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Tun Razak seeking an appointment so that we can present our problems directly to him in his capacity as Minister in charge of SPAD and Ministry of Finance. However to date there is no ac- knowledgement or response from his office. We are still waiting for an appointment to meet the Prime Minister, and hope that he will meet us as soon as possible. It is important as he is presently hearing only one side of the story from his advisers and officers. I think he should see us to get first-hand information and then made an informed decision.
Tengku Hasmadi
Any form of mon- etary subsidy will definitely help us. However, with the current RM 400 million funds, the government is only subsidis- ing our operating costs, and it is not going to work in the long term. Moreover, it is not only not fair, but there is also the possibility that the government might
have given more subsidies to companies that are bad in cost management. We suggested that the authority learn from other transport systems such as Indonesia, which uses a cost-per- km system, meaning the government subsidises the cost of a trip made by a public transport vehicle.
For example, if the government sets the fare from Klang to KL at RM 2, and that the trip costs RM 200 each way. Let’s say the bus carry 50 passengers each way, there will be a revenue of RM100. If the length of the trip is 50km, it will be RM 4 per km. In order to make the fare remains affordable to the public, the government can pay the bus company RM4.50 per km. The RM4 will be the cost for the bus company and the 50 sen will become the return of the investment for the operators. By do- ing this, the bus companies will manage their cost effectively, and with the excess cash the bus operators will be able to re- invest in the business such as buying new buses and improve their services, which will in return increase the public usage. By implementing this system, the bus fare will go to the gov- ernment, and when the ridership increases to more than 80 per cent, there will be a surplus. The Indonesian government implemented the system in 2005, and after 4 years of imple- mentation, they are now making profit.
With regards to the impact of the report released by Miros. Do you agree that high-deck or double deck buses are not suitable for long haul journeys? Why?
Datuk Ashfar
About 10 years ago, the Commercial Vehicle Licensing Board (LPKP) encouraged express bus operators to buy double- deck buses to help reduce operating cost by being able to move more passengers per trip from one state to another. There was no restrictions imposed by LPKP and it was never stated in the license where we could operate or the types of roads we could use.
16 truck & bus news › 2012/1
统取经，他们采用的是每公里成本系统，也就是政府津贴公
交车的行驶成本。
比方说，政府规定从巴生到吉隆坡的车费是2令吉，而每次 的行驶成本是200令吉。假设巴士乘客人数是50人，那么就 有100令吉的利润。若车程是50公里，那每公里就是4令吉。 为了让车资保持在人们能够负担的范围，政府需支付巴士公 司每公里4.50令吉。4令吉就成了巴士公司的成本，50仙就 成了巴士公司的投资报酬率。这样一来，巴士公司就会有效 管理他们的成本，有了多余的现金，巴士公司就能将这些钱 重新投资在生意里，比如购买新巴士和改善他们的服务，结 果就会有越来越多人乘搭巴士。在这样的系统下，巴士车资 将由政府收取，而当乘搭巴士的人数增加到80%之后，就会 有利可图了。印尼政府在2005年采用这个系统，4年后，他 们已经在赚钱。
有关Miros报告的影响。您是否同意双层巴士不适用于长 途?为什么?
拿督阿斯法
大约10年前，大马商用车牌照局(LPKP)鼓励长巴业者购买 双层巴士，以便他们从这州到那州的每一个车程都能载更多 的乘客，协助他们降低运作成本。当时LPKP并没有提出任何 的限制，执照上也没指明我们只能将它们用在哪一种路上。
目前，约有超过300辆双层巴士在马路上行驶。巴士公司 在巴士设计方面没有任何权利，因为这些设计都是由有关 当局批准的。10多年后的今天，政府突然宣称这类巴士的 重心不佳，我认为他们在批准巴士计划前应该好好研究一 番。巴士的重心，在任何情况下都和巴士旅程的长短毫无 关联。
东姑哈斯马迪
不同意。重心和巴士行驶距离没有任何关联，惟有在巴士转
弯时，才有影响。因此，将双层巴士用于长途和微弯的路是
安全的，而不是非常弯曲的公路。
我们是其中一家最先使用双层巴士的公司，而且我们自2002 年开始就已在提供双层巴士服务。今天，我们有67辆双层巴 士在路上行驶。我们将它们用于长途，但没有开往金马仑高 原和云顶。我们最多只是开到位处云顶半山的Awana。
黄杰星
不同意。6X2底盘的双层巴士和4X2底盘的high-deck巴士是 安全的。制造商已经计算过它们的高度，以确保安全性，而 且JPJ也批准了它们在路上行驶。
TCIE.ai 14/02/2012 10:06:59