Perception of Transportation A Case Study in Bangi

PERCEPTION ON PUBLIC TRANSPORT AS A MODE OF
TRANSPORT: A CASE STUDY FROM BANGI, MALAYSIA
MUHAMMAD ZAHIR FARIQIE BIN ABDUL RAHMAN @ ABDUL

RASHID
50216119322
Report Submitted to Fulfil the Partial Requirements

For the Bachelor of Automotive Engineering Technology
(Maintenance) with Honours
Universiti Kuala Lumpur
JUNE 2022
DECLARATION
I declare that this report is my original work and all references have been
cited adequately as required by the University.
Date: 20/06/2022 Signature ……………………......

(Hardcover submission date) Full name: MUHAMMAD ZAHIR
FARIQIE BIN ABDUL
RAHMAN @ ABDUL
RASHID
ID Number: 50216119322
i
APPROVAL PAGE
I have supervised and examined this report and verify that it meets the program
and University’s requirements for the Bachelor in Engineering Technology
(Hons.) in Automotive Maintenance.
Date: 20/06/2022 Signature ……………………......

(Hardcover submission date) Supervisor: Haidee bin Che Rizmin
Official Stamp:
ii
ACKNOWLEDGEMENT
Bismillahirrahmanirrahim, in the name of Allah SWT, the Most Gracious and

the Most Merciful.
First and foremost, praises and thanks to Allah SWT, the Almighty for His
Blessings on my health during the period I took to carry out this research
successfully.
I would like to wish my sincere gratitude and thanks to all involved in this
research progress especially, Mr Haidee bin Che Rizmin, my supervisor for
this study and Final Year Project coordinator, Dr Rifqi Irzuan bin Abdul Jalal
for the opportunity making this research possible and giving me guidance,
assistance and support throughout the project. Consideration, generosity,
sincerity, motivation, and patient from both of them have inspired me deeply.
It is a privilege to be guided by them and I am grateful for what has they done
for me.
I also want to express thanks to my parents, my siblings, and friends for the
immeasurable support and motivation in driving us through the completion of
this research paper.
This research also would have not been done without the cooperation support
of the respondents and classmates. I also would like to thank my friends and
our course mates at UniKL MFI who may have directly or indirectly contributed
to my project paper.
May Allah SWT bless you.
iii
ABSTRACT
In recent years, public transportation in Malaysia viewed as subpar by the

public. Many people still preferred their own private vehicle to travel from a
spot to another. This situation leads to underutilised urban transportation
system. This can be proved as only 20% of Malaysians use public transport in
Klang Valley daily in 2019. This problem needs to be study to determine the
variables that influence the public to use public transport. By conducting
survey, required information about the current perception from public towards
public transportation is obtained. This study found that safety placed first,
followed by service quality, cost, accessibility and timeliness in satisfaction by
the public. These variables are then tested to find its influence on the usage of
public transport by the respondents. The result stated that timeliness aspect
does not have any influence towards the usage of the public transport by the
respondents because most of the usage purpose by respondents are for
personal matter and leisure.
iv
ABSTRAK
Beberapa tahun kebelakangan ini, imej pengangkutan awam di Malaysia

dianggap tidak menepati piawai yang sepatutnya. Masih ramai penduduk
menggunakan kenderaan mereka sendiri untuk bergerak dari satu tempat ke
satu tempat yang lain. Situasi ini menjadikan pengangkutan awam tidak
digunakan secara menyeluruh. Pada tahun 2019, hanya 20% penduduk
mengunakan pengangkutan awam di Lembah Klang. Penggunaan
pengangkutan awam yang rendah ini perlu diselidik supaya faktor-faktor yang
menyebabkan perkara ini berlaku dibongkar. Maklumat yang diperlukan untuk
penyelidikan ini diperoleh dengan melakukan soal selidik di penduduk sekitar
Bangi. Penyelidikan ini mendapati keselamatan adalah faktor utama yang
mempengaruhi penggunaan pengangkutan awam di Bangi diikuti dengan
kualiti servis, kos, kebolehcapaian dan ketepatan masa. Kemudian, faktor-
faktor ini disemak hubung kaitnya dengan penggunaan pengangkutan awam
dan mendapati ketepatan masa tidak mempengaruhi penggunaan
pengangkutan awam mereka. Hal ini kerana kebanyakan responden
menggunakan pengangkutan awam untuk hal peribadi dan aktiviti yang
mengisi masa lapang.
v
TABLE OF CONTENT
DECLARATION… .......................................................................................... I
APPROVAL PAGE ........................................................................................ II
ACKNOWLEDGEMENT ............................................................................... III
ABSTRACT…….. ......................................................................................... IV
ABSTRAK………........................................................................................... V
TABLE OF CONTENT .................................................................................. VI
LIST OF FIGURES ....................................................................................... IX
LIST OF TABLES .......................................................................................... X
LIST OF ABBREVIATION ............................................................................ XI
CHAPTER 1 : INTRODUCTION
1.1 Introduction ............................................................................. 1
1.2 Problem Statement ................................................................. 3
1.3 Aims and Objectives ............................................................... 4
1.4 Scope… .................................................................................. 4
CHAPTER 2 : LITERATURE REVIEW

2.1 Introduction ............................................................................. 5
2.2 Urbanization and Its Effects on Public Transport .................... 5
2.2.1 Urban Form and Spatial Structure ...................................... 6
2.2.2 Type of Urban Spatial Structures ........................................ 7
2.3 Transportation Modes in Urban Area ...................................... 8
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2.3.1 Different Transport Modes Efficiency .................................. 9
2.3.2 Urban Transport Development Path ................................. 10
2.4 Urban Transportation Modes in Malaysia and Its Problem ... 11
2.5 Main Factors Affecting Public Transportation Usage ............ 13
2.6 Hypothesis ............................................................................ 17
2.7 Summary............................................................................... 18
CHAPTER 3 : METHODLOGY
3.1 Introduction ........................................................................... 19
3.2 Research Planning ................................................................ 19
3.3 Research Area ...................................................................... 20
3.4 Research Method .................................................................. 21
3.5 Sampling Method and Sample Size ...................................... 22
3.6 Survey Procedure ................................................................. 22
3.7 Pilot Test Result .................................................................... 23
3.7.1 Demographic Profile of the Pilot Test. .............................. 24
3.7.2 Public Transport Usages Analysis. ................................... 25
3.7.3 Reliability Test of Each Aspect. ........................................ 26
3.7.4 Adjustments From Pilot Test Findings. ............................. 26
3.8 Data Analysis ........................................................................ 27
3.9 Data Correlation, Hypothesis Testing and Relationship Model
Development......................................................................... 27
3.10 Project Flow .......................................................................... 28
3.11 Project Gantt Chart ............................................................... 29
CHAPTER 4 : RESULT AND DISCUSSION

4.1 Introduction ........................................................................... 30
4.2 Scale Measurement .............................................................. 30
4.2.1 Survey Response Rate ..................................................... 30
4.2.2 Reliability Test .................................................................. 31
4.3 Demographic Data Analysis .................................................. 32
4.3.1 The Gender of Survey Respondent. ................................. 32
4.3.2 The Age Group of Survey Respondents. .......................... 33
4.3.3 The Employment Status of Survey Respondents. ............ 34
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4.4 Public Transport Usages by the Public in Bangi Analysis ..... 35
4.4.1 The Usage Frequency of Public Transport in The Past 6
Months by The Respondents. ........................................... 35
4.4.2 The Type of Public Transport Used in The Past by The
Respondents. ................................................................... 37
4.4.3 The Public Transport Usage Purpose by The
Respondents... ................................................................. 38
4.5 Current Public Opinion on Public Transport in Bangi Analysis
.............................................................................................. 38
4.5.1 Current Satisfaction Level on Service Quality Analysis. ... 39
4.5.2 Current Satisfaction Level on Timeliness Analysis. .......... 40
4.5.3 Current Satisfaction Level on Accessibility Analysis. ........ 41
4.5.4 Current Satisfaction Level on Safety Analysis. ................. 42
4.5.5 Current Satisfaction Level on Cost Analysis. .................... 44
4.5.1 Current Satisfaction Level on All Aspect Analysis. ........... 45
4.6 Hypothesis Testing and Relationship Model ......................... 46
4.6.1 Hypothesis Testing Using Independent Sample T-Test .... 46
4.6.2 Relationship Model That Incorporates the Variables That
Affect the Usage of Public Transport in Bangi .................. 48
4.6.3 Discussion on Relationship Model .................................... 49
CHAPTER 5 : CONCLUSION
5.1 Conclusion ............................................................................ 51
5.2 Recommendations ................................................................ 52
REFERENCES…. ........................................................................................ 53
APPENDIX
Survey Question ...................................................................................... 59
SPSS Output ........................................................................................... 63
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LIST OF FIGURES
Figure 1.1: Percentage of Population. ............................................................ 1

Figure 2.1: Relation of Transportation, Urban Form and Urban Spatial
Structure. ................................................................................................. 6
Figure 2.2: Type of Urban Spatial Structures. ................................................ 7
Figure 2.3: Efficiency of Different Transport Modes. ...................................... 9
Figure 2.4: Urban Transport Development Path. ......................................... 10
Figure 3.1: Map of Bangi. ............................................................................. 20
Figure 3.2: Persiaran Perkeliling roundabout. .............................................. 21
Figure 3.3: Research Flow Chart. ................................................................ 28
Figure 4.1: Gender of Survey Respondents ................................................. 32
Figure 4.2: Age Group of Survey Respondents ........................................... 33
Figure 4.3: Employment Status of Survey Respondents .............................. 34
Figure 4.4: Usage Frequencies in The Past Six Months. ............................. 35
Figure 4.5: Clustered Bar chart of Usage Frequency by Gender ................. 36
Figure 4.6: Relationship Model for Factors Influencing the Usage of Public
Transport. .............................................................................................. 48
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LIST OF TABLES
Table 3.1: Pilot Test Demographic Profile. ................................................... 24

Table 3.2: Pilot Test Public Transport Usages. ............................................ 25
Table 3.3: Cronbach’s Alpha of Each Aspect. .............................................. 26
Table 3.4: Project Gantt Chart. .................................................................... 29
Table 4.1: Respondents’ Response Rate. ................................................... 30
Table 4.2: Reliability Test of Each Construct ............................................... 31
Table 4.3: Usages of Public Transport By Respondents. ............................. 37
Table 4.4: Usage Purposes by Respondents. .............................................. 38
Table 4.5: Central Tendencies Measurement of Service Quality. ................ 39
Table 4.6: Central Tendencies Measurement of Timeliness. ....................... 40
Table 4.7: Central Tendencies Measurement of Accessibility. ..................... 41
Table 4.8: Central Tendencies Measurement of Safety. .............................. 42
Table 4.9: Central Tendencies Measurement of Cost. ................................. 44
Table 4.10: Central Tendencies Measurement of All Aspect. ...................... 45
Table 4.11: Group Statistics for Dependent And Independent Variables. .... 46
Table 4.12: Independent Sample Test ......................................................... 47
Table 4.13: Hypothesis Test Results ........................................................... 47
x
LIST OF ABBREVIATION
FYP Final Year Project

GLC Government-Linked Company
LRT Light rapid transit
MRT Metro rail transit
NTP National Transport Policy
GDP Gross Domestic Product
SQ Service Quality
CCTV Closed-circuit television
IBM International Business Machines Corporation
SPSS Statistical Package for the Social Sciences
xi
CHAPTER 1 : INTRODUCTION
1.1 Introduction
Urban area is a region where the surrounding is mostly well-developed,

economic-centric spot, filled with residencies, and have dense population.
Most of the people living in urban area are living off from non-agricultural
activities. This is where most of the human activity such as living, studying,
working, and socializing took place are usually very well developed with
houses, buildings, roads, and railways. Most of these areas are within or
around a city (Morgan, 2019). In 2021, 77.7% of population reside in urban
area in Malaysia. This number is predicted to increase to 81.8% in 2030 and
up to 87.3% in 2050 (United Nations, 2018).
Figure 1.1: Percentage of Population (Rodrigue, 2021).

