complete solution to the study issue. The data that was collected will be analyzed in order
to obtain the study findings based on the goals, objectives, and concerns that were created.
This data collection technique is classified into two categories: primary and secondary data,
which are gathered by direct observation, interviews, and references. Throughout this
stage, all literature studies, issues, and goals are issued in order to determine the best data
collection method. At this stage, all collected data at the previous level will be utilized.
Data will be analyzed and disseminated together with the findings of this study utilizing
computer tools such as Statistic Package for the Social Sciences (SPSS), Depth map, and
AutoCAD. The investigation will proceed to the next step after the findings of this study are
identified.
Stage 5 – Recommendation and Conclusion
In the final stage, the researcher will make conclusions and also the best recommendations
to ensure that these goals and objectives are achieved. All issues and problems will be
resolved at this stage while providing the best suggestions on the problems of the study.
Recommendations and conclusions regarding the best approach in a specific case will be
reached. The goal of writing recommendations is to indicate that a study-organized plan
for collecting or obtaining data to aid in problem solving is in place, and that techniques of
data analysis have been identified and are appropriate for the data set. At this stage the
researcher will come up with a solution to the problem encountered on the selected
research topic.
6
1.6.1 Methodology
Preliminary Study
Stage 1
Literature Review
Stage 2
Data Collection
Primary Data Secondary Data

- Observation - Dewan
- Interview Bandaraya
- Questionnaire Kota KInabalu
- Public Perception
Survey
Stage 3
Analysis and Findings
Stage 4
Recommendation and Conclusion

Stage 5
Figure 1.0: Research Flow

Chart
7
1.7 Significant of Study:
From this research, various suggestions can be implemented to improve non -motorized
transportation in the context of Kota Kinabalu City Center. Through this research, various
suggestions will be put forward to improve the current situation for non - motorized
transportation elements. In addition, the existence of issues and obstacles encountered can
be resolved with a proposal that will be submitted at the final stage of the proposal to ensure
that non - motorized transport can benefit the residents living in the city of Kota Kinabalu.
The researcher will also recommend some suggestions to ensure that non - motorized
transport can increase mobility in the Kota Kinabalu city and can give benefits in social,
economic and environmental aspects.
1.8 Limitation of Study:
1.8.1 Limited access to data
Limitations also include the difficulty of researchers to obtain data related to the study
conducted through interviews. Covid-19 was one of the obstacles of this study conducted
through interview method. Besides, this research involved surveying certain organizations,
researcher might have faced the problem of having limited access to organization due to
procedure during pandemic Covid–19. Difficult data to collect from the agencies because
most of them are work from home.
i. Time Management and Self Discipline
Since this research have a short time to conduct, the researcher faced several limitations
to conduct this study properly. Researchers face the challenges of time management and
discipline. As a student, the researcher faced with many due date assignments. In addition,
challenges for conducting this study through online class that requires a lot of effort since
the online class are conducted at home.
1
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CHAPTER 2
LITERATURE REVIEW
2.1 Introduction
A literature review is a second stage to this study on evolution of Non-Motorized

Transportation (NMT) implementation in town Kota Kinabalu Sabah. This chapter will discuss
briefly the theoretical aspect evolution of Non-Motorized Transportation (NMT). All the
information will be elaborated to understand the concept of NMT such as definition, roles,
function, guideline and best practice that will be briefly explained to identify the correlation of
NMT. Non - Motorized Transportation that include all forms of travel and not rely on an engine
movement. This include walking, bicycle, and using small-wheeled transport which is skates,
skateboards, push scooters and hand carts) and wheelchair. The provision of NMT must be
complete, comprehensive and adequate for the current period in the future. The provision of
NMT should be emphasized because it has become one of the basic needs in the daily life of
society. Non - Motorized Transportation Implementation comfort is a major factor amount
providing a good implementation NMT at Kota Kinabalu.
2.1.1 Non-Motorized Transportation (NMT)
Non-Motorized Transportation (NMT), often known as Human Powered Transportation, is any

means of transportation that does not utilize an engine or motor to move. Walking and
bicycling are examples, as are small-wheeled vehicles such as skates, skateboards, pedal
scooters, hand carts, and wheelchairs. These modes of mobility are suitable for both
transportation and entertainment. Some people, for example, choose to walk or ride a bicycle
9
rather than drive because they can enjoy the action. Non-motorized transportation is
significant because it provides door-to-door service and avoids delays caused by public
transportation. Non-motorized transportation is both a cheap mode of transportation and a
healthy activity, to mitigate the negative effects of motorization, many countries throughout the
world have moved to promote non-motorized mode of transit in their transportation systems.
Non-motorized transportation is growing appeal on a worldwide scale due to its low cost,
environmental friendliness, and social inclusion. According to Joachim Scheiner (2010),
subjective factors of travel behavior include attitudes, lifestyles, and location choices. All of
these factors are intertwined with travel time, travel cost, monthly income, distance,
infrastructure quality, and user behavior. Non-motorized means of transportation are
frequently regarded as a crucial component of a sustainable transportation system. Walking,
cycling, rickshaws, animal-drawn carts, and rollerblading or skating are all examples.
Designers concentrate on bicycles, which are widely acknowledged as an environmentally
sustainable and healthful means of transportation. Furthermore, cycling is a personal mode
with minimal access costs and high efficiency in terms of road space utilization. Then, for a
short time, this bike was popular in the streets of the community, workplace, school, and
amusement.
Sustainable
Transport
Environment
Efficiency
Non – Motorized
Transport
Economy
Health
Social Interaction
Figure 2.1: Factor Non – Motorized Transport

Source: Scheiner (2010)
10
There are several Factors that also affect implementation non-motorized transport and need
to be taken into account such as the provision of facilities for cycling such as special routes,
the presence of security guards and the provision of lights on each route to prevent crime on
cyclists. The provision of special routes for pedestrians and cyclists is very important to ensure
the safety and comfort of users in public spaces is more assured. In addition, cycling culture,
for example, has become a trend in the community as one of the healthy lifestyle hobbies
implemented in groups. This trend has raised some issues especially related to safety as there
are some riders who use some highway routes to invite danger to other road users especially
for new drivers who still do not understand the safety guidelines. In addition, there is also a
Food Panda service in cycling and walking mode available especially in urban areas and
residential parks. A good non -motorized transport system can ensure that the population and
the environment are in harmony. In an era of world progress, community and economic
success is closely linked to efficient transportation infrastructure. Non -motorized transport
quality involves appropriate attitude, timing, equipment or model, quality output and customer
satisfaction. Effective implementation of non-motorized transport will also be able to reduce
air pollution, provide a comfortable mode of travel and reduce congestion. To meet the general
needs, various non -motorized transport policies are formulated to ensure that NMT is always
safe and efficient based on current needs. The organization and management of internal non
-motorized traffic should be optimized before implementation. The goal is to maintain traffic
safety in the community by reducing conflict between non -motorized and motorized traffic.
2.1.2 Walking
Rules for the use of pedestrian crossings have been issued to ensure the safety of road users.
Generally, walkways are divided into two types, namely walkways, which are special walkways
built of pavement, concrete or bricks for pedestrians and they connect one place with another.
On the other hand, sidewalks are usually built of pavement, concrete or bricks and have a
slightly higher level than the road surface but are located on the side of the road and are
sometimes separated by plants parallel to the road. Locations where pedestrian facilities can
be provided are such as office activities, business and residential areas, urban areas, houses
of worship, level crossings or bridges, schools, bus stops, recreational and sports areas as
well as places for culture and tourism. Piecemeal approach to incorporate artistic elements
into the street space, but no concerted effort is made to infuse vitality into the pedestrian
environment as the primary focus of the designers is to create service quality for the non-
motorized transport. The best pedestrian environment would accord exclusionary rights to
pedestrians, prohibiting vehicular traffic and providing an environment will rich in qualitative
11
elements for diversified pedestrian activities. It is a healthy and sustainable travel mode and
plays an essential role in urban transport in most of the developing countries.
Non -motorized independent facilities can be designed to ensure pedestrian comfort. And the
design should consider the accessibility and connectivity of pedestrian non -motorized traffic
facilities. In addition, by placing symbols, signboards, designs according to different lines and
colours will further show the difference between motor vehicles and non-motorized transport.
Meanwhile, site connectivity to external traffic systems is important to reduce the impact on
non -motorized traffic, and the negative impact can be offset by relocating entrances or exits
that can isolate pedestrians, bicycle lanes and motor vehicles. For example, one or two
entrances and exits exclusively for non -motorized traffic can improve the convenience of
residents or employees by reducing diversion times so as to encourage people to use non -
motorized modes. And if the entrance to non -motorized traffic is close to a bus stop or crossing
facility, detour times can also be reduced. In addition, if the main entrance or exit for motor
vehicles is located on a road with fewer pedestrians, the impact on non -motorized outside
traffic will be reduced. Motor vehicles can be forced right in and out at entrances and exits to
minimize conflict points. It prohibits motor vehicles from occupying non -motorized facilities
such as lanes near extensions and automatically individuals walking will be safe.
Photo 2.1: Pedestrian Safety in German

Source: Google Image
12
2.1.3 Walking on Wheels (Bicycles, Scooters, Hand Carts, Wheelchairs and
Skateboards)
Related to the route for cyclists should be provided in public spaces. Non -motor vehicle
transportation is an alternative transportation that is economical, environmentally friendly and
creates a clean, healthy and high quality environment. One of the non -motorized modes of
transportation is cycling which is highlighted as one of the alternatives to sustainable modes
of transportation. The use of active mode of transport (bicycle) is able to reduce the emission
of harmful gases from vehicles and control air and environmental pollution. Buheler.R (2012)
Bicycle paths consist of exclusive off -road facilities for cycling as well as multi –purpose routes
intended for joint use by cyclists, pedestrians, runners, online surfers and other non -motorized
users. The provision of bicycle routes depends on the use of the area, whether it can be
combined with other non-motorized transport or not. In fact, most bike paths in American cities
are multi-purpose routes, while in Europe, they are often exclusive to cyclists, probably due to
higher cycling the volume required to allow a completely separate route only for cyclists. Bike
paths vary in their width, pavement, design, and especially in the extent to which they are
shared with other users such as pedestrians. Some bike paths require cyclists to dismount
when crossing a road, while others stop motor vehicles at crossings and give cyclists the right
of way. Separate facilities for the exclusive use of cyclists have less impact on cycling levels
than the higher-quality, this is because cyclists will feel safe with their own route.
In addition, the design bike path between the specific nature and quality of different types of
lanes. For example, bike lanes have varying widths, markings, signage, colouring, and
intersection treatments. They can be on the right or left side of the street, or even between
traffic lanes. Some bike lanes have buffers or barriers of various sorts to separate them from
motor vehicle traffic. Moreover, cities have different policies about maintaining bike lanes and
keeping them from motor vehicles.
Photo 2.2: Bicycle Lane Safety in India

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2.2 Factors Affecting the Use of Non-Motorized Modes of Transportation
There are many factors that will impact the use of non -motorized vehicles. These factors
include individual factors, physical conditions, infrastructure for non -motorized transportation,
socio cultural factors and also supply of public transportation.
2.2.1 Individuals features
i. Income
Income is one of the factors that most affect the use of non -motorized transport. Most people
will choose to walk and bike because they lack the ability to own a vehicle. In addition, to own
a vehicle it will require a lot of costs in terms of maintenance and monthly payments. Some
bicycle users and pedestrians are more comfortable in activities without using a motor vehicle
due to the non -motorized transport factor which is more flexible and easy to use.
ii. Age
Age is one of the important factors in determining the use of a transport. It can be seen that
the older people use more motor vehicles due to age factors. Most of the non -motorized
people are young and teenagers. Thus, it is clear that the age factor is one of the factors that
will impact non-motorized transport.
iii. Physical Abilities and Attitude

The physical abilities and attitudes of users have a significant impact on the use of non -
motorized vehicles. It can be observed that physical ability becomes a limit to the elderly to
use non -motorized vehicles as their mode of transportation. However, these physical abilities
do not give full limits to the elderly unless it is also influenced by the attitude of this group to
use non -motorized vehicles. This dependence on non -motorized vehicles is still dominated
by young people as well as low -income households.
iv. Bicycle Ownership

In European countries, bicycle ownership among the local community is very high. This can
reduce dependence on the use of motor vehicles. Once we observe, the price to own a bicycle
in most European countries is very cheap. This will indirectly reduce dependence on non -
motorized vehicles.
14
v. Car Ownership
Car ownership is actually one of the factors that can have a huge impact on the use of non -
motorized vehicles. Most people who own a private vehicle will use their vehicle to any of their
destinations. This has actually proven that dependence on motor vehicles is high against those
who own private cars. However, for those who do not own a private vehicle, it is certain that
they will use non -motorized vehicles as their main mode of transportation.
2.2.2 Physical Conditions
i. Temperature
Hot temperatures will be a factor in people's lack of dependence on non -motorized vehicles.
however, hot and humid temperatures throughout the year are one of the factors contributing
to the use of non -motorized vehicles. There are many non -motor vehicle users when the
temperature is moderate and even cold. For example, most people in European countries that
experience four (4) seasonal weather will choose to cycle in summer, autumn and even spring.
Thus, it is clear that the temperature factor becomes one of the important factors in
determining the public to use non -motorized vehicles.
ii. Slopes
Slopes are one of the obstacles to reduce users to rely on non -motorized vehicles. It is very
difficult to use non -motorized vehicles on slopes and it can threaten the safety of users. The
use of motor vehicles on sloping areas is more appropriate and much safer. Sloping and flat
terrain factors can affect the rate of use of non -motorized vehicles among users because it
involves physical ability and also safety factors.
iii. Wind and Rainfall

