• Why should BESRAYA toll users pay to get stuck in traffic jams?

    Media Statement by Dr. Ong Kian Ming, Member of Parliament for Serdang, on the 21st of November 2017

    Why should BESRAYA toll users pay to get stuck in traffic jams?

    Every weekday evening, without fail, there is a long traffic jam starting from the BESRAYA Sungai Besi toll all the way to the Mines Shopping Mall. This bumper to bumper traffic of 2.4km frustrates drivers to no end because motorists are effectively paying to get stuck in traffic jams. This traffic jam has not been reduced even after the implementation of a contra-traffic flow which opens one additional lane after the BESRAYA toll heading towards Universiti Putra Malaysia (UPM).

    What many motorists are not aware of is the fact that the government, specifically, the Ministry of Works, can take action against the toll concessionaire if these traffic jams persist. For BESRAYA, the toll concessionaire must ensure a Level of Service (LOS) “C” at the toll plaza and / or at the immediate interchange. Level of Service “C” means a stable or at near free flow of traffic. During peak hours, the Level of Service after the BESRAYA Sungai Besi toll is “F” which is bumper to bumper traffic.

    According to the concession agreement, if the traffic flow falls below the “C” LOS, the toll concessionaire must appoint a traffic consultant to do a traffic assessment. If the traffic consultant confirms that the LOS has fallen to below a “C” level of service, then the concessionaire must apply for flexible tolling. This means that during off peak hours, the toll rate must be reduced by at least 10% (See Table 1 below). This is to encourage more motorists to use the toll road during off-peak hours rather than during peak hours.

    Table 1: Peak and Off-Peak Tolling when LOS falls to below service level “C” during peak hours

    Peak Period

    (a) 6:30 am – 9:30 am

     (b) 4:30 pm – 7 pm

    Toll Rate

    As per this agreement

     As per this agreement

    Off Peak

    (a) 9:31 am – 4:29 pm

    (b) 7:01 pm – 6:29 am

    Toll Rate

    Minimum 10% lower than Agreed Toll in this Agreement

    If a reduction in off-peak toll rates fails to bring the LOS to service level “C”, then the concessionaire must upgrade the Toll Plaza or the affected interchange at their own cost. During this time, the concessionaire must pay the government an amount equivalent to 10% of the estimated costs of the upgrading works per month for the inconvenience caused until the appropriate upgrading work is completed. For example, if the upgrading works cost a total of RM10 million, the concessionaire must pay the government RM1 million a month until the upgrading work is completed.

    The failure of the Ministry of Works to take any action against the BESRAYA toll concessionaire clearly shows that this government has no political will to take on the toll concessionaires. Instead, this BN government has no problems paying millions of RM to these toll concessionaires in compensation for not raising toll rates. The total compensation paid to BESRAYA from the start of the concession period until 2015 was RM77.6 million. Instead of paying out these millions to BESRAYA, the government should ask BESRAYA to solve the traffic jam problem at its Sungai Besi toll and to fine the concessionaire as per the terms and conditions of the concession agreement as long as the traffic problem has not been resolved.

    Dr. Ong Kian Ming
    Member of Parliament for Serdang

  • 敦促政府向公众披露捷运3号线的投标规格

    (2017年11月15日)沙登区国会议员王建民博士的媒体声明

    敦促政府向公众披露捷运3号线的投标规格

    当读到财经日报《The Edge Financial Daily》引用捷运公司总执行长Datuk Seri Shahril Mokhtar的访问作为标题:”捷运公司:别政治化招标项目”,我不禁感到十分惊讶。由于捷运2号线有途径沙登选区,因此我认识到与我曾打交道的Shahril和捷运公司的员工向来在回应公众意见向来都表现得十分积极和专业 。因此,当(预计耗资350亿至400亿令吉之间)捷运3号线的建造和融资模式从弃用工程交付伙伴(PDP)模式转为总承包模式(turnkey model)时,他应该更大方接受公众的密切监督。

    早在2011年,捷运公司和陆路公共交通委员会(SPAD) 就一直提倡工程交付伙伴(PDP)模式。[1]陆路公共交通委员会前任行政总裁莫哈末诺曾说道:“在PDP下,延迟交付和成本超支的风险和费用将由承包商承担。因此,PDP确保了单一的问责单位,以便在协议里的截止日期和目标成本之内完成整个项目,或面临金钱上的罚款。这都是一般的工程咨询公司所缺乏的财务管理和承担能力。“

    Shahril也在昨天的媒体发布会上解释,由于捷运公司曾在捷运3号线的地下站扮演PDP的角色,它也借用类似的经验来管理捷运2号线的承包商。他进一步地表示:“由于我们拥有管理捷运地下站的必要经验,因此我认为继续PDP模式与否已不成问题,因为我们有能力像过去般来管理承包商。”由于承包商需负责捷运3号线项目90%的融资,那采用PDP模式的捷运1号线和2号线所面临的奖惩制度是否仍会相同?

    Shahril还指出,捷运3号线的路线需待2018年底才能确认。如果路线未获确认,那欲投标的承包商又要如何准确地评估捷运3号线的总建造成本呢? 相比之下,捷运2号线于2015年5月[2]公开展示,而在同年11月才接受该项目前期工程的首次招标 。在路线公开展示后的1年后,捷运地下站和第一个高架桥的工程项目在2016年3月才被颁发。[3] 如今,有兴趣投标的公司不仅需要尽快草拟建议报告,而且唯有等待招标结束后才能知道捷运项目的全部规格和路线。

    像捷运如此庞大而复杂的项目,这些投标文件通常会以不公开的方式来出售给潜在的投标公司。 但基于这个项目的成本,建造和融资条款的变化及涉及公共利益的重要性,我在此敦促政府公开披露捷运3号线的投标规格,以便回应许多关注这项课题的记者,财务分析师和国会议员。

    王建民博士
    沙登区国会议员

    [1] http://www.mymrt.com.my/cms/upload_files/mediarelease/mediarelease_download_000005.pdf

    [2] https://www.thestar.com.my/business/business-news/2015/05/14/details-of-mrt2-project-on-public-display-tomorrow/

    [3] http://www.mymrt.com.my/en/awarded-contracts-ssp

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