1
Based on Figure 1.1, urbanization in Malaysia is rapid. In East Asia,
Malaysia is one of the more urbanized countries and Kuala Lumpur is the
biggest urbanized region in area size (Chandan et al., 2015). This calls for a
better urban planning which can boosts the inhabitants’ quality of life.
Transportation system is one aspect that needs to be sorted out in urban
planning. Transportation in a city is crucial as it enables trade, commerce, and
communication, which are essential for civilization to prosper (Bhasin, 2020).
For inhabitants in the urban area, one of the means to enhance their movement
from a spot to another is public transportation. Public transportation is a part
that needs to be excelled at to achieve urban area development sustainability
throughout the years. Any urban area needs a very systematic transportation
system to accommodate daily population movement and of course it is very
important towards a fast-developing country like Malaysia.
Public transportation is a system of transport where the general public

can use to travel from destination A to B in a group. A typical public
transportation network in Malaysia is managed by a Government-Linked
Company (GLC) such as Prasarana Malaysia Berhad which provides the
infrastructure, schedule, routes, fees, and maintenance. However, the current
public transportation reputation is subpar in a few aspects. This lack of qualities
does not receive necessary improvement by authorities throughout the year
thus holding down the public transportation in this country from thriving. This
also leads to most Malaysian are struggling with the concept that they could
survive without owning a car (Ng, 2019) with the current state of public
transportation. The fact stated can be backed up by the data published by
Malaysia Transportation Statistics 2020 published by Ministry of Transport
Malaysia reveals that 3.73% increase of vehicles owned by Malaysian in 2020
compared to 2019 despite Covid-19 pandemic.
Furthermore, studies in the recent years shows transportation services

provided do not appeal the public to use them. Main problems that have been
lingering for years such as reliability, safety and customer service are not yet
resolved (Borhan et al., 2014). This obviously contrary compared to developed
country where these problems are almost nil. In Asia, Hong Kong, Seoul and
Singapore placed first, fourth and eighth respectively in 2017 Sustainable
2
Cities Mobility Index produced by Arcadis (global Design and Consultancy firm
for natural and built assets) while Hanoi and Kuala Lumpur positioned among
the world’s least sustainable for mobility (Grabek, 2017). This clearly shows
Malaysia need to address this situation more seriously in order to resolve this
problem.
1.2 Problem Statement
Malaysia have so many public transportations available such as commuter

trains, light rapid transit (LRT), metro rail transit (MRT), public buses, etc.
Latest train line in the Greater Kuala Lumpur, Sungai Buloh-Kajang (SBK) line
of Metro Rail Transit (MRT) is still underutilised despite affordable fees, lifts
and ramps for the disabled, escalators, customer service centres, and prayer
rooms are available at the stations. Traffic congestion in the area also not
improved. According to the TomTom Index, traffic congestion in Kuala Lumpur
has not improved over time and has actually increased by 2% from 2017 to
2019 since the SBK Line commenced service (Natividad, 2020). Facilities
provided seems to not be helping in solving traffic congestion issues.
In Putrajaya, Malaysian’s government administrative centre has bus,

taxi and KLIA transit available to be used by the public. Putrajaya’s transport
policy targeted 70% of public transport usage in its central region. Despite
having large network of public transport, the services are not quite successful.
Government workers there stated that travel time, frequency and punctuality
of buses, cost, accessibility, information, transfer, hours of service, safety and
customer service affect their bus usage (Borhan et al., 2019). All of the stated
factor contributes to their low public transportation usage that leads to
unsuccessful initiative.
These confirmed that public transportation in Malaysia is underutilised

as in 2019, only 20% of Malaysians use public transport in Klang Valley which
is far from the target put by the previous government, 40% by the end of 2020
(Aziz, 2019). National Transport Policy (NTP) 2019-2030 is now aiming to
achieve that figure by the end of 2030.This goal cannot be achieved without
3
proper planning and tackling of the fundamental issues. Research must be
conducted to determine the public view of the current public transportation.
1.3 Aims and Objectives
The aim of this project is to study the public view on current public
transportation available in Bangi along with variables that affect the public view
on determining the usage of public transport.
• To study the public opinion on public transport available in Bangi.

• To determine the variables that influence the public to use public
transport.
• To develop a relationship model that incorporate the variables that
affect the usage of public transport.
1.4 Scope
This study covers the public view about current public transportation system.
This research will be focusing on variable that affect the usage of public
transport. A survey will be conducted in Bangi area as a mean to acquire the
data about public transportation which can help to accomplish the objectives.
Result of the project will be used to develop a relationship model that
incorporate the variables that affect the usage of the public transport. This
study is limited to public opinion about public transportation available in Bangi,
Selangor only.
4
CHAPTER 2 : LITERATURE REVIEW
2.1 Introduction
This chapter is going to elaborate in depth about the concerned topic for this
study. A combination of topic background, related aspects, current issues and
assessment about urbanization, transportation and its relations will be
explored further in this section. Sources from books, journals, reports, theses
and webpages will be used to get a clear understanding about this. Besides,
mode of transportation, public transportation and passenger satisfaction in
Malaysia will also be discussed in this section. Furthermore, information about
current public transportation images in Malaysia will also be learned from
various available past studies conducted here throughout the years. It also
covers the hypothesis about variable affecting the usage of public
transportation in this country.
2.2 Urbanization and Its Effects on Public Transport
Urbanization mainly resulting from natural increase and rural to urban

migrations. Natural increase occurs when the number of births surpasses the
number of deaths. This is the effect of high fertility rate and lower mortality rate
especially for infants and usually achieved by having good healthcare systems.
As per demographic transition model, as birth rates go down over time, natural
increase is becoming less relevant in determining the rate of urban population
growth in comparison to migration (Open University, 2020).
On the other hand, urbanization also occurs when people from rural
areas move to cities in order to improve living conditions. This phenomenon is
called rural to urban migration. The main factor that influences this migration
is economic growth, development, politics, social and technological changes.
There are push and pull factors that influencing people to migrate into urban
5
areas. Several push factors are lack of job opportunities, poor healthcare and
the absence of educational institution in the rural area. For pull factors, reasons
to move to a city is the employment prospects, better education, good
healthcare and city lifestyles. Child survival rates are improved than in rural
regions because of superior access to health care in the cities (Mulholland et
al., 2002). There are also so many industries in urban area with job
opportunities. More educational institutions are also offering courses and
training in a variety of disciplines and abilities (Open University, 2020). All of
these factors cause people to migrate to cities as there are better quality of life
could be achieved here.
Urbanization has many impacts towards an area. Yearly increase in

population makes an area travel demands skyrocketing (Narayanaswami,
2016). Transportation modes provided could not keep up with the number of
users makes travel time longer and uncomfortable. Public transportation
provided are also can be overloaded with users will compromised safety and
leads the users into danger. However, things are different in Malaysia. Despite
having many types of public transportation here, its usage is still low. A few
elements that lead to this fairly low usage of public transportation are the type
of transportation, urban form and urban spatial structure of this area.
2.2.1 Urban Form and Spatial Structure
Figure 2.1: Relation of Transportation, Urban Form and Urban Spatial

Structure (Rodrigue, 2021).
6
According to Figure 2.1, Urban form of an area can be determined by the type
of the transport system, infrastructures and user. Transport system also known
as modes that being used daily shaped the urban form as each transport
system have their own routes that could be reached with and what can be
brought during the journey. From these circumstances, users indirectly
shaping up urban form that developed in the area. For urban spatial structure,
the interactions between modes and infrastructures by the users will gives its
spatial interaction a form since the circulation pattern of passengers and freight
take place (Rodrigue, 2021).
2.2.2 Type of Urban Spatial Structures
Figure 2.2: Type of Urban Spatial Structures (Rodrigue, 2021).
Type of urban spatial structures of a region are different to each other based
on several factors. Type of activities, industry, geography, etc are few factors
leading on how these structures are formed. There are several criteria to
distinguish the type of urban spatial structures such as centralized,
decentralized, clustered and dispersed. Centralization refers to the central
portion of a city that has the most urban activities. Clustering on the other hand
means to the overall proximity that the various urban activities maintain. The
concept of the urban spatial structure refers to the various levels of
7
centralization and clustering of various urban activities (Rodrigue, 2021).
These include retail, distribution, management and more.
Based on Figure 2.2Centralized and clustered type indicates most

activities are focused on its central region can be seen as type A. Another type
that most of urban spatial structures resulted in is type C. This is because
decentralized activities but clustered urban spatial structure enable more
lenient and stable development of transportation infrastructure without making
traffic congestion worst, reduced air quality and increased urban heat island.
Most of urban area in Malaysia particularly in Bangi is leaning towards type C.
It is because management, retail, economic, industrial, residencies and
educational area here is clustered around the region but not centralized.
All of this different type of urban spatial structure will stimulate different
modes of transportation that suitable to be utilized based on its suitability,
travel time, cost, safety, reliability, accessibility, capacity and flexibility.
2.3 Transportation Modes in Urban Area
Urban population chooses their mode of transportation based on the objective

of the journey, its frequency, timing, length, participant characteristic and their
economic status (Raghav, n.d.). Mode of transportation can be classified into
three groups:
a) Private transportation
Private transportation refers to privately owned cars that are used for
personal purposes on public streets. Pedestrian, bicycle, and private
automobile are the most popular forms of transportation.
b) For-hire transportation
Supplied by operators and made available to parties that employ them
for single or numerous journeys. The most prevalent types of
transportation include taxi, e-hailing and jitney.
c) Urban transit, mass transit or public transportation
All people who pay the specified fare have access to these systems.
Bus, light rail transit, metro, regional rail, and a variety of other systems
are examples of fixed-route and fixed-schedule modes.
8
All three types of transport have their own pros and cons. While one could be
suitable for a certain urban area, the other might not. This different mode of
transports will excel when the best is brought out of them by tackling the
suitability, forecasting usages, correct planning and past transportation mode
history in the area.
2.3.1 Different Transport Modes Efficiency
Different mode of transport has different advantages and disadvantages.