The wind rate and also the rainfall rate of a place will affect the use of non -motorized vehicles.
Prolonged rainy weather and strong winds will increase consumer dependence on motor
vehicles and reduce dependence on non -motor vehicles. Rainfall as well as moderate wind
gusts provide comfort and sensation to non -motor vehicle users and this will increase the rate
of non -motor vehicle usage if this does not happen.
15
iv. Snow
The rate of use of non - motorized vehicles in snowy countries will decrease and decrease
due to the very cold snowy weather. In the winter, the rate of use of motor vehicles will increase
because walking and cycling are less suitable because it is very cold. This often happens
especially in areas with severe snow weather. The rate of use of non -motorized vehicles will
decrease and the use of motor vehicles will increase as more and more motor vehicles in
snowy countries have temperature heaters in cars.
2.2.3 Infrastructure for Non – Motorized Transportation
i. Safety
Safety factors are aspects that need to be emphasized to ensure that the use of non -
motorized vehicles increases. The provision of a complete and well -organized infrastructure
will convince consumers to use non -motorized vehicles as the main means of transportation.
The provision of safe footpaths and well - connected cycling routes will be an attraction for
consumers to use non - motorized vehicles as their primary mode of transportation.
ii. Comfort
Comfort factor is one of the factors that will affect the use of non -motorized vehicles. To create
convenience to users, complete and safe facilities must be provided by the authorities to
ensure that users are comfortable to choose non -motorized vehicles as their mode of
transportation. There is a lot that can be done to improve the comfort of users including
providing covered walkways and also a safe atmosphere, complete cycling paths and have
good connectivity as well as the condition of the facilities that are always in maintenance. This
is very important to ensure that users are comfortable to use the non -motorized vehicle
facilities provided.
2.2.4 Supply of Public Transport

The provision of good public transport can help for advanced non -motor vehicles as the main
means of transportation for the urban population. There are many users who will choose to
walk, bike and others - others if the public transport provided is adequate and also has high
connectivity. Therefore, to ensure that everyone uses non -motorized vehicles as their mode
of transportation, it must be in line with the development of public transport in a city. This is
because, public transport and non -motorized vehicles are one of the closely related elements.
16
2.3 Evaluating Benefits and Impacts of Non – Motorized Transportation
Emphasized that although walking is the dominant mode of transportation, it has not been
given enough attention in terms of policy development and practical implementation. Whereas
there is a very significant positive impact for our self that using NMT for daily routine which
are often ignored by individuals. Short distance trips are the largest share of trips in urban
cities, usually within 7 Kilometres. NMT policies that promote walking and cycling in developing
countries, NMT should be used more in all countries, where people are focused on increasing
non-motorized transport NMT and expanding road networks. There are some impact positive
for Social/Economic, Environment and Health of Non-Motorized Transport NMT:
2.3.1 Social and Economy

The provision of infrastructure for NMT enables low income communities to access public
facilities such as schools and hospitals in a safer and more cost-effective way. Workplaces
that could previously only be reached under difficult and time-consuming conditions become
more accessible through bike paths. In addition, NMT infrastructure helps to connect
households to the public transportation network. The existence of infrastructure for non-
motorized transport is considered a basic prerequisite for encouraging people in Kota Kinabalu
to use bicycles or walk. In this regard, the project can ultimately contribute to improved air
quality and the reduction of emissions in Kota Kinabalu cities.
Social and Economic
Increase Productivity Urban Development
Cheap, Fast, Easy and

Improved quality of life
Flexible
Poverty Reduction Suitable for car-free zones
Social Equality Improve mobility for non-

drivers
Improve independent child mobility
Figure 2.2: Impact NMT for Social and Economic

Source: Salami.A (2018)
17
2.3.2 Environment
Urban population growth thus plays a very important role in determining supply and demand
of transport. As towns and cities sizes expand geographically, transport demand increases
proportionately as distances to services and workplace may become more dispersed. There
would also be a greater propensity to travel when income had risen and vice versa. Any
increase in the demand for transport would naturally mean that the government which is Non-
Motorized Transport (NMT) facilities and public transport facilities and services to be made
available more widely. Non-motorized transport NMT were able to gain a foothold in the
presence of chronic congestion, in the absence of effective public transport systems and in a
good conditions for pedestrian and cyclists to get faster to the destination without having go
through a jammed road especially in Kota Kinabalu.
Non-motorized transport is one of the transportation methods that can help reduce pollution
and protect the environment. NMT is non -polluting (and even quieter), unlike cars, which
produce millions of tons of toxic smoke and are a major cause of air pollution. Thus, NMT
helps maintain cleaner air for breathing, and reduces noise pollution. MT uses little space on
the road, unlike cars, which cost billions of dollars of public money to build highways, flyovers
and multi -story car parks. Thus, it can save energy and space, as well as protect a person
from the effects of automobile use that are detrimental to health. The implementation of Non-
Motorized Transport has become a platform for people from all ethnic groups and walks of life
to socialize and socialize before and after cycling, walking which indirectly creates a spirit of
goodwill as well as a spirit of sportsmanship for all.
Environment
Greenhouse gas emission Help in achieving Sustainable

reduction Development Goals
Improved air quality Improved climate change
Noise pollution reduction Reduce Traffic
Energy Conversation Sustainable Transport
Figure 2.3: Impact NMT for Environment

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2.3.3 Health
The provision of various modes of transportation is to give the community the opportunity to
choose a more user -friendly, safe, comfortable and economical mode of transportation.
Generally, transportation systems are divided into two categories, namely motorized
transportation and non -motorized transportation. Non -motorized vehicles are also known as
active transportation, which is transportation activated by using human energy such as
walking, cycling, using wheelchairs and skateboards. It can support improving health, fitness
and alternatives to achieve the aspirations of a sustainable transportation system.
The largest source of carbon monoxide is from photochemical reactions in the troposphere
that generate about 5 × 1012 kilograms of this compound per year. Other natural sources of
CO include volcanoes, forest fires and other forms of combustion. Typically, the toxic gas
carbon monoxide results from the burning of fuels without enough oxygen to produce carbon
dioxide (CO2). It can be produced from the burning of diesel/petrol vehicles, the use of gas for
heaters and during cooking. CO poisoning is a condition in which a person suffers from
poisoning as a result of inhaling too much CO. When there is too much CO in the air, the body
replaces the oxygen in the red blood cells with CO, causing serious tissue damage, even
death. CO poisoning is the leading cause of death due to poisoning. Thus, CO poisoning is
also the most common method used for suicide, which is to intentionally inhale exhaust fumes
produced by a live car engine.
The active use of Non-Motorized Transport is an environmentally friendly transportation facility

and alternative, thus helping to maintain ecosystems and environmental quality as well as a
healthier lifestyle as done in five cycling and walking friendly cities in the modelled world
namely Amsterdam, the Netherlands; Copenhagen, Denmark; Bogota, Columbia; Barcelona,
Spain and Berlin, Germany.
Health
The exercise that comes reduce of:

- Cardiovascular Diseases
- Diabetes
- Obesity
- Chronic Diseases
Encourage physical activity which:

- Weight loss
- Relaxation and Sleep Quality
- Brain Health and Memory
- Mood (make happier)
Figure 2.4: Impact NMT for Health

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2.4 Non-Motorized Transportation in the context of Sustainable Development
Goals
IN LINE with the aspirations of SDG 2030, particularly Goals 9 and 11 which emphasize the
provision of a sustainable transportation system for all and resilient infrastructure to support
socio -economic development, this thrust will ensure that transportation system development
is efficient, clean and robust with minimal impact on the environment, and natural resources,
while achieving the goal of providing efficient mobility to the people. Non -motorized transport
contributes in line with the large Sustainable Development Goal to reduce air pollution simply
by providing a widespread and attractive alternative to motorized transport that highly pollutes
the development environment Whitelegg.J (2000).
Social Healthy
• Social Variables
Dealing with community
• Walkability
• Quality of Life
• Place Identity
Bearable Equitable
Environmentally Sustainable Economically

• Protection of • Local Economic
Natural Habitat Development
• Energy Viable • Financial
Efficiency Viability
• Air quality • Mobility of the
• Infrastructure Low Income
without People
damaging
environment
Figure 2.5: SDG in Non-Motorized Transport

Source: Sustainable Development Goal SDG
Cities have an important role to play in leading the sustainable transportation agenda and
need to drive transformation in the transportation sector. Steps need to be taken to produce a
change in habits to optimize user travel and this needs to be coupled with effective planning
and the use of technology to provide integrated and interactive transportation. Implementation
of Non - Motorized Transport is an element that plays a role in making an area more
20
sustainable that is free from air pollution and at the same time can save costs for the less
affluent population. Many cities in the world has adopted the concept of sustainable mobility
and offers various examples of best practices can be practiced in Malaysia. Demand for green
supply chains also increased as environmental aspects began to be given priority in the
transportation sector. Efficiency in the supply chain will allow companies to compete more
competitively.
i. Protect the environment and manage natural resources sustainably

ii. Reduce the carbon footprint of the transportation sector by shifting to low carbon
mobility
iii. Encourage the use of cleaner fuels for transportation
iv. Apply international environmental standards and adopt best practices that support the
objectives of sustainable transportation
v. Achieve green growth through low carbon mobility
vi. Improving the quality of life of the people, including health aspects through sustainable
transportation
There is now widespread acceptance that there is an important link between the transportation
system and poverty, and non-motorized transportation offers great benefits for the low-income
group, the sick, the elderly, women and children. This is especially important in developing
countries where many people live in poverty. Non -motorized transportation is cheaper, non -
polluting and more flexible. It provides employment to those who are unskilled and labor
intensive in terms of operation and manufacture as well as maintenance of vehicles. Energy -
intensive and “efficient” (in a narrow financial sense) motorized transportation is too expensive
for the poor and requires capital. The shift from non -motorized transport to motorized transport
will reduce the mobility of the poor and destroy jobs.
Pollution caused by motor vehicles will have the greatest impact on the poor and the sick but
they do not benefit from its use. Developed countries not only have strong economies but also
have interconnected services and transport networks but does not burden the people.
Therefore, emphasizing the implementation of Non-Motorized Transport is the best alternative
in making a city more sustainable for all citizens. Transparency and good governance in the
development and safe, accessible, cheap and efficient transportation systems that should
form the key components of sustainable transportation in Malaysia. Priority must be given to
non -motorized transport such as bicycles and pedestrians.
21
2.5 Framework to improve Non – Motorized Transport condition
The aim of a cycling and walking strategy should be stated first. The goal is to promote non-
motorized modes of transportation as an environmentally friendly feeder mode for public
transportation as well as preferred modes for short-distance travel. Cycling and walking as
feeder modes can help buses reach previously inaccessible places (Adjei, 2010).
Unfortunately, Malaysia's service and facilities for bikes and pedestrians are mainly poor
especially in Kota Kinabalu city. There are several ways to improve non – motorized such as:
2.5.1 Improved convenience and comfort to NMT users
There are many strategies to improved convenience and comfort to NMT users such
as increase safety. Improving safety such as improving lighting, crossings and signal
settings, traffic calming measures and signing. Another indicator for improving
convenience and comfort for NMT users is to promote particular NMT-related
programmers such as safer routes to school, workplace travel plans, cycle-to-work-
day programmers, travel awareness campaigns, health education, and travel smart
programmers.
2.5.2 Improved Transport Option
According to Litman (2011), improving urban transportation entails improving walking

and cycling conditions while restricting motor travel. He also mentioned that NMT
modes are crucial modes of transportation because cycling and walking trips assist
public transportation. Walking is an important mode of transportation. It connects
residences with public transportation, parking lots and destinations, and so on. One of
the principles for pedestrian designs, according to Litman et al. (2011), is that the
pedestrian network and destinations be properly connected. The most important thing
is to create continuous direct routes and convenient linkages between destinations
such as houses, schools, shopping districts, public services, public transit, and
recreational activities.
Cycling conditions must be addressed in order to improve this mode of transportation.

