CHAPTER 16 - Iskandar Malaysia

Section B Planning and Implementation 

Part 4 Infrastructure Development Initiatives 

CHAPTER 16 

Transit-oriented Development

chapter 

Transit-oriented Development 16 

16.1 Introduction 

Among others, the development of SJER will focus on Transit-oriented 

Development (TOD). This is in line with the policies of the NPP: 

NPP: The TOD concept will be promoted as the basis of urban planning 

to ensure viability of public transportation. 

NPP: Transportation systems in all major urban centres shall adopt a 

modal split of 50:50 between public and private transport. 

TOD seeks to implement a more sustainable approach to urban 

planning in the use of land around transit stations. 

16.2 Definition 

Transit Oriented Development (TOD) is a walkable mixed-use form of 

development typically focused within 400m radius of a transit station 

or any public bus network. Development shall be concentrated near 

stations to make transit convenient for people and encourage rider 

ships. This form of development utilises existing infrastructure, optimises 

use of the transit network and enhances mobility for local communities. 

The CDP will identify major centres such as commercial nodes, 

employment concentrated areas and institutional nodes, as areas to 

be included in the TOD. 

16.3 Goals 

In moving towards TOD, strong emphasis shall be placed on integrating 

development and public transportation strategies. In doing so, the goals 

for CDP on TOD are to: 

TRANSIT-ORIENTED DEVELOPMENT GOALS 

• Introduce an efficient Public Transportation system to link 

major centres/townships and to encourage a Transit 

Oriented Development especially within the SEC and its 

immediate surroundings. 

• Organize growth at the SEC level to be compact and 

transit-supportive. 

• Enhance SJER economic base by capitalizing on the TOD. 

16.4. Objectives 

To support the goals for SJER TOD, several objectives has been identified 

to integrate land use development with public transportation systems; 

■ Ensure transit is supportive of land uses; 

■ Increase density around transit stations; 

■ Create pedestrian oriented design; 

■ Make each station a centre for activity; and 

■ Manage parking, bus and vehicular traffic. 

16 - 1

SECTION B PLANNING AND IMPLEMENTATION 

16.5 Transportation Development in SJER 

A. Overview 

SJER has an existing imbalanced modal split of about 70:30 with a 

bias of private transport. In addition, Table 16.1 shows that the traffic is 

estimated to grow at an average rate of 4.2% up to the horizon year of 

2025 where the volume of daily trip generation is estimated to double 

from the current figures in 15 years; up to the year 2020. 

Table 16.1: Traffic Growth Factor from Year 2006-2025 

Year 2000 2001-2005 2006-2010 2011-2015 2015-2020 2021-2025 

Rate 

(%) 

Trips 

(vpd) 

16 - 2 

- 3.9 4.0 6.7 4.0 4.2 

1,254,256 1,516,251 1,847,606 2,549,989 3,100,120 3,936,802 

Source: SJER CDP 2025 (Note: vpd – vehicle per day) 

If left unchecked, the large amount of traffic generated will cause 

traffic congestion and represents an immediate and future challenge. 

It follows that the key strategy for public transportation development in 

SJER is: 

KEY DIRECTION 

TOD 1: 

To ensure efficient movement of goods and people by provision 

of various forms of transportation systems; to provide access to 

locations within SJER and in particular to the SEC area. 

B. Enhance Regional and Local Public Transportation System 

Provision of a comprehensive Public Transport network to consist of a 

combination and integration of: 

i. Subject to the results of a National Interest Study currently being 

undertaken, a High Speed Rail System linking SJER to Kuala 

Lumpur; 

ii. Light Rail Transit (LRT) (proposed for intercity connection); 

iii. Monorail (to serve within the CBD of Johor Bahru); 

iv. KTM Komuter train; 

v. KTM intercity express trains (proposed ERL); 

vi. KTM freight trains passing through the Central District; 

vii. Inner City transport (tourist city bus, town bus and monorail); 

viii. Buses (Stage, Express, School, Tourist and Tour); and 

ix. Taxis. 