Some of them provides more privacy, safety, time flexibility and comfort while
the other may not be that convenient to use. Each mode of transport has
different advantages and disadvantages. Privacy, safety, time flexibility and
comfort are present on one while the other may not be that convenient to use.
Bus, light rail, and heavy rail (subway) modes of urban transportation are better
suited for mass urban transportation, but they come at the sacrifice of flexibility
in terms of service frequency and transit system access points (Rodrigue,
2021). In US, 85.4% Americans use automobiles such as cars, trucks and vans
to commute across the country in 2016 (Misachi, 2018). Even though vehicle
maintenance cost is high, it does not stop them to use it as daily transport as
it compensates them with its advantages.
Figure 2.3: Efficiency of Different Transport Modes (Rodrigue, 2021).
Mode of transports that being used daily in urban area the most are
automobiles, buses and trains as shown in Figure 2.3. They offer different
capacities and travel speed. However, number of individuals using them daily
9
could be very different. As shown, private car offers fastest average speed but
being the smallest maximum capacity compared to the other mode of
transportation. Private car also offers the most comfortable, convenient, safe
and flexible type of commute which is why many people use them despite
having other options of transport. On the other hand, trains and buses provide
more maximum capacity compared to the others and doing quite well in term
of travel speed. However, inflexibility in frequency, time schedule and access
made less people use them. That being said, 52% of Russians used public
transportation daily, followed by Chinese 43% and South Koreans 32% in their
country in 2009 (National Geographic, 2009). It also stated that the
transportation usages depend on how the public transport performance, user
environment issues awareness and cost of the mode of transportation.
2.3.2 Urban Transport Development Path
Figure 2.4: Urban Transport Development Path (Rodrigue, 2021).
Based on passenger transportation modes such as cars, buses and rail transit
and have varying degrees of mobility and ownership of an area, urban
transport development path towards the area also will be affected. According
to Figure 2.4, this means that once a course has been chosen, future
advancements are locked in along that road because it is difficult to diverge
from as these are affected by existing infrastructure and technology of the
area.
10
Even so, the possibility of a path divergence when there is a strong
economic, political, and public will to shift from the current path to a new idea
considered more fitting is there (Rodrigue, 2021). For example, if a new policy
of a nation wants to change their development path from hybrid city into transit-
oriented city, the decision must be firm and strong enough to make the new
changes worthwhile since making diversion from a path that has been molded
for years could be financially draining and requires years of work. Existing
infrastructures, systems and norms might require changes, full reconstruction
and redevelopment .
Urban transportation in Malaysia particularly in Klang Valley consists of

private transportation, for-hire transportation and public transportation have
shaped it into hybrid cities path. Hybrid cities is the result of increased
motorization, yet the speed of road expansion is faster than the pace of urban
transportation development (Rodrigue, 2021). Diverging from this path is hard
for the Malaysians as the notion of not owning a car or not using it during each
journey is still difficult to overcome (Ng, 2019). This leads to a hybrid city
problem that could not be resolved in a short time such as traffic congestion
due to high saturation of buses and automobiles in the streets. Actually, this
problem can be settled or reduced by optioning to the usage of public
transportation by the inhabitants that available around the area.
The usage of public transportation is important to improve the condition

of existing problem in hybrid cities. Public transportation that available must be
efficient, accessible and affordable in order to encourage more people using
the available public facilities.
2.4 Urban Transportation Modes in Malaysia and Its

Problem
Urban area transportation in Malaysia consists of three types: automobiles,

buses and trains. Automobile has the most user as Malaysia is a country that
still depends private vehicle to travel around. This notion is hard to change as
public transportation in Malaysia need some work to be done in order to
improve its image and attract more people to use it.
11
According to Malaysia Transportation Statistics 2020 published by
Ministry of Transport Malaysia (2019), the number of registered vehicles is
32,378,174 in 2020 with the 3.73% increase from 2019 despite Covid-19
pandemic that affecting most people from various aspect particularly in
financial. 15,240,536 are private cars and 14,891,585 are motorcycles
respectively and the others make the rest of the numbers. At the same time,
public transportation usages do not improve at all. In Klang Valley, there are
9,763,857 vehicles which represents 30% of total vehicles registered in entire
Malaysia. This huge number of vehicles is one of the reasons Klang Valley is
suffering from daily traffic congestions and jams. If put in number of hours that
Klang Valley residents spent for a whole year, 250 million hours has been
wasted on this problem alone. The World Bank assesses the inhabitant of
Klang Valley is costing 1.1-2.2% of Malaysia’s Gross Domestic Product(GDP)
in 2014 (Kaur, 2020). Factors contributing to the shortfalls are:
1. Fuel wastage - Because of traffic, roughly RM 1 billion to RM2.4 billion

in petrol has been consumed all over the country.
2. Environment and safety - The costs of additional carbon emissions and
other pollutants caused by traffic jam are between RM 1 billion and RM
2.7 billion.
3. Monetary worth of a person’s time – RM10.8 billion to RM19.6 billion
Public transportation usage in Malaysia is also noticeably low as

National Transport Policy (NTP) 2019-2030 states that only 20% of Malaysians
use public transport to commute in Klang Valley (Aziz, 2019). Public
transportation in Klang Valley cannot attract more people to use them despite
its big network, low cost and user-friendly are a huge problem that needs to be
resolve as fast as possible. This mode of transportation could be a crucial
aspect in making urban area more accessible, greener and can reduce traffic
congestion but with the same problem lingering for years, this target cannot be
achieved.
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2.5 Main Factors Affecting Public Transportation Usage
In Malaysia, there are many factors that affecting the low transportation usage.
These factors have been lingering for a long period of time with little to no
improvement for years. The factors are:
1. Service Quality
Service quality is the most important thing to be taken care of when
providing services towards people. An organization service quality can
be evaluated by its reliability, comfort, speed, safety and punctuality
(Abdullah & Mat Talip, 2013).Service quality needs to meet or exceed
customer expectation as it could affects future endeavours. It acts as
the first impression of a service provided that could leave huge impact
on the user.
The analysis of Service Quality (SQ) is critical for both operators
and public transportation authorities, as increased SQ in public
transportation promotes the likelihood of commuters to use the public
transportation system and ensuing dropping traffic congestion
(Transportation Research Board, 1999). Result from the analysis can
be used to improve the service. Moreover, the public transportation
services quality has become a significant concern towards having a
better and more comfortable environment. A service quality can be
measured by using the SERVQUAL Instrument. It can be applied to
assess 5 dimensions of service quality: tangibility, reliability,
responsiveness, assurance and empathy (Parasuraman et al., 1988).
Based on the result from SERVQUAL assessment, factors that need to
be improved can be determined clearly.
Service qualities such as occupancy rate, hygiene, entering and
exiting transition, payment easiness and service information system
area affecting the passenger satisfaction in using public transport (Jie
et al., 2020). All of these factors will make the passenger satisfy with
the service provided if each of the factor is meeting or exceed their
expectation. Old system of bus service also affecting the satisfaction
level of passenger (Ponrahono et al., 2016). Old system usage in these
days such as old payment system and not using latest technology
13
available like the check in with smartphone to ease the customers
experience will hinder a service from thriving and keep up with current
fast developing world. In Pulau Penang, 69.35% of respondents from
survey conducted by Chee & Fernandez (2013) also states that they
are displeased with the overall quality of bus service there. This shows
that the same problem is happening around Malaysia and need to be
taken care of.
2. Timeliness
Timeliness is a very important factor when travelling. Waiting time,
delay and journey period are taken into account when travelling from a
spot to another. This is because the consequences of delay in a journey
could affects negatively towards someone. For example, a delay cause
by transportation could be serious when in state of emergency.
Timeliness also includes time flexibility, transportation frequency
and hour of service. In order to improve this aspect, public transport
operators need to utilise up-to-date operating system technology,
transition to an automated data collection system, optimising arrival and
departure times, offering bus driver training and inspection, increasing
the priority of traffic signals at intersections and establishing bus-only
lanes (Dhanhyaa, 2021). All of this is to improve timeliness of the public
transport.
For travelling during rush hours and quick trips, punctuality is
taken into consideration importantly by the passengers in Malaysia (Jie
et al., 2020). With short time to travel and having no time to waste,
punctuality of a transport is really critical as late transport arrival implies
ruined schedule for the passenger. While in Putrajaya, unreliable, lacks
availability, not punctual and long travelling times are the reasons the
public bus service is not popular (Borhan et al., 2014). Long travelling
time can make one late to arrive to their destination thus negatively
impact their day. On the other hand, lack availability of the buses will
make the resident have no other choice from using their own private
vehicle to travel.
14
Next, the dissatisfaction towards bus service which also caused
by timeliness in Pulau Penang can be proved by a study by Chee &
Fernandez (2013). In their study, 315 out of 398 which is 79.15% of the
respondents are not satisfied with it. Their reasons are bus arrival and
departure are not regular and not following to the schedule.
3. Accessibility
Accessibility to a public transport is also a key influencing public
transport usage. “Transit accessibility” is a term used to represent the
ability of users to access transport facilities such as bus stops or train
stations (Borhan et al., 2019). With higher accessibility, public
transportation usage will also increase. It will open more chances for
the people to use it. Usually, long walking distance, inaccessible path,
not handicapped-friendly, etc to certain stations or stops are the reason
accessibility of a public transport decreased.
Not available on daily journey routes, not accessible from
residence/workplace and longer distance of the bus stops from the
residence/workplace are the top three reason of people not using public
bus service in Johor Bahru (Zaman et al., 2017). These reasons are just
logical as if they need to commute using other mode of transportation
to the stations, why not they just use them to go straight to their own
destination? Taking another means of transport while already using
another one will just be wasting more time, energy and money. Based
on study by Borhan et al. (2019), a bus user states that a bus stops
should be provided at both sides of the road to expand the accessibility
of users while another states more bus stops needed in the area. Both
statements show that accessibility is important in order to encourage
more user to use public transport.
4. Safety
Safety in public transportation is very important. Safety from crime and
safety from accident are two major attributes that should always be a
priority. Staff or police presence or access to them, lighting, visible
monitoring, layout and known help points are all important factors to be
15
taken seriously in a crime prevention. While for safety from accidents,
presence/visibility of supports, avoidance/visibility of risks and active
safeguarding by employee are the approaches to prevent unfortunate
things from happening (Joewono & Kubota, 2006). A public
transportation provider has to look into these aspects and always tries
to improve it.
In past study, poor lighting around the station is a main concern
by the bus user in Kota Kinabalu (Noor et al., 2014). Lighting is a very
important thing to be look into when building an infrastructure. Lack
lighting can leads to crime, accident and poor visibility. People could
take advantage the second they have the opportunity and get away with
it as it will be hard for the authorities to look after them even they are
taped with closed-circuit television(CCTV) due to poor lighting.
Safety concerns also showed by the passengers of public
transportation in Klang Valley. In research conducted by Kamaruddin et
al. (2012), safety tops the element followed by accessibility, reliability,
fares, communication and experience. Safety concern in Klang valley is
reasonable because Klang Valley inhabits by 8 million people which
represents 25% of Malaysia population. Kuala Lumpur, a federal
territory in the middle of Klang Valley recorded 592.3 of crimes ratio per
100,00 population which tops the chart in the whole nation (DOSM,
2020). This shows safety is a very importance factor in determining the
public transportation usage.
5. Cost
The usage of public transportation also influenced by the cost. One of
public transportation main objective is to offer low-cost transport. By
using public transportation, cost of fuel, maintenance, toll and parking
for their own private vehicle can be saved. However, these benefits only
can be obtained if the cost of public transportation is reasonable and
affordable especially for students. Low-cost public transportation also
will help those who had just begun working and may not be able to
afford their own vehicle (Borhan et al., 2019). Cost in using public
16
transportation usually less than using own private vehicle in Malaysia
thus can be a helping hand to them.
On a survey conducted by Soh et al. (2014), person who have
low pay and just started working prefer to buy season ticket as it
provides them lower price to travel distance ratio. This greatly helps
them to save money on transportation.
2.6 Hypothesis
Based on the literature review, a few hypotheses will be tested by this study.
The hypotheses are:
The commonly used of p-values takes p ≥ 5% as “not significant”, 1% < p <