One of the most important parts of integrating bicycles with public transportation is bike
parking (Putcher et al., 2010). Litman et al. (2011) address the fact that bike parking
facilities must be entirely shielded from the elements and enclosed in a secure place,
such as lockers, a storage room, or a gated area, in order to guarantee security for
22
bicycle riders. To avoid theft and vandalism, the racks should be highly visible. Racks
and lockers must be well-anchored to the ground to prevent theft and vandalism. By
integrating cycling and transit and widening the catchment area, the public
transportation service's efficiency can be increased (Litman et al., 2011).
2.5.3 Improve basic mobility for non-drivers
Improving basic mobility for non-drivers is another strategy to improve NMT conditions.
Walking and cycling provide fundamental mobility, and many people rely on them to
get to places like medical services, education, jobs, retail outlets, and services (Litman,
2011). People's opportunities to participate in social and economic activities will
improve as a result of the scenario. It also stated that offices and residential units
should be positioned above shops in order to attract a diverse spectrum of customers
and clients.
2.5.4 Efficient land use
One of the reasons for enhancing NMT conditions is land-use considerations, such as
lowering the amount of land utilized for roads and parking facilities. According to Bryant
(2005), diversifying land use by providing housing near employment centers fosters a
jobs or housing balance that minimizes automobile traffic and encourages NMT travel
for commuting. It also supports commercial land use, such as neighboring restaurants
and shops, to stimulate pedestrian activity.
23
Improve physical infrastructure:
1) Accessible to all
Improve 2) Improve maintenance standard
convenience and 3) Cleanliness
comfort for NMT
users
Improve safety and security:
1) Identify and improve routes:
Improve public transport: lighting, crossing, signal
1) Ensure the public settings, traffic calming
transport facilities are measures, accident remedial
NMT and accessible to schemes, signage
Improved NMT the disabled
conditions 2) Road safety training
2) Accessible from adjacent 3) Safer routes to school
neighbourhood for
cyclists and pedestrians Promote NMT by implementing
programmes such as:
Improve walking: 1) Safer routes to school
1) Ensure connection 2) Workplace travel plan/bike to
between pedestrian work days
Improved network and places 3) Travel awareness campaigns
transport people want to go provide 4) Health campaigns
options direct routes. 5) Travel scheme./campaigns
2) Pedestrian environment
should be easy to use Involve others, such as local business
and provide good, open and interest groups::
spaces 1) Health campaigns
3) Pedestrian environment 2) Joint scheme/campaigns
should be used for many
things, such as
advertising, dinning
Improve cycling:
1) Provide:
• Bicycle parking facilities
• Bike/transport
Increase neighbourly interaction and
integration
community::
1) Low traffic volumes and speeds
Restrict automobile travel: on streets
1) Reduce traffic speed 2) Less vehicle traffic on streets
limit 3) Natural connection routes for
More attractive 2) Reduce parking space diverse attractions (tourist
and liveable activities, shops, office, etc)
communities
1) Offices and residential
apartment preferably located
over shops to attract a broad
range of customers and clients
2) Provide access to improve
Improved basic
people’s opportunities to
mobility for
participate in social and
non-drivers
economic activities:
• Medical services, education,
employment, retail shops and
services
Efficient land 1) Reduce the amount of land

use used for roads and parking
facilities
2) Mix land use
Figure 2.6: Improved Transport Conditions

Source: Litman et al. (2011)
24
2.6 Integration Non-Motorized Transport with Public Transport
The combination of NMT and public transportation provides many of the advantages of door-
to-door transportation. This is because, NMT and public transport are an interrelated element.
To ensure that public transport functions well, it requires infrastructure and facilities for good
non -motorized transport. This is because, non -motorized will support the growth of public
transport. There are many steps that can be taken to integrate non -motorized transport
between public transport. There are several ways to integrate non – motorized transport with
public transport such as:
2.6.1 Bicycle integration
The most important thing is to create cycle ways along the corridor. Other than that,
bicycle parking is the most important thing to archive the integration between non –
motorized transportation and public transport. The bicycle parking should include
weather protection, security for bicycle, ease of use and convenience location. Other
than that, to attract people using bicycle, for sure another initiative such as rental
bicycle and bicycle hubs need to be created.
2.6.2 Pedestrian access to stations
Pedestrian access to the station is an important element to ensure that pedestrians

can continue to walk to the station. This proves that it is one of the effective measures
to ensure that non -motorized are integrated with public transport. The provision of
suitable pedestrian space is emphasized to ensure that it attracts users to use it.
Universal access should be located in a pedestrian friendly area to make it easier for
users to access it, such as in public transport areas to residential areas and also
access from public transport to public facilities.
2.6.3 Increase the efficiency of public transport service
There are many ways that can be done to ensure public transport service efficiency
can be achieved, such as:
25
 Directness linkages from transit stops
 Nearby buildings
 Adequate illumination and clear sight
 Lines near transit stop
 Comfortable waiting areas such as bench,
 Trash receptacles, awning and transparent enclosure
 Access to the catchment area
 Good facilities of park and ride
 High level of bicycles security
Linkages, security, access and comfortable are factors that will encourage users to
choose non -motorized transport. Therefore, to ensure efficiency can be achieved,
elements such as linkages, security, and access and comfortable must be given priority
to ensure integration between non -motorized transportation with public transport can be
achieved.
2.6.4 Improved safe mobility for non-drivers
Safe mobility for non -drivers is a perilous element emphasized in efforts to integrate non
-motorized transport with public transport. The existence of safe mobility for non -drivers
will increase the comfort rate of users and will increase the number of users for non -
motorized transport. Among the steps for improved safe mobility for non - drivers are:
 Reduce conflict point between cyclist and pedestrian and other transport modes.
 Consider cycling and walking as transport mode with equal requirements as other
transport modes.
 Ensure that walking environment is accessible, safe and comfortable for all ages and
abilities.
26
1) Cycle ways along corridor
2) Bicycle parking:
• Security of bicycle
• Weather protection
• Convenient location
• Ease of use
• Low or no cost
Bicycle 3) Bicycle on board vehicles
Integration 4) Bicycle sharing programmes:
• Rental bicycle
5) Bicycle hubs:
• Showers
• Changing room
• Bicycle repair stations
• Cafés
1) Street crossing:
• At grade crossing
• Over grade separation
2) Universal access should be located in
pedestrian-friendly area:
• Access from community to corridor
Pedestrian • Access over street crossing
access to • Access to station and fare payment
stations • Access through turnstiles
• Access from platform to vehicle
Integration NMT • Access inside vehicle
with Public • Access with respect to trunk and
Transport feeder
• Access to services such as public
toilets
• Access to information and displays
1) Directness linkages from transit stops to

nearby buildings
2) Adequate illumination and clear sight lines
Increase the near transit stop
efficiency of 3) Comfortable waiting areas such as bench,
public trash receptacles, awning and transparent
transport enclosure
service 4) Access to the catchment area
5) Good facilities of park and ride
6) High level of bicycles security
7) Accommodate space for bicycle on transit
1) Reduce conflict point between cyclist

and pedestrian and other transport modes
2) Consider cycling and walking as transport
Improved safe mode with equal requirements as other
mobility for transport modes
non-drivers 3) Ensure that walking environment is
accessible, safe and comfortable for all ages
and abilities
Figure 2.7: Integration NMT with Public Transport

Source: Litman et al. (2011)
27
2.7 Best Practice for Non-Motorized Transportation
2.7.1 NMT in Netherlands
In developed countries such as the Netherlands has shifted to a policy that is more in favor of
road users not motorized and the foreign community has made non -motor vehicle activities
as a lifestyle and non -motor vehicle users in the Netherlands respected by motor vehicle
users. Another encouraging factor Netherlands to switch to such cycling provides cycling
facilities or introduce a scheme similar to the concept of ‘park and ride’ in the Netherlands city
of ‘park and bike’. The Netherlands also provides bike parking with a lock system to avoid theft
issues. In addition, by reducing the Netherlands car park is also seen as a way which is
effective in reducing car consumption and encourage the use of bicycles in Netherlands cities.
Photo 2.3: Universal Bike Safety in Netherlands

Photo 2.4: Pedestrian and Cycling Zone NMT in Netherlands

28
2.7.2 NMT in Germany
Cycling and walking are the modes of transportation used by the population in Germany. In
their terms contribution to the number of kilometres travelled, their share is indeed small in
most countries. German walking and cycling are natural modes of transportation for low -
income households, but also with higher incomes they are considered important modes of
transportation. Walking and cycling remain attractive transportation as the German State
provides door -to -door transportation and cycling and walking infrastructure typically has very
high space penetration. Moreover, for the perception of the German population, cycling and
walking do not take a long waiting time compared to waiting at public transport stops. Where,
walking and cycling have a favourable environmental performance due to less carbon dioxide
emissions. Therefore, the German environment will be more secure as they use Non -
Motorized Transport as their main transportation.
Photo 2.5: Germany Walking and Cycling

Photo 2.6: Cycling Zone in Germany

29
2.7.3 NMT in Copenhagen City, Denmark
Bicycle was the major transport mode in Copenhagen at the turn of the 20th century. The
bicycle subsequently turned into a means of mass transportation that remained important then
became cars more widely available in Denmark and their use was no longer restricted due to
the rationing of oil, fuel, and rubber. Copenhagen municipality published its first bicycle
strategy, which provided a first comprehensive vision for the development of cycling in the city.
There are several factors that also influence the use of bicycles and noted in Copenhagen
such as provision of facilities for cycling such as special routes, holding a free bicycle
campaign for the people of Copenhagen the presence of security guards as well as the
provision of lights on each route to prevent crime on cyclist. Perception of Copenhagen city
for bicycling include convenience, health, cost and lifestyle aspects, the most important being
‘‘it is faster’’. Most important motivation, speed, it deserves to be mentioned that even though
bicycling is slower at an average 16 km/h than car driving at 27 km/h, downtown values may
be different, as there are more red lights and greater congestion. The bike may also be faster
even though average speeds are lower, as it takes less time to find parking space. In
comparison to public transport, bicycling faster if including waiting times.
Photo 2.7: Zone Cycling Copenhagen City

Photo 2.8: Design Cycling Copenhagen City, Denmark

30
2.8 Challenges of Non - Motorized Transportation Implementation.
Non-motorized transport (NMT) is the use of a bicycle or walking to travel from one place to
another. It is gaining popularity especially in the developed countries due to low transport
externalities such as emissions and traffic congestion alongside its benefits to physical and
mental health. One look at many prosperous towns — those with a high proportion of walkers,
bicyclists, and pedestrians – demonstrates that having a variety of transportation options is
both the key and also an indication of social well-being. However, facilities and environment
for the non-motorized traffic are required but are often ignored in transportation planning, and
the impact on the traffic is not well evaluated. There several challenges implementation of
Non-Motorized Transportation (NMT):
2.8.1 Balanced provision of traffic infrastructure for Motorized Transport (MT)

traffic and Non- Motorized Transport (NMT) traffic.
The future challenges with significant automobile ownership increase in the developing
nations and the associated externalities. The developing nations have to understand the
factors of NMT with reference to their socio-economic conditions and project benefits of NMT
including health benefits for people. According to Barbarossa, Luca (2020) the policy makers
in the developing countries should consider the NMT as one element of the solution matrix
needs to address the challenges of road transport. The “right to the city” is also the right to
reinvent and change the form of the city as well as the urban environment according to the
new needs, it is the right to create a new paradigm of city equity, opportunity and social
innovation, which fights inequality, reinforces the sense of community, builds local resilience
and sustainability for cities.
31
2.8.2 Inadequate Traffic Management Systems.
According to Okoth.A (2013), None Motorized Transport NMT mode remains unproved in the
streetscape, where pedestrian walkways of varying quality are prevalent in some areas
according to set planning, these are often discontinuous and fail to connect areas and reflect
pedestrian desire lines. On the other hand, there are also some pedestrian and bicycle lanes
that are not connected and connected in an area. Where provisions for cycle storage, cycle
tracks, lockers or shower facilities do not exist. Inadequate pedestrian walkways and lack of
cycling facilities potentially limit integration and eventually they will use the planned public
transport infrastructure of Motorized Transport (MT) traffic. Furthermore, the provision of the
roof for pedestrians is also less applied in the implementation of NMT attraction, even users
will feel hot with sunlight and rain. Next, the provision of safe and comfortable bicycle parking
is an important infrastructure consideration that can reduce negative perceptions of cycling by
providing cyclists with a sense of safety and security, thus making cycling more convenient
and friendly.
2.8.3 Distance and Topography
The built environment, geography, weather, and socioeconomic factors significantly affect the
use of NMT as a travel mode. When land use changes under redevelopment, the travel
demand and behavior including non-motorized travel will be influenced. According to Okoth.A
(2013), Increased transit accessibility makes it easier for pedestrians and cyclists to take
advantage of transit to increase their trip length, overcome gaps in the bicycle and pedestrian
network, and overcome difficulties in the physical environment, such as topography.
Integrated transit and bicycle and pedestrian infrastructure may also make transit a more
competitive mode to the private motorized automobile. The convenience based trips to
destination points need to be short distances and with limited gradients for cyclists. The actual
daily walking distances for people commuters is much greater depending on so many factors.
The Planning indicates that most walking trips are less than 2km and most bicycling trips, less
than 5km in length. It also highlights that reasonable trip distances and times would be 30mins
to jobs/school and 10- 15mins to shops and services by walking or cycling.
32
2.8.4 Poor Allocation of Financial Resources
Lack of regulatory frameworks, institutional weaknesses, inefficient public transport systems