5% as “significant” and p < 1% as “highly significant”
Service Quality:
H01: There is no significant relationship between public transportation

usage and service quality.
HA1: There is a significant relationship between public transportation

usage and service quality.
Timeliness:
H02: There is no major relationship between public transportation usage

and timeliness.
HA2: There is a major relationship between public transportation usage

and timeliness.
Accessibility:

and accessibility.

and accessibility.
17
Safety:
H01: There is no significant relationship between public transportation

usage and safety.
HA1: There is a significant relationship between public transportation

usage and safety.
Cost:

and cost.

and cost.
2.7 Summary
Public transportation is a crucial element in ensuring the sustainability of an

urban area. This system acts as means for trade, commerce and
communication. However, ensuring public transportation usage high is hard to
come by in Malaysia. A few known factors that lead into this problem has been
found from various research throughout Malaysia. The factors are service
quality, timeliness, accessibility, safety and cost. However, these factors affect
differently towards different area.
18
CHAPTER 3 : METHODLOGY
3.1 Introduction
This section will explain on how this research will be conducted. The research
will be conducted through survey to collect the needed data. Research area,
type of survey, sampling method, survey procedure and how to analyse the
data will be explained in this section. Research flow chart and time allocation
through Gantt Chart also will be produced to ensure this project will be
conducted correctly within the time period. Lastly, based on the methods
stated, expected outcome from this study will be laid out in the last chapter.
3.2 Research Planning
This research requires many journals, articles, books and online sources to be
reviewed before a clear picture of public transportation issues can be
addressed. Next, based on the accumulated information, problem statement
is highlighted and study to find the research gap that needs to be solved. Next,
methodology is created which will act as guide on how to do this study. The
research will be conducted through survey to collect the needed data.
Questionnaire will be used in order to acquire the needed responses from the
public. These questionnaires will be distributed among the resident of Bangi,
Selangor. Then, responses from the questionnaires will be analysed,
compared to the hypotheses and develop relationship model of the variables.
These data will then be studied and presented. All of the process stated will
follow Gantt Chart and flow chart that has been made earlier until the research
is done.
19
3.3 Research Area
Figure 3.1: Map of Bangi.
The area of this study is Bangi as seen in Figure 3.1. Bangi is a region in the
southeast of Hulu Langat, Selangor. It is located about 25km from the capital
city of Malaysia, Kuala Lumpur. Locally, Bangi area is known for its two locality,
Bandar Baru Bangi and Bangi Lama. Bandar Baru Bangi is a north region that
closes to Kajang Town. Bangi Lama on the other hand placed on the south
and about 13km from Nilai, Negeri Sembilan.
Level of urbanization in Selangor is 91.4% placed second after Federal

Territory of Kuala Lumpur with 100% urbanization rate (DOSM, 2010) which
means the rate of urbanization in Bangi is likewise high too. Bangi hosts a
number of higher educational institutions, research centres, housing areas,
industries, business centre, etc. Most of these however situated in Bandar
Baru Bangi. All of these elements made Bangi comes with several public
transportation such as trains and buses. Though, traffic congestion in Bangi is
still present especially during peak hours. Recent study found that 61,690
numbers of vehicles recorded in 14 hours observation duration at the
Persiaran Perkeliling roundabout, Figure 3.2 (Rosli, 2020).
20
Figure 3.2: Persiaran Perkeliling roundabout.
This roundabout is an exit route for North-South Expressway. Vehicles

from various part of Selangor could enters Bangi through this. Out of the stated
numbers, passenger cars account for 67% of total traffic volume (41,371
vehicles), with motorbikes accounting for 19% of total traffic volume (11,380
vehicles) at the Persiaran Perkeliling Roundabout during the 14 hours
observation (Rosli, 2020). This made Bangi is a great location to investigate
the public view towards current public transportation as private vehicle usage
is still high despite having public transportation
3.4 Research Method
Quantitative research is going to be used for this study. Quantitative research

uses deductive reasoning where hypothesis will be formulated, collects data
during a problem study, and then uses the evidence from the study to prove
the hypotheses are true or false (WSSU, n.d.). In this study, new observation
about study interest or research gap that has not been addressed yet towards
current problem will be made. Next, based on those observation, hypothesis
will be produced.
To acquire data needed to satisfy the objective of this research, survey

will be done to the proper respondent. Survey is a technique for collecting data
from a group of people (Waksberg et al., 1980). Usually, survey used a set of
questionnaires to obtain information about certain topic. Large-scale
population-based data collecting has always been a part of survey research.
21
The primary goal of this type of survey research was to quickly gather
information about the characteristics of a large sample of individuals of interest
(Ponto J, 2015). In this research, survey will be conducted to obtain views on
public transportation among the public in Bangi. The data acquired from the
survey will be processed and presented in proper means.
3.5 Sampling Method and Sample Size
When conducting research on a population, collecting data from all those

individuals might be impossible. This is where sample should be taken from
the population. Sample is the number of people who will partake in the study
representing the whole group. Simple random sampling method will be used
in this study. This method guarantees every person from the targeted
population has the same chance to take part in this study (McCombes, 2019).
Before acquiring information from the respondent, an appropriate

sample size needs to be determined from the targeted area population. A few
factors before determining sample size needs to be studied such as margin of
error, confidence level and standard deviation. Margin of error is the certainty
that the information gathered is generally correct, confidence level is the
likelihood that your margin of error is correct and standard deviation
determines how far specific pieces of data differ from the average data
(Zamboni, 2018). Usually, 95% of confidence level is accepted as this is the
standard level for most social science application. Bangi population in 2015
according to City Facts is 94,206 and from this figure, 383 sample size is
obtained based on with the 95% of confidence level and 5% of margin of error.
3.6 Survey Procedure
The survey will be the main source of collecting data for this research. The
questionnaire will be related to the objectives of this research. Below are the
steps for the survey procedure:
1. Construct survey questionnaire.
22
- Survey questionnaires are based on a few established
questions and aspects that have been made in the past
research.
2. Finalized questionnaire with supervisor.
3. Prepare survey in Google Document.
- Google Document is used because it is easy to use,
accessible to everyone that uses smartphone with internet
connection and free.
- The link and QR code for the survey is the prepared to give
easy access for respondents to participate in the survey.
4. Distribute survey to target audience.
- Survey distribution method are through social media such as
WhatsApp, Facebook, Instagram and face to face
distribution.
5. Prepare survey result for data analysis.
3.7 Pilot Test Result
A survey that uses questionnaire depends on the efficiency of the question to

extract the most required information from the respondent. It is important to
determine the questionnaire is compatible, correct and appropriate to be used
in the study (Sincero, 2012). So, a smaller number of samples from the
targeted population will be given the survey questionnaire to verify these
issues as a pilot test. This pilot test will give the insight on where to improve,
change and make correction base on the reactions of the responders,
discovered error, unsuitable survey procedure and more that can be
discovered from this process. This will prepare the actual survey to be more
accurate, suitable and efficient.
23
3.7.1 Demographic Profile of the Pilot Test.
Table 3.1: Pilot Test Demographic Profile.
Frequency Percentage
Gender
Male 21 70.0 %
Female 9 30.0 %
Age
16 to 25 years old 14 46.7 %
26 to 35 years old 13 43.3 %
36 to 45 years old 3 10.0 %
Education
Foundation / Matriculation 3 10.0 %
Diploma or equivalent 11 36.7 %
Bachelor’s Degree 16 53.3 %
Employment
Student 15 50.0 %
Unemployed 2 6.7 %
Employed 12 40.0 %
Self-employed 1 3.3 %
Based on the Table 3.1, pilot test has been done successfully with the total
respondents of 30. 21 (70.0%) are males and 9 (30.0%) are females. They are
ranging from the age of 16 to 45 years old. Its distribution are 14 respondents
in the age group of 16 (46.7%) to 25 years old, 13 (43.3%) respondents in 26
to 35 years old and 3 (10.0%) respondents in 36 to 45 years old.
For education, 3 (10.0%) respondents highest education level is either

foundation or matriculation, 11 (36.7%) respondents in diploma or equivalent
and 16 (53.3%) respondents got bachelor’s degree.
Employment status of the respondents are as follows: 15 (50.0%)

respondents are student, 2 (6.7%) respondents are unemployed, 12 (40.0%)
respondents are employed and 1 (3.3%) respondent is self-employed.
24
3.7.2 Public Transport Usages Analysis.
Table 3.2: Pilot Test Public Transport Usages.
Frequency Percentage
Usage frequency in 6 months
Almost daily 3 10.0 %
Multiple times a week 2 6.7 %
A few times a month 14 46.7 %
Once a month 6 20.0 %
Never 5 16.7 %
Public transport used
Bus 12 40.0 %
Commuter (KTM) 22 73.3 %
Metro rail transit (MRT) 12 40.0 %
Usage purpose
For work 8 23.3 %
For school or study 10 33.3 %
For leisure 21 70.0 %
Travel 3 10.0 %
Section B requires respondents to state their usage frequency of public

transport in the past six months. The first option which is ‘almost daily’ has
been selected 3 times (10.0%) by the respondents. The next option, ‘multiple
times a week’ has the frequency of 2 (6.7%), ‘a few times a month’ has the
frequency of 14 (46.7%), 6 respondents (20.0%) chose ‘once a month’ and 5
respondents (16.7%) never used public transport in the past six months. Table
3.2 proves that most of the respondents rarely used public transport available.
This section also demands respondents to tick the type of public

transport used by them in the past. Based on Table 2, commuter (KTM) has
been used by 22 respondents (73.3%), bus with 12 respondents (40.0%) and
12 respondents (40.0%) use metro rail transit (MRT).
Next, the usage purposes are also acquired in this part. In the Table
3.2, 8 respondents (23.3%) chose their usage purpose for work, 10
respondents (33.3%) chose education, 21 respondents (70.0%) chose leisure
and 3 respondents (10.0%) chose travel.
25
3.7.3 Reliability Test of Each Aspect.
Table 3.3: Cronbach’s Alpha of Each Aspect.
Aspect Cronbach’s Alpha

Service Quality .721
Timeliness .851
Accessibility .818
Safety .693
Cost .825
Based on the Table 3.3, Cronbach’s Alpha for each aspect is more than 0.7.
According to Tavakol & Dennick, (1997), the Cronbach’s alpha value should
always in the range of 0.7 to 0.95. This means that the internal consistency of
timeliness, accessibility and cost aspects are in good range and service quality
aspect in acceptable range while safety aspect in questionable range. That
means the statements in safety aspect needs to be revised and change to give
them more representativeness, importance and clarity toward the related
matter.
3.7.4 Adjustments From Pilot Test Findings.
From the pilot test that has been done, education level is removed from the
questionnaire because it does not have any significant in measuring the
construct in this study. Furthermore, travel usage purpose in Section B is
replaced by personal matter. This is because travel is not suitable to be used
in the usage purpose as the travel itself means going from one place to another
and it is not suitable to be used as a purpose. Personal matter is included in
the usage purpose as it present personal matter and did not overlapping with
the other usage purposes. A few statements in service quality and safety
aspect also give the questionnaire a better representativeness, importance
and clarity toward represented matter.
26
3.8 Data Analysis
The data collected from respondents' questionnaires will be examined using

International Business Machines Corporation (IBM) renown software, the
Statistical Package for the Social Sciences (SPSS). This software is simple to
be used and allows wide variety of statistics presentation to be created with
the necessary analyses. SPSS also can easily process complicated data
which can be nuisance and taking a long time to be working on manually. It
also can form unique connections between the data, analyse them and
represent them according to user’s preferences. Additionally, the output can
be retrieved using a graphical representation, allowing the data can be
understood quickly (Noels, 2018).
3.9 Data Correlation, Hypothesis Testing and Relationship

Model Development
Correlation of the opinions and demographic profile will be tested in order to

find its relation. These relations will give a better picture of how the public view
public transportation in Bangi. Furthermore, the data that has been processed
will be studied to find its nature to the hypothesis created. Hypothesis will be
tested based on the data produced and relationship model that incorporate the
variables of the discussed topic will be developed to show their connections.
These connections can give a better view about the relationship between the
information obtained and the hypothesis.
27
3.10 Project Flow
Figure 3.3 shows the steps that carried out from the start to end of the research
project.
Figure 3.3: Research Flow Chart.
28
3.11 Project Gantt Chart
Table 3.4: Project Gantt Chart.
No Activities W1 W2 W3 W4 W5 W6 W7 W8 W9 W10 W11 W12 W13 W14 W15 W16 W17 W18
1 Construct Survey
Questionnaire
2 Pilot Test & Survey

Question Amendment
3 Conduct Survey
4 Data Analysis
5 Report Writing
6 Progress Presentation
7 Thesis Submission to
SV
8 Thesis Submission to
FYP Coordinator
9 Final Presentation
10 Correction &
Submission
Planned Actual
29
CHAPTER 4 : RESULT AND DISCUSSION
4.1 Introduction
In this chapter, analysis of data from the survey done for this study will be
presented and explained. Data analysis in this chapter is divided into four parts
which is demographic data, current public opinion of public transport in Bangi,
inferential analysis, scale measurement, inferential analysis and result
discussion. All of the data were analysed using Statistical Package for Social
Sciences (SPSS) software for the accuracy and reliability of the results.
4.2 Scale Measurement
4.2.1 Survey Response Rate
Response rate is important for the validity of a survey. However, throughout

the years, there are various study stated difference percent of response rate
for good or adequate survey results. Poole & Loomis, (2009) states that
response rate of 50% and 44% for their survey did not statistically different at
all. Moreover, in order to reduce the threat of nonresponse error, response rate
of 50% recommended to be achieved (Lindner & Wingenbach, 2002).
Table 4.1: Respondents’ Response Rate.
Response Total
Number of sample size 383
Number of respondents 228
Number of unmet respondents 155
Response rate 59.53%
Based on Table 4.1, the response rate of this survey is sufficient to convey
adequate or good result. From the sample size of 383 respondents, this study
30
had acquired 228 respondents. The response rate of this study is 59.53% and
it already past suggested value of 50%. Thus, the validity of this survey is in
the good level.
4.2.2 Reliability Test
Reliability test is used to measure the reliability of the data in this study. Most
of the research study use Cronbach’s Alpha test to measure the reliability of
the responses as it can determine how closely each item is related to the
others. Most of the time, Cronbach’s Alpha is used to test the reliability of the
data involving the use of Likert-type scale (Gliem & Gliem, 1992). In this study,
Likert scale is used to acquire the satisfaction level of current public transport
from the respondents. So, the usage of Cronbach Alpha as an analysis for the
data is justified to measure the reliability of the data.
Table 4.2: Reliability Test of Each Construct
Construct Number of Cronbach’s Reliability Test

statements Alpha Result
Service 5 0.891 Good Reliability
Quality
Timeliness 5 0.908 Excellent Reliability
Accessibility 5 0.916 Excellent Reliability
Safety 5 0.920 Excellent Reliability
Cost 5 0.951 Excellent Reliability
According to Tavakol & Dennick, (1997), the Cronbach’s alpha value should
always in the range of 0.7 to 0.95. Moreover, (George & Mallery, 2003) state
that Table 4.2 shows that service quality has good reliability. For the other four
aspects which are timeliness, accessibility, safety and cost, each of the has
excellent reliability. The validity of the study is good with these reliability test
results.
31
4.3 Demographic Data Analysis
This section will describe the demographic data of the survey respondents.
Demographic data is a set of data that provide background information on the
respondents. This study has acquired participants’ gender, age group and
employment status as its demographic data. 228 sets of questionnaires were
analysed for this section.
4.3.1 The Gender of Survey Respondent.
Figure 4.1: Gender of Survey Respondents
Question 1 of the Part A asked about the gender of the respondents. There
are only two choices provided which is either Male or Female. From Figure
4.1: Gender of Survey Respondents, it stated that this survey answered by 183
male respondents and 45 female respondents. This made up 80.3% male and
19.7% female respondents respectively.
This numbers were far apart as this survey took place around the
University of Kuala Lumpur Malaysia France Institute where there are a lot of
male students as the courses offered in this university are mainly engineering
and technical based courses. These number also contributed by most of the
researcher circle are male.
32
4.3.2 The Age Group of Survey Respondents.
Figure 4.2: Age Group of Survey Respondents
Question 2 from Part A requires respondents to specify their age. In this

question, six age groups were available for choosing. The age group: below
16 years old, 16 to 25 years old, 26 to 35 years old, 36 to 45 years old, 46 to
55 years old and above 55 years old were prepared. As shown in Figure 4.2,
111 respondents are from the group of 16 to 25 years old, 97 respondents from
26 to 35 years old, 13 respondents from 36 to 45 years old and 7 respondents
from 46 to 55 years old age group made up 48.7%, 42.5%, 5.7% and 3.1% of
the percentages respectively. None of the respondents are from below 16
years of age or above 55 years of age.
As stated before, the location of survey has been done around the area
of higher education institutions. This aspect resulting in young respondents
which are still students. The average age of student in higher education
institutions in Malaysia started at 18 years old for matriculation, foundation and
diploma, around 21 years old for bachelor’s degree and 25 years old for
master's degree. These resulting in above survey respondents’ dispersion.
33
4.3.3 The Employment Status of Survey Respondents.
Figure 4.3: Employment Status of Survey Respondents
Question 3 of the demographic questions questioned about the employment

status of the respondents. From the Figure 4.3, 59.6% are student, 3.1% are
self-employed, 32.0% are employed, 4.4% are unemployed and 0.9% are
retired.
The huge number of students, 136 respondents can be satisfied as
there are a lot of higher education institutions around Bangi which have made
Bangi concentrated with students. The number of respondents that employed
in Bangi also high which is made up from 73 respondents. This also because
Bangi has lots of industrial area around which give many job opportunities.
Self-employed, unemployed and retired are 7, 10 and 2 respondents
respectively.
34
4.4 Public Transport Usages by the Public in Bangi Analysis
This section will provide three important information about the usage of public
transport in Bangi by the public. Public transport usage frequency in the past
6 months will provide the insight towards respondent recent usage of public
transport, question about public transport used before will provide the formality
of respondents to the certain public transport and usages purposes provides
the information related to why they used the transports for.
4.4.1 The Usage Frequency of Public Transport in The Past 6

Months by The Respondents.
Figure 4.4: Usage Frequencies in The Past Six Months.
Figure 4.4 shows the question 1 of Part B requires respondents to state their
usage frequency of public transport in the past six months. The first option
which is ‘almost daily’ has been selected 5 times (2.2%) by the respondents.
The next option, ‘multiple times a week’ has the frequency of 31 (13.6%), ‘a
few times a month’ has the frequency of 44 (19.3%), 81 respondents (35.5%)
chose ‘once a month’ and 67 respondents (29.4%) never used public transport
in the past six months. Based on the usage frequency, the graph proves that
most of the respondents rarely used public transport that available.
35
Figure 4.5: Clustered Bar chart of Usage Frequency by Gender
Figure 4.5 shows the difference between usage of public transport between
male and female respondents. The most distinguish difference were female
used the public transports more rarely when compared to male. As shown in
the bar chart, 12 female respondents never used the public transport prior to
six months before doing the survey. 13 other female respondents used public
transports for once a month and 20 used it a few times a month.
Meanwhile, male respondents have selected public transport usages

for each construct. 68 of them used public transport once in a month, 24 used
it for a few times a month, 31 used them multiple times a week and 5 of the
male respondents used public transport for almost daily. Lastly, 55 of them
never used the public transport in the span of 6 months before answering
survey.
36
4.4.2 The Type of Public Transport Used in The Past by The
Respondents.
Type of public transport used by the public in Bangi were collected in the
survey. This is to acquire the knowledge and formality of the respondents
toward the public transports.
Table 4.3: Usages of Public Transport by Respondents.
Type of Public Number of Total Percent of