and poor allocation of road space. Where urban population growth thus plays a very important
role in determining supply and demand of Motorized Transport (MT) traffic and Non- Motorized
Transport (NMT) traffic. As towns and cities sizes expand geographically, transport demand
increases proportionately as distances to services and workplace may become more
dispersed. Traffic and in many cases this situation caused developing countries cities with
provided the facilities especially for Non- Motorized Transport (NMT) are adequate for user.
There would also be a greater propensity to travel when the facilities of Non- Motorized
Transport (NMT) in a good conditions, and have been connectivity with other building to easier
user got to other place. The relation between the level of income and travel distance or
experiences when the jobs and businesses were at the cities center, while urbanizing the
suburb in the process and the provision of Non-Motorized Transport (NMT) facilities is poorly
implemented.
33
CHAPTER 3
STUDY AREA
3.1 Introduction
Kota Kinabalu is located on the northwest coast of Borneo facing the South China Sea and is
known as Jesselton, the capital of Sabah, Malaysia. Local’s people often refers Kota Kinabalu
as ‘KK’ in short. KK is a charming modern city offering international-standard development.
Kota Kinabalu is a major tourist destination and gateway for tourists visiting Sabah and
Borneo. There are many developments especially in urban areas such as housing,
commercial, industry, agriculture and open space that can connect residents and other
countries to come to Kota Kinabalu. In addition to having a large area of agriculture, the
economy is growing rapidly and can attract tourists in and around the city. Kota Kinabalu is
also one of the major industrial and commercial centers of East Malaysia. These two factors
combine to make Kota Kinabalu one of the fastest growing cities in Malaysia. To go around
and out of KK, public transportation such as taxis, buses, trains, and e-hailing services are
available but most of the people will be more on walk to enjoy the beauty and to go the any
development. Visitors to KK can explore nearby attractions ranging from islands and beaches,
museums and art galleries, cultural villages, local markets, and notable landmarks such as
Gunung Kinabalu is an icon of Kota Kinabalu City.
3.2 Kota Kinabalu City Council
Kota Kinabalu received its city status recently on February 2, 2000, which is the most
developed city in the State of Sabah as there are many vast and developing landforms and
landforms. The only remnants of nearly centuries-old British-controlled colonial are the old
post office building and the Atkinson Clock Tower in the old part of the capital. But its history
dates back more than a century back to the time when the British North Borneo Chartered
Company discovered it by accident, after a fire burned its former administrative center on
Gaya Island. Kota Kinabalu was then a small fishing village, located on a narrow strip of land
with hills on one side and the sea on the other. It was named Api-Api, loosely translated as
34
‘Api-Api,’ to signify the fire that destroyed the former administrative center. It was later
renamed Jesselton, after Sir Charles Jessel, then Deputy Manager of the British North Borneo
Company.
Since under the control of the Chartered Company, Jesselton has been a trading hub for local
produce such as rubber, rattan, wild honey and wax which were a major economic source in
the 1946s era. Railroads were built to transport goods from the deep interior to the port. (The
train has undergone renovations and is now running a heritage journey inland). Railways were
also the main transport for Jesselton at the time. While the Chartered Company did bring great
changes to the land and its people by suppressing piracy, planting tobacco, developing rubber
plantations and importing Indonesian and Chinese labor to work. Jesselton became the capital
in 1946. Then in 1963, when North Borneo joined the Federation of Malaysia and became
known as Sabah, the colonial name Jesselton gave way to Kota Kinabalu. Jesselton is now
just the name of an established hotel.
Since then, Kota Kinabalu has grown into a well -known financial, economic and tourism center
in the region. It has certainly changed over time, with many luxury hotels, roads stretching to
west and east coast towns, and modern structures such as the impressive Sabah Foundation
Building standing as a symbol of progress. Yet, despite all the progress and power changing
hands from the British to the Japanese, to the British, and back to the people of the land, the
rich cultural diversity and stronghold to traditions and customs remained intact.This diversity
is no more pronounced than in cosmopolitan Kota Kinabalu, where indigenous people, made
up of Malays, Chinese and about 32 ethnic groups, have assimilated well with immigrants
flooding the state in pursuit of better opportunities. This multicultural feature is well
represented in the wide variety of cuisines and places of interest found in and around the city.
For a quick run through the city’s history, visit the State Museum, or just explore Kota Kinabalu
on foot, make a day trip inland and see for yourself the enchanting culture and natural
treasures of the land, most of which are unaffected by rapid development. One of the reasons
why many tourists come to Kota Kinabalu is to enjoy the strategic City of Kota Kinabalu in
terms of rapid development. Kota Kinabalu also still retains its natural resources and makes it
a tourist attraction to visit Kota Kinabalu. Tourists who come to Kota Kinabalu prefer to walk
to make it easier to go somewhere, in fact most local people also go somewhere just on foot.
This is because of the rapid development in the City Center and to avoid being jammed they
prefer to walk.
The city of Kota Kinabalu is connected by highway to other cities in Sabah, especially federal
roads. The internal roads that connect the different parts of the city are generally state roads.
The main road here is the Jalan Lintas-Tuaran Bypass, which together serves almost as a ring
35
road, encircling the city and connecting the districts and suburbs around the city, namely
Putatan, Penampang, Luyang, Likas, Inanam, Menggatal, Sepanggar and Tuaran.
• Kota Kinabalu - Tuaran - Tamparuli - Kota Belud - Kota Marudu - Pitas - Kudat
• Kota Kinabalu - Penampang - (Putatan - Lok Kawi) - Papar - Beaufort - Sindumin

(part of the Pan Borneo Highway)
• Kota Kinabalu - Penampang - Tambunan - Keningau - Tenom - Nabawan - Kalabakan

- Tawau (completes the Southern route in Sabah, part of the Pan Borneo Highway)
• Kota Kinabalu - Tuaran - Tamparuli - Kundasang - Ranau - Telupid - Sandakan -

Tawau (route AH150, North route part of the Pan Borneo Highway)
Regular bus services operate in the city. Apart from buses, minibuses or vans are used as
alternative modes of public transport to connect to other areas. There are two main bus
terminals in the city center. Terminals along Jalan Tun Razak provide bus services to several
parts of the city and its suburbs, while the KK Sentral terminal provides intercity services to
destinations in the south of the city (Papar, Beaufort, Sipitang, Limbang). The third bus
terminal, Kota Kinabalu Utara Bus Terminal in Inanam district, provides intercity bus services
to destinations north and northeast of the city (Ranau, Sandakan, Lahad Datu, Tawau,
Semporna etc.). Taxis, grabs and e -hailing are available throughout the city to make it easier
for tourists or local people to go to Kota Kinabalu City.
Table 3.1: Population of Kota Kinabalu 2010

Mukim Kota Kinabalu Population 2010
Kota Belud
Papar 462,963
Penampang
Putatan
Ranau
Tuaran
Source: city population Malaysia Kota Kinabalu
Based on the 2010 Malaysia Census report, it is estimated that the population of Kota Kinabalu
is 462,963. As we know, the people of Sabah and the city of Kota Kinabalu are a mixture of
various races and ethnicities such as Bajau, Suluk, Bugis, Kadazan Dusun, and Brunei.
Ethnicity forms the largest group in the city of Kota Kinabalu with Bumiputera (240,384) people
followed by Chinese 93,429, Indians (2,207) and others (5,482). Penampang district is
inhabited mainly by Kadazan, while Bajau and Dusun mostly live in Likas, Sembulan, Inanam,
Menggatal, Sepanggar and Telipok. Brunei Malays and Bajau/Suluk are Muslims. Kadazan-
Dusun, Murut, Rungus and Lundayeh/Lun Bawang mostly practice Folk forms of Christianity,
36
Islam, or Animism, while the Chinese are mostly Buddhist, Taoist or Christian. A small number
of Hindus, Sikhs, Animists and secularists can also be found. There is also a sizable Filipino
population in the city. Most of the previous immigrants have been naturalized as Malaysian
citizens. Most Filipino immigrants are Tausug (Suluk) speaking Chavacano who come from
the southern part of the Philippines. The city is also home to immigrants from Indonesia.
3.3 Location of Study Area
Kota Kinabalu is at latitude 5.983 'and longitude 116.067' and is located on the west coast of
Sabah. The city is located on a narrow plain between the crocker range on the east and the
south china sea on the west. Kota Kinabalu is the capital of Sabah today and is recognized as
a city. Kota Kinabalu is the marketing focus for many products either from rural areas or from
outside Sabah. This is evidenced by the census report of the population of Malaysia in 2010
which showed that Kota Kinabalu has a population of 462,963. The population of this city is
composed of various ethnic groups including the population from the Philippines which is quite
large in the city of Kota Kinabalu. This large population opens up market opportunities for
many areas of business due to the vast market.
Kota Kinabalu has several shopping malls that attract many visitors. These include
Karamunsing Complex, Center Point, Wisma Merdeka, Warisan Square, Plaza Wawasan,
Asia City Complex, City Mall, KK Plaza, Suria Sabah and 1Borneo. Apart from that, at the
Gaya Street weekly market there are also many local hawkers selling various items and
souvenirs of traditional culture. Kota Kinabalu Handicraft Market (formerly known as the
Philippine Market) or Kota Kinabalu Handicraft Market also sells handicrafts, souvenirs and
traditional food.
Kota Kinabalu is also more developed in terms of public facilities, causing many business
centers to be built in this area. The business center relies heavily on public facilities such as
transportation networks, ports, post offices and more. With the availability of public facilities
like this then only the process in marketing goods can be done.
3.3.1 Transportation
In the city of Kota Kinabalu, City Bus is one of the companies that dominates public transport
and provides cheap fares, for example, the fare that has been set is only RM 1 and is uniform
throughout the city. If studied carefully before the privatization of transportation is implemented
most of the buses that operate are very limited and the number of passengers who can board
it is also small because they only use mini buses. The city also provides an international air
communication network. This is because Kota Kinabalu International Airport connects
37
domestic and international flights. KKIA is the second busiest airport in Malaysia and is the
main gateway to Sabah and East Malaysia. Among the international flight locations that can
be connected directly through this airport are Seoul, Shenzhen, Guongzhou, Hong Kong,
Macau, Cebu, Singapore, Taipei, Kaohsiung and Bandar Seri Begawan.
The railway system was built by the British North Borneo Company in 1896 which connected
the city of Kota Kinabalu with other districts. The main stop is located at Tanjung Aru. In 2003
track replacements and minor improvements to locomotives and wagons were completed.
Meanwhile, work to upgrade tracks, bridges and stations as well as slogans and
communications began in 2005.
The 400-meter Sky Bridge is part of the Linkages and Traffic Improvement Works located in
Kota Kinabalu City Center connecting the Api-Api Commercial Center building, Center Point
Shopping Center, Heritage Square Commercial Center and Oceanus Waterfront via Oceanus
Entrance, Entrance Heritage, Marina Entrance, Api-Api Entrance 1, Api-Api Entrance 2 and
Asia City Entrance. In addition, the provision of some pedestrian walkways and bicyle lanes
is also implemented in the city of Kota Kinabalu, where it connects individuals to other
buildings.
Photo 3.1. Sky Bridge Kota Kinabalu

Source: Google (2019)
Photo 3.2. Bicycle lane Kota Kinabalu

38
Not to Scale
Figure 3.1: Key Plan
KEY PLAN
LEGEND:
Study Area
International
Border
District Border
Source:
Jabatan Tanah dan Ukur
Web Map Application Pro
(JTUWMA Pro)
39
Not to Scale
Figure 3.2: Location Plan
LOCATION PLAN
LEGEND:
Study Area
Kota Kinabalu
District
District Border
Source:
(JTUWMA Pro)
40
Not to Scale
Figure 3.3: Site Plan
SITE PLAN
LEGEND:
Study Area
Major Road
Source:
(JTUWMA Pro)
41
3.4 Surrounding Area
The surrounding area found in the study area has been identified using a radius of area that
is for existing activites 500 meter, 1 Kilometer and 1.5 kilometer. Besides that, with the
surrounding area that can be identified existing activities has been provided in the surrounding
area and can improvement of activities to community life.
3.4.1 Surrounding area from the study area within 1.9 Km
The surrounding area of the study area within a radius of 1.9 Km. The surrounding area where
there are landmarks and icons of Kota Kinabalu that can attract many visitors to see the beauty
of Kota Kinabalu.
Photo 3.3. Icon Masjid Bandaraya Kota Kinabalu