Transport User Respondents Respondents (%)
Bus 83 228 36.4
Light Rail Transit 128 228 56.1
(LRT)
Commuter (KTM) 83 228 36.4
Metro Rail Transit 67 228 29.4
(MRT)
Question 2 of Part B demands respondents to tick the type of public transport

used by them in the past. Based on Table 4.3, light rail transit (LRT) tops the
usages by respondents with 128 (56.1%) used it, followed by commuter (KTM)
83 respondents (36.4%), bus with 83 respondents (36.4%) and 67
respondents (29.4%) use metro rail transit (MRT).
Out of these four type of public transport, three of them are available in
Bangi. The station that is available for commuter (KTM) are Stesen Komuter
Bangi placed at Jalan Pekan Bangi Lama and the other one is Stesen Komuter
UKM located close to National University of Malaysia (UKM). The usage of
KTM by the respondents is 83 usages. This shows that 36.4% of respondents
have used KTM. The other type of public transport available in Bangi is bus.
Bus network in Bangi is huge as there are ranging from Semenyih, Nilai,
Kajang, Cheras and around Bandar Baru Bangi. 83 respondents has used this
type of public transport before. The last one public transport available near
Bangi is metro rail transit (MRT). The MRT station located at Jalan Reko
towards Kajang.
37
4.4.3 The Public Transport Usage Purpose by The Respondents.
Usage purposes of the public transport used by the respondents also needed
to give the bigger picture towards the respondents. This aspect also can be
analysed on later analysis.
Table 4.4: Usage Purposes by Respondents.
Usage Purpose Total Total Percent of Respondent

Usages Respondents (%)
Work 45 228 19.7
Education 64 228 28.1
Personal Matter 173 228 75.9
Leisure 121 228 53.1
For question 3 of Part B, the usage purposes of public transport by the

respondents stated in Table 4.4. In the above table, 45 respondents (19.7%)
chose their usage purpose for work, 64 respondents (28.1%) chose education,
173 respondents (75.9%) chose personal matter and 121 respondents (53.1%)
chose leisure.
4.5 Current Public Opinion on Public Transport in Bangi

Analysis
This section will provide analysed result from Part C of the survey. This part
consists of the statements of the current opinion on public transport. Each
aspect contains 5 statements. Each statement will be analysed and stated its
mean, standard deviation and mean ranking. Mean indicates overall score for
the statement, standard deviation shows how dispersed the data were when
compared to mean and mean ranking indicate the order of each statement
when compared to each other.
38
4.5.1 Current Satisfaction Level on Service Quality Analysis.
Table 4.5: Central Tendencies Measurement of Service Quality.
No Statement Sample Mean Standard Mean

Size (N) Deviation Ranking
1 I am satisfied with seat 228 3.70 0.976 2
availability.
2 I am satisfied with 228 3.59 0.927 4
employee services and
facilities.
3 I am satisfied with looks 228 3.62 0.859 3
and hygiene level.
4 I am satisfied with the 228 3.55 0.963 5
service information
provided regarding the
means of transport.
ease of entering and
exiting the transport.
Based on the Table 4.5, statement number 5 ranked first in the mean ranking
with the highest mean of 3.70 and standard deviation of 0.976. Statement
number 1 followed after by having the mean of 3.70 and standard deviation of
0.976. The third highest mean is 3.62 from statement number 3. Statement
number 3 also has standard deviation of 0.859. Statement number 2 and 5
placed fourth and fifth with mean of 3.59 and 3.55 respectively. The standard
deviation for statement number 4 is 0.927 and statement number 5 is 0.963.
The mean ranking shows that the satisfaction level of the ease of
entering and exiting the transport is the highest. This means that the public can
easily get on the public transport that they used without any hassles. The
availability of seat in the public transport also leans towards the satisfactory
level. Hence, making the seat availability of current public transport is quite
good. The looks and hygiene level of current public transport got the mean
39
score of 3.62, thus concluding this aspect is quite good overall. This is almost
the same as statement 2 and statement 4. Their satisfaction level is moderately
acceptable with both attributes.
4.5.2 Current Satisfaction Level on Timeliness Analysis.
Table 4.6: Central Tendencies Measurement of Timeliness.

punctuality of the
transport.
travel time of a trip.
time interval between
the transports.
stop time of a
transport.
availability frequency
of a transport.
According to Table 4.6, statement number 9 is the number one in the mean
ranking, with a mean of 3.34 and a standard deviation of 1.047. Statement
number 7 followed next by a mean of 3.29 and a standard deviation of 1.040.
Statement 10 has the third highest mean of 3.21. Statement 10 has a standard
deviation of 1.126 as well. Statements 8 and 6 came in fourth and fifth position,
with mean scores of 3.16 and 3.00, respectively. Statement number 8 has a
standard deviation of 1.080, while statement number 6 has a standard
deviation of 1.265.
40
Based on the mean values of each of the statement in timeliness
aspect, public satisfaction level of this aspect is the lowest when compared to
the mean of the others. With the lowest mean of 3.00 for the punctuality of the
transport, it shows that the punctuality of the transport is not at a good level.
This level of punctuality could contribute to the low level of usages of public
transport in Malaysia. The other statement regarding timeliness also quite low
with its value ranging from 3.16 to 3.34. The mean value of 3.16 represents
the satisfaction of time intervals between the transport and the highest, 3.34
mean value represents the stop time of a transport. Overall, timeliness aspect
mean values shows that it is fairly bad at present.
4.5.3 Current Satisfaction Level on Accessibility Analysis.
Table 4.7: Central Tendencies Measurement of Accessibility.

11 I can easily access 228 3.45 1.181 1
public transport in my
area.
hours of service of the
transports.
parking area around the
stations.
number of
stops/stations of public
transport.
transfer of transport
mode.
41
According to the Table 4.7, statement 11 has the mean ranking of one. This
statement has the mean of 3.45 and standard deviation of 1.181. for mean
ranking number two, statement 12 mean and standard deviation are 3.42 and
1.044 respectively. Statement number 15 comes in third for the mean ranking
with 3.21 for mean and 1.041 for standard deviation. For the same mean
ranking, statement 14 with the mean of 3.21 and standard deviation of 1.042.
Statement 13 comes last with the mean of 3.18 and standard deviation of
1.090.
For the mean value of 3.45, statement 11 represents the ability of the
public to access public transport in their area. This statement ranked first
between the other statements. This shows the public transport accessibility
around Bangi is quite in the middle. It is quite easy to access in some area,
and some are not. The hours of service of the public transport placed second.
This aspect of public transport also ranked between neutral and quite agrees
level. The other three statement obtained the mean values of 3.18 to 3.21
which are in the middle. Accessibility level to public transport in Bangi is in
moderate level as these values stand.
4.5.4 Current Satisfaction Level on Safety Analysis.
Table 4.8: Central Tendencies Measurement of Safety.

operator handling the
transport.
transport condition.
18 I am convinced I can easily 228 3.82 0.873 2
alert the authorities in case
of an emergency.
42
19 I feel safe using public 228 3.56 0.990 4
transportation especially
at night.
20 I feel safe at the 228 3.53 1.043 5
terminal/station/stop.
Statement 16 has a mean ranking of one, according to Table 4.8. The mean
of this statement is 3.89, while the standard deviation is 0.761. The mean and
standard deviation for mean ranking number two, statement 18, are 3.82 and
0.873, respectively. Statement 17 ranks third in the mean ranking, with a mean
of 3.79 and a standard deviation of 0.843. Statement 19 received the fourth
mean ranking, with a mean of 3.56 and a standard deviation of 0.990.
Statement 20 has the lowest mean of 3.53 and the highest standard deviation
of 1.043.
For the statements about safety, this aspect gives the highest overall
mean values when compared to the others. This indicates that overall
satisfaction level towards safety of public transport is quite good. The highest
mean value comes from statement 16 which states the satisfaction with the
operator handling the transport. This shows the operator handling the
transports is good and trained. The second highest mean value comes from
the easiness to alert authorities in case of an emergency. This statement
reveals the presence of authorities around public transport is adequate and
users could alert them without difficulty. The third highest mean value is about
the satisfaction of public towards the condition of the transport. It is scored 3.79
mean value which indicates the public transport vehicle that being used around
is in good condition.
However, the remaining statements about the safety of using public

transport at night and safety at the terminal/station/stop placed fourth and fifth
in ranking. The safety of using public transport at night got the mean value of
3.56 which implies it stood in between moderate and good level. Thus, this
quality can be improved more. The lowest value of mean comes from the
statement of the safety at terminal/station/stop.
43
4.5.5 Current Satisfaction Level on Cost Analysis.
Table 4.9: Central Tendencies Measurement of Cost.

fare price of the
transport.
parking fee around the
stations.
23 I am satisfied with 228 3.37 1.040 5
season ticket prices.
price to travel distance
ratio.
25 I am convinced that the 228 3.71 1.017 1
public transport cost
cheaper than private
vehicle.
Table 4.9 shows that statement 25 have the highest mean among the others.
The mean is 3.71 and the standard deviation of this statement is 1.017. On
second place, statement 21 has 3.68 as its mean and 0.880 as standard
deviation. For statement place third, statement 22 has the mean of 3.56 and
standard deviation of 0.962. For remaining places, statement 24 and 23 placed
fourth and fifth respectively. Statement 24 got 3.56 as its mean and 0.845 as
its standard deviation while statement 23 got 3.37 for the mean and 1.040 for
its standard deviation.
The satisfaction level of the public transport on ticketing system is quite

good as the mean value is 3.71. This implies that ticketing system of the
current public transport is in tolerable rate. The fare price of the transport
statement has the mean value of 3.68. This means the fare price is relevant.
44
Statement 22 and statement 24 share the same mean value, 3.56. The
statement about public satisfaction level about parking fee and price to
distance travel ratio are in the range of moderately good. However, for
statement about season ticket price, their agreement level tilted towards
neutral which indicates this effort could be better.
4.5.1 Current Satisfaction Level on All Aspect Analysis.
All aspects of the factor that could influence the public to use public transport
is then compared to each other to determine the perception of the public
towards current public transport. Their mean values are then ranked to
determine which aspect has the decent perception or not.
Table 4.10: Central Tendencies Measurement of All Aspect.
Aspect Sample Size Mean Standard Mean