Photo 3.4. Menara Yayasan Sabah as a landmark for Kota Kinabalu

42
3.4.3 Surrounding Area from the Study Area within 1 Km
Taman Awam Teluk LIkas developed by focusing on this area as Kids Land Kota Kinabalu
Kota Kinabalu where it is a new landmark and as a free facility as well as the largest public
space in the District of Kota Kinabalu. It is in line with the concept of the development of Taman
Awam Teluk Likas which is characterized by the environment, namely the ocean element
where it is a medium of interaction between the various marine life and interdependence with
each other.
Photo 3.5. Beach Teluk Likas

Photo 3.6. Taman Awam Teluk Likas

43
3.4.3 Surrounding Area from the Study Area within 500 meters
The area around the study area within radius of 500 meters where loacted Sabah Museum in
Gaya Street from sutera harbour, Kota Kinabalu, where George Cathcart Woolley collection
of photographs, diaries and other artefacts, bequeathed to the State Government of Sabah,
formed the nucleus of the museum. North surrounding area where located Olympia Badminton
Arena is located primarily for association and athletic badminton players.
Photo 3.7. Sabah State Museum Kota Kinabalu

Photo 3.8. Olympia Badminton Arena

44
1.9 KM Not to Scale
Figure 3.4: Surrounding

1 KM Area
RADIUS
500 METER SURROUNDING AREA
LEGEND:
Study Area
Radius
Source:
Google Earth
45
CHAPTER 4
ANALYSIS AND FINDINGS
4.1 Introduction
This chapter describes in detail about analysing the data and findings for this study. It is an
important part of this research because it reflects the overall outcome whether it achieves the
goals and objectives that have been issued.
Data collection is based on secondary data, where it will be separated into on -site
observations and retrieve secondary data that is a questionnaire survey the provision of non
- motorized transportation implementation at Kota Kinabalu The observation method is more
to field work that will focus on the coding of research elements either in terms of condition,
adequate or inadequate, maintenance and management for the elements provided in non –
motorized transport elements. This method will touch on both spatial and functional aspects
of non – motorized transport in Kota Kinabalu. The achievement of this secondary data is more
to the collection of data related to the administration and related agencies such as the Kota
Kinabalu City Council. The results of this study depend on the data and research techniques.
This chapter will describe the non – motorized transport and review whether the elements
provided for non – motorized transport have met the user satisfaction to ensure the satisfaction
and safety of the non – motorized transport users is guaranteed. The provision of non –
motorized transportation is also being studied to improve the current condition and mobility in
Kota Kinabalu. The findings from this chapter are valuable to assist in the proposal stage to
improve non – motorized transport mobility for the future in Kota Kinabalu city.
46
4.2 Survey Technique
This survey technique will focus on two aspects, namely the element of non -motorized
transport and also user satisfaction of non -motorized transport in Kota Kinabalu City. In
addition, the researcher will also identify current issues that arise from consumers who use
non - motorized transportation, especially in the urban area of Kota Kinabalu.
i. Questionnaire survey
A survey questionnaire is a research method that consists of a series of questions and other
prompts for the purpose of collecting information from respondents. To be associated with this
study, this questionnaire was given through google form. This questionnaire consists of 68
users of non – motorized transportation in Kota Kinabalu City, there are four sections for public
survey, namely part A visitor profile, part B is about information features/characteristics of non
– motorized, part C user satisfaction and part D is opinions and suggestions to improve non –
motorized transportation in Kota Kinabalu City.
ii. Interview Method

One of the ways to ensure this interview session with non -motorized users is to go down to
the field to review the current situation. Among the individuals interviewed for this research
are individuals who use non -motorized vehicles (walking and cycling and others) in the city of
Kota Kinabalu. Interview sessions are conducted on working days which are Friday, Thursday
and also weekends on Saturday and Sunday from 08:00 a.m to 08:00 p.m. This interview
session was conducted to identify the problems experienced by non -motor vehicle users.
Many of the consumers interviewed were locals who specifically used non -motorized vehicles
to work (traders in the market) as well as locals who bought basic household items.
iii. Observation survey

Observation survey was conducted to see the current state of facilities provided for non -
motorized vehicles such as pedestrian space, cycling lanes and other support facilities. At this
stage, the researcher will go down to the field to take data and also pictures as reference and
also study material. This observation survey takes a few days, namely 2 working days and 2
days on weekends to review the current situation and users.
47
4.3 Sampling Method
Stage 1: Target Population
In this study, the researcher selected 68 respondents to conduct the study. The age group
that have been selected is 16 to 56 years old and above. The target respondent for this
research are come from the non – motorized user in Kota Kinabalu City.
Stage 2: Method of Sampling
Non-Probability Data
Non-Probability Study is a study in which the results of the tester, the procedure by which the
data is gathered, or other variables that have an effect on the findings of the sample to be
released are considered. Consideration sample, Voluntary sample, and facility sample are the
three fundamental approaches for collecting samples as non-probability data. Data gathering
methods were employed by voluntary samples in this study.
Voluntary sampling is the most recent non-probability sampling method, according to Dr

Stanley Murairwa, 2015 (International Journal of Advanced Research in Management and
Social Sciences). The final sample was drawn from prospective respondents who were eager
and able to take part in the study. In preparation for the sample design's adoption, plans for
crucial surveys were issued.
Questions were distributed online to non – motorized users by using the Goggle Form to avoid
face-to-face surveys during Covid-19.
Stage 3: Sample Size
The sample size is determined by the confidence intervals. This section is critical to the
absolute of the sample chosen, the population's complexity, and the statistics that will be
employed in the study. The sample size should be chosen so that the results in this sample
fall within the confidence intervals. Simply said, the larger the sample size, the lower the
sampling error. There are several methods for estimating the sample size for categorical
findings. In terms of the above-mentioned numbers:
X = Z (C/ 100) ² r (100-r)
n = N x/ (( N – 1 ) (E² + x )
E = Sqrt (( N – n ) x/n ( N – 1 ))
Figure 4.1: Formula Sample Size

Source: Raosoft Online Calculator
48
Raosoft Inc. was used to generate the study sample group in this research. Raosoft's online
calculator is specifically built for the population survey of Kota Kinabalu's study area to
determine sample size and the number of responses required to meet the specified degree of
confidence with a margin of error. As a result, it is employed for this analysis, taking into
account the population scale of Kota Kinabalu. During the Covid-19 period, the survey is now
confined to fixing their concerns using an online solution, notably Google Form, and face-to-
face surveys.
This formula has a margin of error of 10% and a confidence level of 90%. Respondents were
chosen based on the characteristics listed on the study's survey.
Table 4.1: Sample Size for Study Area

Kota Kinabalu
Sample Size Details
Margin Error 10%
Confident Level 90%
Population Size 462,963
Response Distribution 50%
Recommend Sample Size 68
Source: Raosoft’s Online Calculator
Table 4.1 displays the level of confidence as a result of survey findings that have been
demonstrated to be the amount to which confidence and demographic characteristics have
been appropriately identified by the sample survey.
4.4 Background of Respondent Analysis
Respondents' backgrounds in section A include gender, age, ethnicity, and country of origin.
Based on the Raosoft Calculator sample size in the study area, the survey sample included
68 respondents. All non-motorized transport users' input in Kota Kinabalu city will be analysed
using SPSS and Excel.
4.4.1 Respondent Profile
Table 4.2: Respondent Profile
Gender Frequency Percent

Male 41 60.3
Female 27 39.7
Total 68 100
49
Table 4.2 based on the sample collected through the distribution of online questionnaire, the
total respondent is 68 respondents. The male respondent is 41 persons which is covered
60.3% from the total research respondent and followed by female respondent 27 person
equivalent to 39.7%.
4.4.2 Age
This age analysis was conducted to study the distribution of respondents who are active in
using non – motorized transport in Kota Kinabalu City based on group age. This study is
important to improve the current condition for non – motorized facilities and infrastructure in
the future based on the age frequency that has been categorized.
Table 4.3: Respondent Age
Age Frequency Percent

16 – 25years old 13 19.1
26 – 35years old 18 26.5
36 – 45years old 26 38.2
46 – 55years old 8 11.8
56years old and above 3 4.4
Total 68 100
Table 4.3 show the respondents consisted of the age group of adults to senior citizens. Age
group 16-25years old is a total of 13 people representing 19.1%. For the age group of 26-
35years old is a total of 18 respondent’s equivalent to 26.5% followed by the next age group
which is 36-45years old a total of 26 respondent equivalent to 38.2%. The age group of 46-
55years old is 11.8% followed by the age group of 56years old and above is 4.4%. The highest
age group involved in this study is 36-45years old which is 26 respondents because this age
group is a frequent user of non-motorized vehicles in urban areas for business purposes, food
panda & grab food riders also working. The lowest age group in this study was 56 years old
and above with a total of 3 respondents. The main factors that cause this age group to have
the least number is due to the factor of physical abilities and also the factor of using non -
motorized transport for sports and leisure purposes.
50
4.4.3 Ethnic
The analysis of the respondents' ethnic was conducted to identify the most frequent user for
non – motorized based on the race to identify which races are more active and prefer to use
non – motorized transport in Kota Kinabalu City.
Table 4.4: Respondent Ethnic

Race Frequency Percent
Malay 24 35.3
Chinese 17 25
Indian 3 4.4
Bumiputera 23 33.8
Others: Bugis 1 1.5%
Total 68 100
Table 4.4 shows that Malay respondents show the highest percentage compared to Chinese,
Indian and others respondents. Malay respondents with a percentage of 35.3 percent, followed
by Bumiputera 33.8 percent, Chinese 25 percent, Indian 4.4% and others ethnic 1.5 percent.
Bumiputera Sabah has various races that represent Kadazan, Murut, Dusun, Kedayan, and
Bajau. The highest respondent in this research is Malay which is consist 24 respondent and
followed by Bumiputera 23 respondent, Chinese 17 respondent, Indian 3 respondent and
other ethnic (Bugis) respondent. Malay and Bumiputera has a highest participation in this
research because mostly of Malay and Bumiputera are living near to the facilities and easy for
them to access their working and business area by using non – motorized transport.
4.4.4 Origin
The analysis of the origin of respondents who often to use non – motorized transports to see
the potential of non – motorized transport to improve in terms of facilities and infrastructure.
Table 4.5: Respondents Origin

Origin Frequency Percent
Local People 33 48.5
Outside of Kota Kinabalu 25 36.8
Outside Sabah State 9 13.2
Outside Malaysia 1 1.5
Total 68 100
51
Table 4.5 shows the origin and background of the respondents involved in this study, namely
local people, total of 33 respondents representing 48.5%, outside of Kota Kinabalu City a total
of 25 respondents equivalent to 36.8%, outside Sabah State 9 respondents which is 13.2%
and following by outside Malaysia 1 respondent which is represent 1.5 % from the total
respondent. The highest number that use non -motorized transport in Kota Kinabalu City are
local people following by respondent that their origin from outside of Kota Kinabalu. This is
because, local people and respondents outside of Kota Kinabalu are residents who live in the
city of Kota Kinabalu for working and business purposes. This number clearly shows that non
- motorized transport is one of the important elements in the daily life of the people who live at
Kota Kinabalu.
4.5 Non – Motorized Transport Information and Characteristic
Section B require respondent to answer a few question related to non – motorized transport
such as factors influenced users to use non – motorized transport, types of non – motorized
they used, purpose to use non - motorized transport and also how frequent the respondent
using non – motorized in their daily life. Here, 68 respondents are participating to answer the
questionnaire and some of the question are able to respondent choose more than 1 answer.
4.5.1 Types of non -motorized transport used by respondent in Kota Kinabalu

city.
There are many types of non -motorized transport, so respondents can choose more than one
answer to identify the type of non -motorized transport they use.
Table 4.6: Types NMT Respondent

Types of NMT Frequency of Percentage of total Percentage of
Responses Responses Persons
Walking 56 65.11 82.4
Cycling 29 33.72 42.6
Electric Scooter 1 1.17 1.5
Total 86 100 126.5
52
Table 4.6 shows the frequency of use of non -motorized transport types. A total of 68
respondents were involved in responding to this section where 1 respondent was allowed to
choose more than one answer. The results showed that walking was the most used with a
frequency of 56 representing 82.4% of the total number of respondents involved followed by
cycling with a frequency of 29 representing 42.6% of respondents who chose it. Electric
scooters have only 1 frequency representing 1.5% of the total 68 respondents involved in this
study. Walking is the main choice of respondents in the city of Kota Kinabalu. There are
several factors that make it easier for respondents to choose to walk such as good access to
facilities and also not having any cost to walk. Electric scooters have only 1 usage response
from respondents due to the supply of electric scooters in the Kota Kinabalu city area is still
limited.
4.5.2 Purpose of use non -motorized transport
This section requires respondent to state their purpose for using non – motorized transport.
The purpose of using non -motorized vehicles has many reasons, which is go to working place,
sightseeing, shopping and also to go to college.
Table 4.7: Purpose respondent to use non – motorized transport

Purpose Frequency Percent
Working 20 29.4
Shopping 19 27.9
Leisure 16 23.5
Sports 12 17.6
Others 1 1.5
Total 68 100
Table 4.7 shows the highest frequency of purpose for respondent using non – motorized
transport is working which is 20 respondents equivalent to 29.4% followed by shopping 19
respondent which is 27.9%. Leisure 16 respondents equivalent to 23.5% and followed by
sports 12 respondents which is 17.6%. The lowest is others which is 1 respondent equivalent
to 1.5%. The highest number for purpose respondent using non – motorized is working
because several of this respondent are stay at the city centre and work as a waiter, vegetable
and fruit sellers also fishmongers at the Kota Kinabalu public market. The second highest is
shopping with the number of respondents 19 representing 27.9%. This group is a group that
uses non - motorized for shopping due to land use factor in the central area of Kota Kinabalu
City. Good access to non -motorized transport to commercial areas and flat housing made
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some respondents use non -motorized transport for shopping purposes. The other lowest
purpose is other uses for non -motorized trnasport which is going to college. This number is
very minimal as many educational institutions were closed due to the outbreak of Covid - 19.
4.5.3 Factors influence people to use non – motorized in Kota Kinabalu city.
In this section, respondent required to answer more than one. Researcher come out with
several factors that giving impact to non – motorized users especially in the Kota Kinabalu
context. Researcher have already list down the factors which is age, income, physical abilities,
climate, safety, comfort and also supply of public transport.
Table 4.8: Factors influence people to use non – motorized transport in Kota Kinabalu.
Factors influence Frequency of Percentage of total Percentage of
people to use NMT Responses Responses Persons
Age 21 13 30.9
Income 28 17.30 41.2
Physical abilities 28 17.30 41.2
Climate 7 4.32 10.3
Safety 35 21.60 51.5
Comfort 33 20.37 48.5
Supply of Public 9 5.5 13.2

Transport
Others 1 0.61 1.5
Total 162 100 238.3
Table 4.8 shows that the factors influenced people to use non – motorized transport in the
context of Kota Kinabalu City. The highest frequency people choose safety as the main factor
that giving impact to decision and influenced respondent to use non – motorized transport
which is 35 responses equivalent to 51.5% from the total respondent for this research followed
by comfort factor which is 33 responses represent 48.5% from the total respondent. Income,
physical abilities have same frequency of responses which is 28 responses equivalent to
41.2% from the total 68 respondents in this research. 21 responses for age factors which is
30.9% and followed by supply of public transport 9 responses equivalent to 13.2%, climate 7
responses represent 10.3% and the lowest is others factors which is 1 response which is 1.5%
from the total respondent. Based on this data collections, non – motorized transport users in
54
Kota Kinabalu choose safety factors as their priority when use either cycling, walking or electric
scooter and followed by comfort factors which is the second largest frequency of response in
this part. Clearly, safety and comfort are the main factors that influenced people to choose
non – motorized transport in Kota Kinabalu.
4.5.4 Frequency of users using non - motorized transport in Kota Kinabalu city.
The frequency of use of a non -motorized vehicle such as cycling or walking is one of the
important elements in this section. The total frequency is one of the indicators of the
importance of the use of non -motorized vehicles in their daily lives. In this section, the
researcher has listed the types of frequencies that can be selected by the respondents.
Table 4.9: Frequency of users using non - motorized transport in Kota Kinabalu city.
Types of Frequency Frequency Percent
Very Often 22 32.40
Often 22 32.40
Moderate 15 22.10
Occasional 9 13.20
Total 68 100
Table 4.9 shows that the frequency of users using non – motorized transport in Kota Kinabalu
city. The highest frequency is 22 equivalent to 32.40% for very often and often users using
non – motorized transport followed by moderate which is 15 frequency represent 22.10%. The
lowest frequency is 9 which is occasional equivalent to 13.20%. 32.40% respondent relied on
the use of non -motorized vehicles in urban areas because it is easier and more practical in
urban spaces, especially in the city of Kota Kinabalu.
55
4.6 Users satisfaction towards implementation of non – motorized transport in
Kota Kinabalu city.
Questions in section C, are focuses on gathering out of user satisfaction in various aspect.
4.6.1 Cycling Lane
i. Connectivity
Table 4.10: Cycling Connectivity Satisfaction
Connectivity Frequency Total

% (%)
Very Unsatisfied Moderate Satisfied Very
Unsatisfied Satisfied
To 1 16 33 13 5 68
Residential 1.5% 23.5% 48% 20% 7% 100%
To Work 3 19 24 12 10 68
Place 4% 28% 35.5% 17.5% 15% 100%
To Public 0 19 31 13 5 68
Transport - 28% 45.5% 19.5% 7.5% 100%
To Public 1 24 23 12 8 68
Facilities 1.5% 35.5% 34% 17.5% 12% 100%
To 2 24 21 10 11 68
Commercial 3% 35.5% 31.5% 15% 16.5% 100%
According to the Table 4.10 the result show different levels of connectivity across
neighbourhood in Kota Kinabalu. Table 4.10 show the percent of destination types that can
be reached via cycling lane. Connectivity analysis to residential correspondent showed 48%
equivalent to 33 correspondent are in highest frequency. Actual bicycle trips are strongly
positive correlated with connectivity metric used in this study. The result suggest that if
planners seek to reach the interested but concerned majority of cyclist, they should consider
prioritizing new bicycle facilities that would provide household with immediate, low stress
access to the street network such as cycling lane from Imago Mall to Teluk Likas. Moreover,
the analysist made no distinction about the quality and choices of the destinations for example
connectivity to public facilities and to commercial. Information in the table showed 35.5%
equivalent to 24 correspondent are unsatisfied because analysist might only focus on public
parks with certain amenities.
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ii.Safety
Table 4.11: Cycling Safety Satisfaction
Safety Frequency Total

% (%)
Street Lamp 3 25 18 15 7 68
4% 37.5% 27% 22.5% 10.5% 100%
Traffic 4 27 18 16 3 68
Calming 5.5% 40.5% 27% 24% 4% 100%
Crossing 3 26 23 12 4 68
4% 39% 34.5% 18% 5.5% 100%
Signage 3 25 18 17 5 68
4% 37.5% 27% 25.5% 7.5% 100%
Signal 6 24 20 16 2 68
Setting 9% 36% 30% 24% 3% 100%
Bollards 6 21 23 14 4 68
9% 31.5% 34% 21% 6% 100%
A total number of 68 sample questionnaires were distributed, from the result, its also found
that safety factors as well as the networking of the existing the bicycle lane should be given
more attentions for enhancement by the responsible public authority for user in Kota Kinabalu
City. According to the table 4.11, the highest respondence equivalent to 27 people which is
40.5 % choose to unsatisfied have addressed the influence of traffic calming on route choice
attained conflicting results. Some concluded that these devices generate delays at
intersections and may be considered as obstacles, especially for more experienced cyclists.
Besides that, other important attributes were signal setting leads 24 or 36% respondent
unsatisfied. However, most bicycle trips are made on shared traffic roads especially from
Sutera Harbour to Teluk Likas Bay.
57
iii.Comfort
Table 4.12: Cycling Comfort Satisfaction
Comfort Frequency Total

% (%)
Accessibility 6 17 21 20 4 68
9% 25.5% 31.5% 30% 5.5% 100%
Maintenance 9 24 17 14 4 68
13.5% 36% 25.5% 21% 5.5% 100%
Cleanliness 12 13 19 21 3 68
18% 19.5% 28.5% 31.5% 4% 100%
In an attempt to understand the service quality and satisfaction with cycling lane comfort, a
few issue a selected such as accessibility, maintenance and cleanliness. Data from Table 4.12
showed that accessibility in a moderate frequency respondent that is 31.5 % or 21 people,
while only 5.5% or 4 respondent are very satisfied. According to the table also, respondence
are unsatisfied with the maintenance of cycling lane which is 24 respondence or 36% are
recorded. This situation is different from the rate of cleanliness which around 21 or 31.5%
respondence choose to feel comfort with the cleanliness.
iv.Bicycle Parking
Table 4.13: Bicycle Parking Satisfaction
Bicycle Frequency Total

Parking % (%)
Safety 10 31 13 10 4 68
15% 47% 19.5% 15% 5.5% 100%
17% 39% 27% 13.5% 5.5% 100%
A total number of 68 sample questionnaires were distributed, on collection, 26 of them were

considered inappropriate to accessibility leads to correspondence unsatisfied with the bicycle
parking at Kota Kinabalu city. Means bicycle track is not well prepared. This situation also
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leads to unsecured safety issues to cyclists. According to the table 4.13 for safety issues,
unsatisfied frequency is higher that is 47% or 31 correspondent.
4.6.2 Pedestrian Lane
i.Connectivity
Table 4.14: Pedestrian Connectivity Satisfaction

Connectivity Frequency Total
% (%)
To 1 21 28 13 5 68
Residential 1.4 % 30.8% 41.1% 19.1% 7.5% 100%
To Work 1 25 22 13 7 68
Place 1.4% 36.7% 32.3% 19.1% 10.2% 100%
To Public 6 20 23 12 7 68
Transport 8.8% 29.4% 33.8% 17.6% 10.2% 100%
To Public - 26 25 12 5 68
Facilities 38.2% 36.7% 17.6% 7.35% 100%
To 3 26 14 15 10 68
Commercial 4.4% 38.2% 20.6% 22% 14.7% 100%
From the table 4.14 Pedestrian Lane connectivity to residential in a moderate frequency which
is around 28 respondent equivalent to 41.1% . Pedestrian lane connection to the Commercial
such as shopping areas like Oceanus Waterfront Mall and Warisan Square Mall also showing
are 26 or 38.2 % respondent unsatisfied frequency.Besides that, pedestrian lane to public
facilities recorded 26 respondent equivalent 38.2% also unsatisfied. Compact developments
with higher densities degenerate vehicle trips and encourage non-motorized travel by reducing
the distance between origins and destinations, by offering a wider variety of choices for
commuting and a better quality of transit services, and by triggering changes in the overall
travel pattern of household.
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ii.Safety
Table 4.15: Pedestrian Safety Element Satisfaction

Safety Frequency Total
% (%)
Street Lamp 5 22 20 16 5 68
7.5% 32.3% 29.4% 23.5% 7.5% 100%
Traffic 4 27 21 10 6 68
Calming 6% 39.8% 31% 15% 9% 100%
Street 6 25 20 13 4 68
Crossing 9% 37% 29.4% 19% 6% 100%
Signage 5 20 20 17 6 68
7.5% 29.4% 29.4% 25% 9% 100%
Signal Setting 2 31 15 15 5 68
3% 45.5% 22% 22% 7.5% 100%
Bollards 7 18 22 18 3 68
7.5% 26% 32% 26% 4.4% 100%
According to the Table 4.15, signal setting showed 31 or 45.5% respondent are recorded
unsatisfied with the safety element. The compact developments with higher densities
degenerate vehicle trips and encourage non-motorized travel by reducing the distance
between origins and destinations, by offering a wider variety of choices for commuting and a
better quality of transit services, and by triggering changes in the overall travel pattern of
household. However this situation effected traffic calming when data showed more than 39.8%
respondent are unsatisfied.
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iii.Comfort
Table 4.16: Pedestrian Comfort Satisfaction
Comfort Frequency Total

% (%)
7.3% 28% 35% 24% 6% 100%
Maintenance 11 17 26 10 4 68
16% 25% 38% 15% 6% 100%
Cleanliness 15 13 18 19 3 68
22% 19% 26% 28% 4.4% 100%
Benches 19 17 18 8 6 68
28% 25% 26% 12% 9% 100%
Pedestrian 18 21 16 10 3 68
Roof 26% 31% 24% 15% 4.4% 100%
From the result of the research from the questionnaires, it is found the perception of the
pedestrian lane users on the condition now in the pedestrian lane in the Kota Kinabalu city.
Table 4.16 above shows the percentage of the level of comfort in the pedestrian lane.
Accessibility and maintenance are categorized as uncomfortable. According to the data, more
than 38% respondent are rated accessibility and maintenance in a moderate frequency.
Cleanliness highly influences one’s comfort. A human being tends to choose something which
is clean rather than the dirty one, and it is true to the pedestrian lane. Its Users surely choose
to walk on a clean pedestrian lane rather than walking on a dirty and messy one, let alone if
the garbage stinks. The purpose of this statement is to find out the opinion of the pedestrian
lane users about the hygienic condition of a pedestrian lane. The cleanliness of pedestrian
lane in the Kota Kinabalu is in the category of comfort.
4.7 Opinions and suggestions by Respondent

Section D require respondent to come out with their opinion on how to improve non –
motorized condition in Kota Kinabalu city. Respondent also will list down the issue for no –
motorized transport based on their experience as a user for non – motorized transport.
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4.7.1 Issue for non – motorized transport
Table 4.17: Issue for non – motorized transport in Kota Kinabalu city.
Issue Frequency Percent