(N) Deviation Ranking
Service 228 3.66 0.772 2
Quality
Timeliness 228 3.20 0.952 5
Accessibility 228 3.34 0.913 4
Safety 228 3.72 0.790 1
Cost 228 3.58 0.870 3
According to Table 4.10, amongst all aspects affecting public transportation

usages, safety aspect scored the highest with the mean of 3.72 and standard
deviation of 0.790. Service quality comes in second place in mean ranking. Its
mean is 3.66 and standard deviation is 0.772. For third place, with the mean
of 3.58 and standard deviation of 0.870 placed the cost aspect. Second last
place is accessibility aspect. Its mean is 3.34 and 0.913 for standard deviation.
Last place is filled by timeliness aspect with 3.20 for mean and 0.952 for
standard deviation.
From this ranking, it is shown that safety is the aspect with better
perception from the public. This means that public quite assure that using
public transport will not compromise their wellbeing. Next, service quality of
45
current public transport sits almost between neutral and good perspective
followed by cost aspect. These two aspects give the indication that both is
moderately good right now and it can be done better in the future. However,
the accessibility and timeliness aspect are worst. Both aspects placed fourth
and last respectively. This gives a picture that the public in Bangi dislike the
current status of both aspects about public transport.
4.6 Hypothesis Testing and Relationship Model
4.6.1 Hypothesis Testing Using Independent Sample T-Test
Table 4.11: Group Statistics for Dependent And Independent Variables.
(DV) Usage Std. Std. Error

Frequency N Mean Deviation Mean
Service ≥2 161 3.8584 0.69951 0.05513
Quality <2 67 3.1910 0.73890 0.09027
Timeliness ≥2 161 3.1938 0.99685 0.07856
<2 67 3.2149 0.84302 0.10299
Accessibility ≥2 161 3.4882 0.96147 0.07577
<2 67 3.0000 0.67689 0.08270
Safety ≥2 161 3.8273 0.78914 0.06219
<2 67 3.4627 0.73626 0.08995
Cost ≥2 161 3.6944 0.86286 0.06800
<2 67 3.2925 0.82706 0.10104
Based on the Table 4.11, usage frequency has been selected as the
dependent variable because it is the effect of the respondents’ opinion on
public transport based on current public transport situation. The cut point for
usage frequency is ≥ 2 as the groups represented by the value equal or more
than 2 have used the public transport in the past 6 months. For other group, <
2 represent a group of respondents that never used public transport for the
past 6 months. For independent variables, service quality, timeliness,
46
accessibility, safety and cost have been chosen as it represents the causes
that effect the usages of public transport.
Table 4.12: Independent Sample Test
Hypotheses Variable t-test p-values Significance

H1 Service 6.454 <0.001 Highly
Quality significant
H2 Timeliness -0.152 0.879 Insignificant
H3 Accessibility 4.353 <0.001 Highly
significant
H4 Safety 3.240 0.001 Significant
H5 Cost 3.242 0.001 Significant
P-value less than 0.05 indicates the null hypothesis has to be rejected and
accept the alternative hypothesis. While for p-value higher than 0.05, the null
hypothesis has to be accepted and the alternative hypothesis has to be
rejected.
Table 4.13: Hypothesis Test Results
Aspect Hypotheses Test

result
Service H01: There is no significant relationship between Reject
Quality public transportation usage and service quality.
HA1: There is a significant relationship between Accept
public transportation usage and service quality.
Timeliness H02: There is no significant relationship between Accept
public transportation usage and timeliness.
HA2: There is a significant relationship between Reject
public transportation usage and timeliness.
Accessibility H03: There is no significant relationship between Reject
public transportation usage and accessibility.
public transportation usage and accessibility.
47
Safety H01: There is no significant relationship between Reject
public transportation usage and safety.
public transportation usage and safety.
Cost H02: There is no significant relationship between Reject
public transportation usage and cost.
public transportation usage and cost.
As shown in Table 4.13, all null hypothesis for service quality, accessibility,
safety and cost has to be rejected and the alternative hypothesis were
accepted. While for the hypothesis for timeliness, the null hypothesis was
accepted and the alternative hypothesis was rejected.
4.6.2 Relationship Model That Incorporates the Variables That

Affect the Usage of Public Transport in Bangi
Relationship model is a form of data presenting process that will give the
audience better understanding about the focused issues. In this relationship
model, the factors influencing the usage of public transport by the public is
shown.
Figure 4.6: Relationship Model for Factors Influencing the Usage of Public
Transport.
48
Based on the Figure 4.6, public transport usage by the public is not influenced
by the low satisfaction level of the timeliness aspect of the public transport.
This statement can be seen on the dash line in the figure. Even though the
timeliness aspect is not up to the bar, the public still use the public transport to
travel from one place to another. This statement is supported by the
hypotheses testing done in Table 4.12 and hypothesis test result in Table 4.13.
The other aspects such as service quality, accessibility, safety and cost
influenced the public in using public transport for one of their commuting
means.
4.6.3 Discussion on Relationship Model
The factor that most of the respondents satisfy with is safety. This can be
proved by the highest mean ranking based on the Table 4.10. This also support
the findings by Kamaruddin et al., (2012) which found that the main important
element that influence customer satisfaction with public transportation is
safety. However, the sample t-test result reveal that it is not the most significant
aspect on respondents using the public transport.
The aspect that highly significant to the usages of public transport by

the respondents are service quality and accessibility. Research by Borhan et
al., (2014), service quality is hugely related to the public transport use by
public. This finding is corresponding to service quality is significantly correlated
with the public transport usage found in this study. This is proven by the
alternative hypothesis for service quality is accepted as the aspect is related
to public transport usage.
Accessibility plays a huge role on determining the usage of public

transport as if the public could get their hands on better accessibility, the usage
of public transport will increase. This aspect highest mean is the easy access
to public transport in respondents’ area as shown in Table 4.7. This means
that if more respondents get more easy access to public transport station or
stop, the more respondents will use public transport frequently.
Cost aspect is significant to the respondents’ usage of public transport

in Bangi but not as significant as the other two aspect mentioned earlier as
seen in the t-test. The cost of public transport is justified cheaper than using
49
private vehicles can be seen of statement 25 on Table 4.9. The mean value of
this statement is the highest thus proving respondents mostly agree with the
statement.
Lastly, timeliness of the public transport is mostly not related to the

usage of the public transport by the respondents in this study. This is because
most of them uses public transport mostly for personal matter and leisure as
can be seen on Table 4.4. This rids the needs for punctuality, time intervals
between the transport and high availability frequency of the public transport. If
the usages by the respondent more in work and education purposes, maybe
the result will change.
50
CHAPTER 5 : CONCLUSION
5.1 Conclusion
The aim of this project is to study the public view on current public
transportation available in Bangi along with variables that affect the public view
on determining the usage of public transport. This study acquired its data by
conducting a survey to the public in Bangi.
Satisfaction level of variable that influence respondents’ usage of public

transport is studied. This study found that safety place first, followed by service
quality, cost, accessibility and timeliness. These variables are then tested to
find its influence on the usage of public transport by the respondents. It was
tested using hypotheses testing. The result stated that timeliness aspect does
not have any influence towards the usage of the public transport by the
respondents. This is because most of the usage purpose by respondents are
for personal matter and leisure. Lastly, a relationship model is constructed
about the relationship between public transport usage purposes, variables
affecting the uses and public transport usages. This could give the better
picture of how these things related and how they are related to each other.
As the conclusion, the findings from this study made the understanding
on how the current public opinion towards public transport in Bangi better. The
usages and the variable affecting it also made clearer. This study also reveals
the trait of current public transport that could be changed or improved to
enhance the usage of public transport thus supporting National Transport
Policy (NTP) 2019-2030 goal to increase the usage of public transport in
Malaysia to 40% in the end of 2030.
51
5.2 Recommendations
Recommendations for future research is important as it could enhance the

study validity and gives better findings. Firstly, future study must use bigger
sample size. Big sample size will not only gain more respondents but also
gives more variance from various demographic profile. By doing that, more
data can be acquired and it can enhance the accuracy of the data. It will also
eliminate response bias thus making the data more reliable.
Other than that, variable that affecting the usage of public transport
should be added. One of the important aspects that relates with the usage of
public transport are environmental attitude. Environmental attitude could affect
people into using public transport more. The environmental issues have been
brought up more in this 20th century. So, it is just fitting to include this aspect
in the future research.
Next, future study should also consider doing qualitative research. This
can be done by doing interviews to the public. By doing interviews, researchers
could get better understanding of the issues based on face-to-face
explanations by the respondents. The data obtained also will be more
constructive and all small details can be considered.
52
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58
APPENDIX
Survey Question
Perception on Public Transport as a Mode of Transport: A Case Study

from Bangi, Malaysia
Public transport is a crucial means of transport to travel from one spot to

another. However, public transport in Malaysia is not fully utilized by the
Malaysian. Several factors leading to these circumstances need to be studied
and verified.
Therefore, the main purpose of this survey is to obtain information on public

perception of current public transport available in Malaysia.
This survey contains of three parts which are Part A, Part B and Part C. Your
answer will be kept confidential. Thank you for cooperating with doing this
questionnaire.
_____________________________________________________________
Section A: Demographic profile
Please tick “✓” the appropriate answer.
1. Select your gender.

 Male
 Female
2. Select your age group.

 16 to 25 years old
 56 years old and above
59
3. Select your current employment status.
 Student
 Self-employed
 Employed
 Unemployed
 Pensioner
Section B: Public transport usages.
Please tick “✓” the appropriate answer.
1. Your public transport usage frequency in the past 6 months.

 Almost daily
 Multiple times a week
 A few times a month
 Once a month
 Never
2. Public transport used before even more than 6 months. (You can tick
multiple answers for this question)
 Bus
 Light rail transit (LRT)
 Commuter (KTM)
 Metro rail transit (MRT)
3. Please select your usage purpose. (You can tick multiple answers for
this question)
 For work
 For school or study
 For personal matter
 For leisure
 Others ____________
Section C: User perception on current public transport in Bangi.
60
Based on previous surveys conducted in various places in Malaysia, below are
the aspects that usually affect the usage of public transportation in an area.
Please tick “✓” the most preferrable choice for each statement that relates to
public transportation in Bangi.
Each question uses 5 points on the Likert scale.
1 – Strongly Disagree | 2 – Disagree | 3 – Neutral | 4 – Agree | 5 – Strongly Agree
Service Quality 1 2 3 4 5
1. I am satisfied with seat availability.     
2. I am satisfied with employee services and facilities.     
3. I am satisfied with looks and hygiene level.     
4. I am satisfied with the service information provided     

regarding the means of transport.
5. I am satisfied with the ease of entering and exiting     

the transport.
Timeliness 1 2 3 4 5
6. I am satisfied with the punctuality of the transport.     
7. I am satisfied with the travel time of a trip.     
8. I am satisfied with the time interval between the     

transports.
9. I am satisfied with the stop time of transport.     
10. I am satisfied with the availability frequency of a     

transport.
Accessibility 1 2 3 4 5
11. I can easily access public transport in my area.     
61
12. I am satisfied with the hours of service of the     
transports.
13. I am satisfied with the parking area around the     

stations.
14. I am satisfied with the number of stops/stations of     

public transport.
15. I am satisfied with the transfer of transport mode.     
Safety 1 2 3 4 5
16. I am satisfied with the operator handling the     