Lack of Safety 30 42
Low Connectivity for NMT 17 24
Inadequate Facilities for NMT 10 14
Poor Maintenance 8 11
Others 7 9
Total 72 100
Table 4.17 show that issue for non -motorized transportation in the context of Kota Kinabalu
city. Referring to the results of responses from respondents involved in this study, 30
respondents equivalent to 42% of the total respondents stated that the lack of safety is a major
issue faced by consumers. This issue is an issue that has received a high response from non
- motorized transport users in the city of Kota Kinabalu. Followed by low connectivity with 17
responses together with 24%, inadequate facilities 10 responses represent 14%, poor
maintenance 8 responses represent 11% and others - other issue 7 responses together with
9%. Based on this table, the researcher can see that the issue of security is an important issue
and should be given attention because it involves the lives of consumers.
4.7.2 Suggestion to improve non – motorized transport
Table 4.18: Suggestion to improve non – motorized transport in Kota Kinabalu city.
Suggestion Frequency Percent

Keep Maintenance 15 19
Provide Adequate Facilities 39 49
Improve Safety 19 24
Improve the Cleanliness 3 4
Improve Accessibility and Unit 3 4
for Bicycle Parking
Total 79 100
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Table 4.18 shows the frequency of respondents giving suggestions to provide adequate
facilities as many as 39 responses equivalent to 49% of the total number of responses
received by the researcher. The second highest response is improve safety with a total of 19
responses equivalent to 24% followed by a recommendation response to keep maintenance
with a frequency of 15 equivalent to 19%. Responses to improve cleanliness and improve
accessibility and units for bicycle parking each - each has as many as 3 responses with 4%.
It is clear that, through this table there are several suggestions that need to be prioritized,
among them is to provide adequate facilities and also improve safety
4.8 Observation Analysis

Site observation in this area was conducted for the purpose of identifying the current
conditions for non -motorized transport elements. This includes facilities and support facilities
for non - motorized transport in the study area. Through this survey, researchers can structure
a survey questionnaire and can also issue suggestions to improve the situation of non -
motorized transport in Kota Kinabalu.
4.8.1 Pedestrian and Cycling Lane
Kota Kinabalu City Hall has built 6.8 kilometers of pedestrian and cycling routes starting from
Kota Kinabalu city center and connecting it with several areas such as Tanjung Aru and Teluk
Likas.
Legend:
Main Road
Pedestrian
Cycling
Figure 4.2: Pedestrian and cycling lane routes in Kota Kinabalu

Source: Jabatan Tanah dan Ukur Web Map Application Pro (JTUWMA Pro) 63
Photo 4.1: Pedestrian lane in Kota Photo 4.2: Cycling lane in Kota
Kinabalu Kinabalu
4.8.2 Traffic Calming
Traffic Calming is an important element to slow down vehicles. Traffic calming serves as an
indicator to slow down vehicles for an area. Traffic calming usually exists in areas that have a
large concentration. In this study area, traffic calming is found on Jalan Bandaran – Jalan
Gaya, Kota Kinabalu. This area is a park area close to the Kota Kinabalu City Hall building.
However, some crowded areas still need traffic calming for the purpose of consumer safety,
especially in crowded areas.
Photo 4.3: Traffic Calming at Jalan Bandaran – Jalan gaya
4.8.3 Pedestrian Crossing
Pedestrian crossing is one of the important elements that need to be provided to ensure the
safety of pedestrian space users. Pedestrian crossing is very important to ensure connectivity
for pedestrian space is always connected from point A to point B. This pedestrian crossing
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area should be marked to ensure motor vehicle users are alert that they are in the area of
users who use non -motor vehicles. Pedestrians who have clear signs will warn other road
users to slow down to give way to pedestrians. Researchers have identified several pedestrian
crossings in the Kota Kinabalu city area, namely pedestrian crossings on Jalan Coastal and
also pedestrian crossings on Jalan Tun Razak. However, to ensure the connectivity for
pedestrian lane, some area such as at Jalan tun Fuad Stephen need to be build street
crossing.
Photo 4.4: Street Crossing at Photo 4.5: Street crossing at

Jalan Coastal Jalan Tun Razak
4.8.4 Signage
Signage is an element that needs to be considered because it involves the safety of users.
Results from the distribution of questionnaires involving 68 respondents showed that 25
responses equivalent to 37.5% were dissatisfied with the signage for cycling lanes and 20
responses equivalent to 31.5% were dissatisfied with the provision of signage for pedestrian
walkways. This clearly shows that the condition of signage for cycling and pedestrian path
facilities is at a poor level and still lacking in terms of its provision. Based on the surveyor's
observation, signage for pedestrians and cycling lanes are still lacking and need improvement
in terms of volume and maintenance.
Photo 4.6: Street Crossing at Jalan Photo 4.7: There is no signage for
Tun Razak are not provided with prohibition do not cross the road at
awareness signage Jalan K.K By Pass
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4.8.5 Signal Setting
Signal setting is one of the important elements in the provision of street crossing that has a
large number of vehicles. For the Kota Kinabalu area, there are several main areas that have
signal settings. However, this signal setting was found not to work well, causing dissatisfaction
among users. Based on questionnaire data, signal setting is the element that has the highest
number of respondents for dissatisfaction. Based on the researcher's observation, there are
some signal settings that do not work well, especially in key areas such as Jalan Sinsuran and
Jalan Lapan Belas. This requires attention to be maintained quickly to ensure that it can benefit
the user.
Photo 4.8: Signal Setting at Jalan Photo 4.9: Signal Setting at Jalan
Sinsuran Lapan Belas
4.8.6 Bollards
Bollards are an important element in keeping users safe. There are many types of bollards
available in the field and have different functions - different for each type of bollards. Among
the functions of the bollards include preventing traffic from entering the pedestrian area and
also the cycling area. In addition, bollards also serve as bicycle security and protection. In the
context of Kota Kinabalu, there are some areas that have bollards with a pretty good design
and need to be expanded to other areas to encourage users to feel safer. There are also some
areas that need to be improved by installing bollards.
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Photo 4.10: Bollards at Jalan Photo 4.11: Bollards at Jalan
Plaza Shell Lapan Belas
4.9 Findings and Discussions

Non – motorized transport in Kota Kinabalu are one of the important thing to support the city
development. To ensure the non – motorized element can attract people to use it, the Kota
Kinabalu City Council should play an important role in providing adequate facilities, safety
elements and also improve the non – motorized mobility in the city centre. Observation and
questionaires is one of the important sources for this study to identify the current conditions of
site study and user’s satisfaction towards non – motorized implementation at Kota Kinabalu
city. In this section, the finding from the observation and questionnaire will be evaluate by the
researcher to make sure the aim and objectives of this study are archieved.
4.9.1 Issue for Non- Motorized in study area.

Based on the distribution of questionnaires that have been made and also observations from
researchers, there are some issues that are very significant and it has an impact on the comfort
and safety of non - motorized transport users in the city of Kota Kinabalu. The findings of some
key issues and also the opinions of the respondents involved in this study, lack of safety is
one of the issues raised by the respondents. The researcher's observation also found that
pedestrian space and space for cycling are less safe, especially in the urban area of Kota
Kinabalu. Referring to the results of the questionnaire, a total of 30 responses equivalent to
42% thought that the issue they faced was a safety issue. The number of responses to safety
issues recorded the highest response compared to other issues and it is clear that the safety
aspect is one of the aspects that need to be considered in creating a safe environment for
users. A total of 25 respondents equivalent to 37.5% provided on cycling lanes and 22
respondents represent 33% dissatisfied with the provision of lighting on the walkway. The
same goes for traffic calming.
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Pedestrian spaces and cycling lanes received the same response for traffic calming, which
stated a total of 27 responses equivalent to 40.5%. 27 dissatisfied responses to this traffic
calming were the highest recorded compared to other satisfaction. Clearly shows that traffic
calming needs to be given attention to ensure the safety of users. This safety issue is further
compounded by the record of crossings for pedestrian spaces recorded the highest record of
dissatisfaction with a total of 25 respondents equivalent to 37.5%. Unsatisfactory crossing
conditions make users feel less safe making it one of the factors that impact on the selection
of non - motorized transport as the main transportation among consumers. The condition of
the traffic lights that do not work properly makes users feel less safe. A total of 31 respondents
equivalent to 46.5% voted dissatisfied with the traffic lights and this record number is the
highest compared to other satisfaction levels. It is clear that all the above elements have an
impact on consumer safety and it deserves attention.
The second issue is an issue related to connectivity. Responses for low connectivity recorded
a total of 17 responses equivalent to 24% of the total responses given. Connectivity is one of
the aspects that need to be given attention because it involves user accessibility. Connectivity
for cycling space recorded dissatisfaction with the highest number of bicycle routes to public
facilities and to business areas with a record of 24 respondents equivalent to 36%. This record
is the highest record compared to other satisfaction records. It is clear that the connectivity of
bicycle lanes needs to be improved by providing bicycles to business areas and to public utility
areas. Pedestrian walkways recorded 25 respondents with 37.5% choosing not to be satisfied
with the connectivity to the workplace. Connectivity for pedestrian space to business areas
recorded the highest number of dissatisfaction with 26 respondents equivalent to 39%.
Connectivity needs to be improved to increase user comfort and satisfaction. Among the steps
that can be taken include providing better cycling and walking routes in terms of connectivity
to business areas and public facilities.
The third issue is inadequate facilities for non -motorized transport. These facilities include
facilities that support pedestrian and cycling paths. This issue recorded the third highest record
with a total of 10 responses equivalent to 14% of the total responses given by respondents.
To support this issue, the researcher can see that the condition of the rest bench is still lacking
and needs to be provided. Based on the questionnaire, the bench has a high number of
responses for very dissatisfied with a total of 19 responses equivalent to 28.5%. This number
is the highest number among other satisfaction levels. It is clear that a bench is a requirement
that needs to be provided in the study area. In terms of pedestrian roofs, the response to
dissatisfaction was the highest with a total of 21 responses representing 31.5%. Pedestrian
roofs should be provided to ensure user comfort.
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The fourth issue is poor maintenance. Maintenance is one of the elements that need to be
taken care of to ensure safety and user satisfaction. Poor maintenance has 8 responses along
with 11%. Poor maintenance involves malfunctioning traffic lights, damaged signage, broken
pedestrian structures and even bike lanes full of dirt. This situation can result in compromised
user safety as well as unsatisfactory user comfort. Researchers have found that, damaged
pedestrian elements as well as unmaintained bicycle path elements are a factor in the safety
and comfort of users are at a poor level.
Others issue is the issue that recorded the lowest record with a total of 7 responses equivalent
to 9%. There are several issues that have been highlighted through the respondents' opinion,
among them are the lack of interesting activities, lack of shopping activities in open areas and
the atmosphere of the area is uncomfortable due to the weather is too warm. This issue can
actually be overcome by creating various types of activities to ensure that pedestrian space
and cycling space can be fully utilized.
In conclusion, there are many issues that need to be resolved in the context and role of non -
motorized in Kota Kinabalu city. The results of this study show that safety issues are the most
significant issues faced by pedestrians as well as bicycle users. This safety issue should be
resolved as soon as possible as it involves the lives of non -motorized transport users.
Connectivity to public facilities and business areas is also low and this should be given
attention by the authorities to ensure consumers feel comfortable, safe man funds.
4.10 Summary
Based on the analysis that has been made, there are many factors that influence consumers
to use non -motorized vehicles. As a result of this study, among the impacts that affect
consumers is the safety factor. Based on the study, 35 responses equivalent to 51.5% said
that the safety factor is a factor that influences them to use non -motorized vehicles specifically
in the city center of Kota Kinabalu. Based on the findings that have been discussed as well,
non - motorized users in Kota Kinabalu are more likely to raise suggestions and also issues
related to safety. Referring to the results of the questionnaire, a total of 30 responses
equivalent to 42% thought that the issue they faced was a safety issue. It is clear that security
issues need to be emphasized to ensure consumer safety. This requires the provision of
adequate bollards, well -functioning traffic lights and also the provision of numerous safety
signs. Apart from that, the comfort factor also needs to be improved by creating pedestrian
roofs in the focus areas and building more rest benches in the focus and recreation areas.
This is very important to ensure user comfort. This is because, comfort is the second biggest
factor that impacts consumers in Kota Kinabalu.
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In summary, non -motorized transport in Kota Kinabalu needs many improvements in terms
of safety and user comfort. This study clearly shows that non - motorized transport users in
Kota Kinabalu still want improvements in terms of support facilities for non - motorized
transport. This is because, the results of the study show that non -motorized gives a lot of
importance to the locals living in the city of Kota Kinabalu. Consumers in Kota Kinabalu should
be given their rights as non -motorized transport users by complete facilities, safe pedestrian
and cycling routes. Complete facilities for non -motorized transport will attract more users to
use them.
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CHAPTER 5
RECOMMENDATION
5.1 Introduction
In this chapter will describe briefly in more detail about the important findings based on the
analysis that has been made in the study area. Where, this chapter will explain about the
suggestions and recommendations that need to be implement to improved non – motorized
transport condition in the study area.
The initial proposal for this study area is based on issues and opinion from the respondent
that have been identified, which is lack of safety, low connectivity, inadequate facilities for non
– motorized transport and poor maintenance. Based on the analysis that has been conducted,
there is a lot of suggestion to improve non – motorized transport condition at Kota Kinabalu
city. There are many non – motorized transport elements that need to be improve in terms of
safety and maintenance. Basically, the purpose of the proposal is as an alternative and
improvement to the current non – motorized transports element in Kota Kinabalu city.
5.2 Summary of Findings
Essentially, the idea and recommendation of this research are based on the findings of
Chapter 4. This chapter summarizes the findings from the preceding chapter 4 in order to
provide recommendations for this study. In summary, non-motorized transportation in Kota
Kinabalu requires significant improvements in terms of safe and user’s satisfaction. This study
clearly reveals that non-motorized transport users in Kota Kinabalu still demand improvements
in terms of non-motorized transport support facilities. This is because the study's findings
demonstrate that non-motorized transportation is very important to the people who live in Kota
Kinabalu. Consumers in Kota Kinabalu should be provided their rights as non-motorized
transport users by providing good infrastructure as well as safe pedestrian and bicycle routes.
Complete infrastructure for non-motorized transportation will encourage more people to use
it.
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Based on the findings, there are many issues that have been identified such as lack of safety,
low connectivity, inadequate facilities for non -motorized transport and poor maintenance. All
issues that have been identified need to be resolved to achieve maximum satisfaction to users.
There are many advantages that users will get if all the issues that have been mentioned in
this study can be resolved. The most important thing in ensuring user satisfaction is to always
maintain maintenance for non -motorized transport elements.
5.3 Recommendation and Suggestion

Recommendation for this study is based on issue identify by the researcher. All the issue
stated by the researcher are based on questionnaire survey and observation. The
recommendations given is important to improve the current conditions of non – motorized
transport in the study area. There are several information and data have been collected by the
researcher to make a good decision making for the recommendation and suggestion for non
– motorized transport in Kota Kinabalu city.
5.3.1 Bollard
Bollards is one of the important elements to make sure the non – motorized users are safety
and feel comfort. There are many areas that need to be improve in terms of bollard. This is
because, the bollards will avoid the motor vehicle to enter pedestrian lane and cycling lane.
The areas involved for the purpose of installing new bollards are at Jalan Tun Razak and
Jalan Tun Fuad Stephen . This area is a hotspot for pedestrians and cyclists. This is because,
this area is close to several major shopping malls in the city center .In addition, it is the main
pedestrian access that connects Sinsuran and the Kampung Air area.
BEFORE AFTER
Photo 5.1: existing area in Jalan Photo 5.2: Illustration for propose
Tun Razak without bollards bollards at Jalan Tun Razak
72
BEFORE AFTER
Photo 5.3: Existing area at Jalan Tun Photo 5.4: Illustration for propose
Fuad Stephen Bollards at Jalan Tun Fuad Stephen
5.3.2 Provide New Bicycle Parking

Bicycle parking is one of the basic needs for bicycle lane. Bicycle parking is still lacking in this
study area and it can be proven through the questionnaires that have been distributed. The
results of the study found that the existing bicycle parking is difficult to access and it is still in
an inadequate condition. The proposal to create a bicycle park is located in the area of Jalan
Coastal, Jalan Tugu and Jalan Haji Saman.
BEFORE AFTER
Photo 5.5: Existing area without Photo 5.6: Illustration for propose
parking bicycle at Jalan Haji Samad bicycle parking at Jalan Haji Samad
BEFORE AFTER
Photo 5.7: Existing area without parking Photo 5.8: Illustration for propose
bicycle at Jalan Coastal bicycle parking at Jalan Coastal
73
BEFORE AFTER
Photo 5.9: Existing area without Photo 5.10: Illustration for propose
parking bicycle at Jalan Tugu. bicycle parking at Jalan Tugu.
5.3.3 Repairing Pedestrian Path

Repairing pedestrian paths is an important element because it involves connectivity and user
safety. There are many things that need to be emphasized, especially the condition of the
pedestrian path to ensure the safety of users. Unmaintained pedestrian paths can cause
discomfort to users and can cause discomfort among users. There are several areas that need
to be given attention to improve the condition of pedestrian paths that are less safe to use by
users. The areas involved for the repair of pedestrian paths are in the area of Kota Kinabalu
General Market and Jalan Laiman Diki.
Legend:
Existing Bicycle
Parking
Proposed Bicycle
Parking
Main Road
Pedestrian
Cycling
Figure 5.1: Location for propose bicycle parking at Jalan haji Saman,
Jalan Coastal and Jalan Tugu
74
5.3.3 Street Crossing
Street crossings should be provided to make it easier for pedestrians to cross. The existence
of many street crossings will increase connectivity from one area to another. In the context of
the study area, the researcher found that Jalan Tunku Abdul Rahman needs a street crossing
to connect the pedestrian area of Bandaran and Asia City. Based on the observation that has
been done, there are many users who cross without using street crossing due to the lack of
street crossing facilities in urban areas to connect it to Asia City. The existence of street
crossing in this area will definitely ensure the safety of pedestrians and bicycle users to cross.
BEFORE AFTER
Photo 5.11: Existing condition at Photo 5.12: Illustration for

Jalan Tunku Abdul Rahman propose street crossing at Jalan
Tunku Abdul rahman
BEFORE AFTER
Photo 5.13: Existing condition at Photo 5.14: Illustration for

Jalan Tunku Abdul Rahman propose street crossing at Jalan
Tunku Abdul rahman
75
Legend:
Proposed Street
Crossing
Main Road
Pedestrian
Cycling
Figure 5.2: Location for propose street crossing at Jalan Tunku Abdul
Rahman
76
5.3.4 Rehabilitation of Signal Setting
Signal setting is one of the necessary elements to support and ensure the safety of
pedestrians and bicycle users. A signal setting that does not work properly will affect
pedestrians as well as cyclists. It can also threaten the safety of other road users. Signal
settings must work well to ensure the safety and comfort of users. Most of the signal settings
that need to be repaired are in pedestrian areas such as Jalan Sinsuran, Jalan Lapan Belas
and Jalan Tun Abdul Razak. dimmed signal setting lighting and failed functions need to be
given attention to ensure user safety.
Photo 5.15: Existing condition of Photo 5.16: Existing condition of

signal setting at Jalan Sinsuran signal setting at at Jalan Lapan
Belas
Photo 5.17: Existing condition of signal setting at Jalan Tun Razak
77
5.3.5 Signage
Based on the researcher's observation, the signage in the study area is still at a weak level.
Signage such as awareness signage, speed limit signage, crossing signage are still lacking,
especially in crowded areas. Signage is reduced as there are many cases of theft. Despite
this, the authorities should take the initiative to implement monitoring to ensure that there is
no theft of goods and equipment.
AFTER AFTER
Photo 5.18: Illustration of path Photo 5.19: Illustration of path

signage at Jalan Plaza Shell signage at Tunku Abdul Rahman
AFTER
Photo 5.20: Illustration of signage at Jalan Laiman Diki
78
5.3.6 Rehabilitation of Pedestrian Path
Pedestrian paths require regular maintenance to ensure they are always safe to use. There
are several areas that need to be repaired to ensure it is safe to use while providing comfort
to users. The area involved in the repair of the pedestrian path is an area that is always flooded
during rain due to the poor surface of the pedestrian path. Researchers have issued an
initiative to create a new pedestrian path to replace the old one. This is to ensure user safety.
This pedestrian path is located at Jalan Plaza Shell and Jalan Tunku Abdul Razak
BEFORE AFTER
Photo 5.21: Existing of pedestrian Photo 5.22: Illustration of pedestrian

path at Jalan Plaza Shell path at Jalan Plaza Shell
BEFORE AFTER
Photo 5.23: Existing of pedestrian Photo 5.24: Illustration of pedestrian

path at Jalan Laiman Diki path at Jalan Laiman Diki
79
5.4 Conclusion
In conclusion, the researcher has made a study on the pedestrian element and also the bicycle
path element and found that there are still many more facilities that need to be provided. These
include bicycle parking facilities, traffic lights, street lights, street crossings and even bollards.
This element is actually closely related to the security factor. Researchers have managed to
find some keywords about the dissatisfaction of non - motorized transport users in the city of
Kota Kinabalu in particular. As a measure to improve the condition of non - motorized transport
in the study area, researchers have issued several suggestions to improve this element to
ensure users feel safe and comfortable. The results show that consumer dissatisfaction with
street crossings, bollards, signal settings and also bicycle parking is due to the lack of
preparation for these elements.
There are many advantages if non - motorized transport in the Kota Kinabalu urban area is
developed. This will reduce dependence on motor vehicles even for short trips. Consumers'
frustration with their safety factors as non - motorized users cannot be denied when the results
of the study show that safety factors are the most popular issue with a record of 30 responses
equivalent to 42% of the total responses submitted. Based on the results of the study, the
safety factor is also one of the factors that have an impact on the influence of consumers to
use non - motorized transport in the city of Kota Kinabalu. Followed by a comfort factor of 33
responses equivalent to 20.37% of the total responses received by the researcher. Through
these data, it is clear that the factors that impact the rate of use of non - motorized transport
are comfort and safety.
Non - motorized transport elements in Kota Kinabalu should be given emphasis by the
authorities because they bring a lot of importance in the daily lives of consumers. The results
show that, the main purpose for the respondents involved in this study is to use non - motorized
transport as their transportation to go to work. The data show that the purpose of respondents
using non - motorized transport is to go to work with a total of 20 respondents represent 29.4%
followed by shopping with a total of 19 responses equivalent to 27.9%. Therefore, the
application of non - motorized transport should be emphasized to ensure that pedestrians and
bicycle users benefit.The results of a thorough study in this study resulted from goals,
objectives that have been formulated in advance to ensure the purpose of this study is done
to achieve the goals. There are many shortcomings in the preparation of this study report on
several factors including Covid pandemic - 19. guidelines for implementing it include site
observation and also secondary data. To prevent this study from straying from the goal, the
researcher always refers to the objectives that have been made. The existence of a study that
81
found factors that impact the choice of users to use non -motorized transport will to some
extent help to improve the situation of non -motorized elements in Kota Kinabalu. Indirectly,
this will be able to educate consumers to reduce dependence on the use of private vehicles
even for short trips while in urban areas.
81
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THE EVALUATION OF NON - MOTORIZED TRANSPORTATION

IMPLEMENTATION AT KOTA KINABALU

CASE STUDY: KOTA KINABALU, SABAH

CENTRE OF STUDIES FOR TOWN AND REGIONAL PLANNING

Dr Na’asah Binti Nasrudin

TPr Dr Oliver Ling Hoon Leh

TPr Dr Marlyana Azyyati Marzukhi

Date: 10 February 2022

Name of Student : Mohamad Azimi Hafiz Bin Madjal

Student I.D. No. : 2017148733

Programme : Bachelor of Town and Regional Planning

Faculty : Architecture, Planning and Surveying

Title : The Evaluation of Non - Motorized Transportation

Signature of Student : ……………………………………………..

Date : 10 February 2022

CHAPTER 3: STUDY AREA

CHAPTER 4: ANALYSIS AND FINDINGS

Table 3.1 Population of Kota Kinabalu 2010 37

Figure 1.1 Research Flow 8

Photo 2.1 Pedestrian Safety in German 23

Non-Motorized Transportation (NMT) also known as Human Powered Transportation

1.2 Problem Statement

1.2.1 The facilities and infrastructure are in a poor condition

1.2.2 Lack of proper pedestrian lane

1.2.3 Lack of proper bicycle lane

1.3 Research Question:

i. To examine the provision of Non – Motorized Transport at Kota Kinabalu

1.5 Scope of Study:

1.5.1 Factor influenced people use non – motorized transportation.

1.6 Research Methodology:

Stage 2 – Literature study

Stage 3 – Data Collection

Stage 5 – Recommendation and Conclusion

Primary Data Secondary Data

Analysis and Findings

Recommendation and Conclusion

Figure 1.0: Research Flow

1.8 Limitation of Study:

1.8.1 Limited access to data

i. Time Management and Self Discipline

A literature review is a second stage to this study on evolution of Non-Motorized

2.1.1 Non-Motorized Transportation (NMT)

Non-Motorized Transportation (NMT), often known as Human Powered Transportation, is any

Figure 2.1: Factor Non – Motorized Transport

Photo 2.1: Pedestrian Safety in German

Photo 2.2: Bicycle Lane Safety in India

2.2.1 Individuals features

iii. Physical Abilities and Attitude

iv. Bicycle Ownership

2.2.2 Physical Conditions

iii. Wind and Rainfall

2.2.3 Infrastructure for Non – Motorized Transportation

2.2.4 Supply of Public Transport

2.3.1 Social and Economy

Social and Economic

Increase Productivity Urban Development

Cheap, Fast, Easy and

Poverty Reduction Suitable for car-free zones

Social Equality Improve mobility for non-

Improve independent child mobility

Figure 2.2: Impact NMT for Social and Economic