transport.
17. I am satisfied with the transport condition.     
18. I am convinced I can easily alert the authorities in     

case of an emergency.
19. I feel safe using public transportation especially at     

night.
20. I feel safe at the terminal/station/stop.     
Cost 1 2 3 4 5
21. I am satisfied with the fare price of the transport.     
22. I am satisfied with the parking fee around the     

stations.
23. I am satisfied with season ticket prices.     
24. I am satisfied with the price to travel distance ratio.     
25. I am convinced using public transport is cheaper     

than private vehicle.
62
SPSS Output
Reliability
Service Quality
Reliability Statistics
Cronbach's
Alpha Based on
Cronbach's Standardized
Alpha Items N of Items
.891 .891 5
Timeliness
Cronbach's
Alpha Based on
.908 .909 5
Accessibility
Cronbach's
Alpha Based on
.916 .916 5
Safety
Cronbach's
Alpha Based on
.920 .925 5
63
Cost
Cronbach's
Alpha Based on
.951 .954 5
Frequencies
Statistics
(DV) Usage
Gender Age Employment Frequency
N Valid 228 228 228 228
Missing 0 0 0 0
Mean 1.20 1.63 1.84 2.22
Std. Deviation .399 .730 1.072 1.089
Frequency Table
Gender
Cumulative
Frequency Percent Valid Percent Percent
Valid Male 183 80.3 80.3 80.3
Female 45 19.7 19.7 100.0
Total 228 100.0 100.0
Age
Cumulative
Valid 16 to 25 years old 111 48.7 48.7 48.7
26 to 35 years old 97 42.5 42.5 91.2
36 to 45 years old 13 5.7 5.7 96.9
46 to 55 years old 7 3.1 3.1 100.0
Total 228 100.0 100.0
64
Employment
Cumulative
Valid Student 136 59.6 59.6 59.6
Self-employed 7 3.1 3.1 62.7
Employed 73 32.0 32.0 94.7
Unemployed 10 4.4 4.4 99.1
Retired 2 .9 .9 100.0
Total 228 100.0 100.0
(DV) Usage Frequency

Cumulative
Valid Never 69 30.3 30.3 30.3
Once a month 81 35.5 35.5 65.8
A few times a month 42 18.4 18.4 84.2
Multiple times a week 31 13.6 13.6 97.8
Almost daily 5 2.2 2.2 100.0
Total 228 100.0 100.0
65
Bar Chart
66
67
Multiple Response
Case Summary
Cases
Valid Missing Total
N Percent N Percent N Percent
$useda 224 98.2% 4 1.8% 228 100.0%
$purposea 227 99.6% 1 0.4% 228 100.0%
a. Dichotomy group tabulated at value 1.
$used Frequencies
Responses
N Percent Percent of Cases
a
Public Transport Used Used Bus 83 23.0% 37.1%
Used light rail transit (LRT) 128 35.5% 57.1%
Used commuter (KTM) 83 23.0% 37.1%
Used metro railt transit 67 18.6% 29.9%
(MRT)
Total 361 100.0% 161.2%
68
$purpose Frequencies
Responses
N Percent Percent of Cases
Usage purposea Purpose: Work 45 11.2% 19.8%
Purpose: Education 64 15.9% 28.2%
Purpose: Personal Matter 173 42.9% 76.2%
Purpose: Leisure 121 30.0% 53.3%
Total 403 100.0% 177.5%
Frequencies
Statistics
SQ Trip SQ
Experience SQ Employee SQHygiene SQ Information Entering/Exiting
N Valid 228 228 228 228 228
Missing 0 0 0 0 0
Mean 3.70 3.59 3.62 3.55 3.78
Std. Deviation .976 .927 .859 .963 .946
Statistics
TL TL Availability
TL Punctuality TL Travel Time TL Interval Arrival/Departure Frequency
N Valid 228 228 228 228 228
Missing 0 0 0 0 0
Mean 3.00 3.29 3.16 3.34 3.21
Std. Deviation 1.265 1.040 1.080 1.047 1.126
Frequencies
Statistics
AC Number of AC Transfer of
AC Access AC Hours AC Parking Area Station Transport
N Valid 228 228 228 228 228
Missing 0 0 0 0 0
Mean 3.45 3.42 3.18 3.21 3.21
Std. Deviation 1.181 1.044 1.090 1.042 1.041
Frequencies
69
Statistics
SF Transport SF SF Safety at
SF Handling Condition Lighting/Layout SF Night Terminal
N Valid 228 228 228 228 228
Missing 0 0 0 0 0
Mean 3.89 3.79 3.82 3.56 3.53
Std. Deviation .761 .843 .873 .990 1.043
Frequencies
Statistics
PC Season PC Ticket
PC Fare Price PC Ratio PC Parking Fee Ticket System
N Valid 228 228 228 228 228
Missing 0 0 0 0 0
Mean 3.68 3.56 3.37 3.56 3.71
Std. Deviation .880 .962 1.040 .845 1.017
T-Test
Group Statistics
(DV) Usage Frequency N Mean Std. Deviation Std. Error Mean
service >= 2 159 3.8642 .70201 .05567
<2 69 3.1971 .72881 .08774
timeliness >= 2 159 3.1962 1.00290 .07954
<2 69 3.2087 .83132 .10008
accessibility >= 2 159 3.4918 .96698 .07669
<2 69 3.0058 .66772 .08038
safety >= 2 159 3.8277 .79412 .06298
<2 69 3.4725 .72758 .08759
price >= 2 159 3.7031 .86474 .06858
<2 69 3.2841 .81631 .09827
Independent Samples Test
Levene's Test for Equality of
Variances t-test for Equality of Means
95% Confidence Interval of the
Std. Error Difference
F Sig. t df Sig. (2-tailed) Mean Difference Difference Lower Upper
service Equal variances assumed .001 .979 6.515 226 .000 .66705 .10238 .46531 .86879
70
Equal variances not assumed 6.419 125.057 .000 .66705 .10391 .46140 .87270
timeliness Equal variances assumed 1.254 .264 -.091 226 .928 -.01247 .13760 -.28362 .25868
Equal variances not assumed -.098 154.496 .922 -.01247 .12783 -.26500 .24006
accessibility Equal variances assumed 19.837 .000 3.798 226 .000 .48603 .12796 .23388 .73817
safety Equal variances assumed .005 .943 3.181 226 .002 .35521 .11168 .13514 .57528
price Equal variances assumed .837 .361 3.418 226 .001 .41909 .12260 .17750 .66068
Independent Samples Effect Sizes

95% Confidence Interval
Standardizera Point Estimate Lower Upper
service Cohen's d .71018 .939 .643 1.234
Hedges' correction .71255 .936 .641 1.230
Glass's delta .72881 .915 .591 1.234
timeliness Cohen's d .95452 -.013 -.296 .270
Hedges' correction .95771 -.013 -.295 .269
Glass's delta .83132 -.015 -.298 .268
accessibility Cohen's d .88762 .548 .260 .834
Hedges' correction .89058 .546 .259 .831
Glass's delta .66772 .728 .418 1.033
safety Cohen's d .77470 .459 .172 .744
Glass's delta .72758 .488 .192 .781
price Cohen's d .85046 .493 .206 .778
Glass's delta .81631 .513 .216 .807
a. The denominator used in estimating the effect sizes.
Cohen's d uses the pooled standard deviation.
Hedges' correction uses the pooled standard deviation, plus a correction factor.
Glass's delta uses the sample standard deviation of the control group.
71

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PERCEPTION ON PUBLIC TRANSPORT AS A MODE OF

TRANSPORT: A CASE STUDY FROM BANGI, MALAYSIA

MUHAMMAD ZAHIR FARIQIE BIN ABDUL RAHMAN @ ABDUL

Report Submitted to Fulfil the Partial Requirements

Date: 20/06/2022 Signature ……………………......

Date: 20/06/2022 Signature ……………………......

Bismillahirrahmanirrahim, in the name of Allah SWT, the Most Gracious and

May Allah SWT bless you.

In recent years, public transportation in Malaysia viewed as subpar by the

Beberapa tahun kebelakangan ini, imej pengangkutan awam di Malaysia

APPROVAL PAGE ........................................................................................ II

ACKNOWLEDGEMENT ............................................................................... III

TABLE OF CONTENT .................................................................................. VI

LIST OF FIGURES ....................................................................................... IX

LIST OF TABLES .......................................................................................... X

LIST OF ABBREVIATION ............................................................................ XI

CHAPTER 2 : LITERATURE REVIEW

CHAPTER 4 : RESULT AND DISCUSSION

Figure 1.1: Percentage of Population. ............................................................ 1

Table 3.1: Pilot Test Demographic Profile. ................................................... 24

FYP Final Year Project

Urban area is a region where the surrounding is mostly well-developed,

Figure 1.1: Percentage of Population (Rodrigue, 2021).

Public transportation is a system of transport where the general public

Furthermore, studies in the recent years shows transportation services

1.2 Problem Statement

Malaysia have so many public transportations available such as commuter

In Putrajaya, Malaysian’s government administrative centre has bus,

These confirmed that public transportation in Malaysia is underutilised

1.3 Aims and Objectives

• To study the public opinion on public transport available in Bangi.

2.2 Urbanization and Its Effects on Public Transport

Urbanization mainly resulting from natural increase and rural to urban

Urbanization has many impacts towards an area. Yearly increase in

2.2.1 Urban Form and Spatial Structure

Figure 2.1: Relation of Transportation, Urban Form and Urban Spatial

2.2.2 Type of Urban Spatial Structures

Figure 2.2: Type of Urban Spatial Structures (Rodrigue, 2021).

Based on Figure 2.2Centralized and clustered type indicates most

2.3 Transportation Modes in Urban Area

Urban population chooses their mode of transportation based on the objective

2.3.1 Different Transport Modes Efficiency

Different mode of transport has different advantages and disadvantages.

Figure 2.3: Efficiency of Different Transport Modes (Rodrigue, 2021).

2.3.2 Urban Transport Development Path

Figure 2.4: Urban Transport Development Path (Rodrigue, 2021).

Urban transportation in Malaysia particularly in Klang Valley consists of

The usage of public transportation is important to improve the condition

2.4 Urban Transportation Modes in Malaysia and Its

Urban area transportation in Malaysia consists of three types: automobiles,

1. Fuel wastage - Because of traffic, roughly RM 1 billion to RM2.4 billion

Public transportation usage in Malaysia is also noticeably low as

The commonly used of p-values takes p ≥ 5% as “not significant”, 1% < p <

H01: There is no significant relationship between public transportation

HA1: There is a significant relationship between public transportation

H02: There is no major relationship between public transportation usage

HA2: There is a major relationship between public transportation usage

H03: There is no major relationship between public transportation usage

HA3: There is a major relationship between public transportation usage

H01: There is no significant relationship between public transportation

HA1: There is a significant relationship between public transportation

H02: There is no major relationship between public transportation usage