▼ Proposed High Speed Rail System 

A National Interest Study is currently being undertaken to evaluate the 

viability of such a proposal. The proposed High Speed Rail envisaged; 

links Kuala Lumpur to Johor Bahru at a speed of around 300 km/hour. 

▼ Proposed KTM Intercity Express Trains (ERL) 

The proposed KTM intercity express trains (ERL) shall operate with an 

average travel speed of 120 km/h and is proposed to ply the route of 

Johor Bahru Sentral II in Senai and Johor Bahru Sentral I in CBD of Johor 

Bahru; it can be achieved within 15 minutes of travel time. 

Table 16.2: Proposed Development Of Express Rail Link (ERL) 

Routes Route 

Length 

(km) 

Johor 

Bahru 

Sentral 

II–Johor 

Bahru 

Sentral I 

Source: SJER CDP 2025 

▼ Light Rail Transit (LRT) 

Number 

of Stations 

Travel Time 

(One Way 

– Trip) 

Implementation Phase 

Indicative 

Cost 

(RM Million) 

24.0 2 15 mins. 2011-2015 1080.0 

By the year 2010 the population in SJER area is forecasted to be 1.5 

million, of which about 0.54 million and 0.59 million are within the 

Johor Bahru Municipal Council and Majlis Perbandaran Johor Bahru 

Tengah administered areas respectively. These findings indicate that 

existing and proposed road network system cannot cope with the 

continuous traffic growth. In line with the proposals under the NPP, 

SJER’s transportation system is envisaged to be more mass-oriented rail 

base urban public transportation system to reduce usage of personal

mode of transportation. As identified, there are three optimal routes 

linking the new urban growth centres, Pasir Gudang, Nusajaya, Tebrau 

and Skudai, to Johor Bahru Sentral I. It is proposed that this route will be 

served by the LRT service with 38 ‘stop’ stations and 10 transfer stations. 

For ultimate integration, the regional rail based transportation 

infrastructure must achieve the objective of linking the new business 

and financial centre in Johor Bahru with Singapore. It is recommended 

that the possibility of linking the proposed LRT from Johor Bahru to Johor 

Bahru Sentral I be extended to the Singapore MRT at Woodlands. It 

follows that this will require the agreement and facilitation of authorities 

in both Malaysia and Singapore. 

Table 16.3: Proposed Development of Light Rail Transit (LRT) 

Routes 

Johor Bahru 

Sentral I – UTM 

Johor Bahru 

Sentral I – Ulu 

Tiram 

Pasir Gudang- 

Nusajaya 

Route 

Length 

(km) 


▼ Monorail 

Nos 

Of 

Stn. 

Travel Time 

(One Way 

– Trip) 

Implementation 

Phase 

Indicative 

Cost (RM 

Million) 

23.0 15 45 minutes 2011-2015 2,100.00 

20.0 14 40 minutes 2011-2015 1,960.00 

59.0 19 120 minutes 2016-2020 2,660.00 

Total Cost 6,720.00 

A further rail based and environmental friendly inner city public 

transport mode is the monorail system. It is proposed that it will be 

elevated above the existing road network that links the CBD main 

attraction point to the commercial inner core and Johor Bahru Sentral I. 

There are two optimal routes linking Johor Bahru Sentral I to the Lagoon 

Puteri Transfer Station on the west and Majidee Square Transfer Station 

to the east. A total of 16 stop stations within 14.5 km route length were 

identified. Implementation of the monorail system in Johor Bahru CBD 

will reduce the usage of personal modes of transportation thereby 

relieving traffic congestion and solving inadequate the need of car 

park facilities. 

TRANSIT-ORIENTED DEVELOPMENT 

CHAPTER 16 | PART4 

Table 16.4: Proposed Development of Light Rail Transit, LRT (Monorail) 

Routes 

Johor Bahru 

Sentral I 

– Danga Bay 

Johor Bahru 

Sentral I 

– Wisma 

Daiman 

Route 

Length 

(km) 


▼ KTM Komuter train 

Nos 

Of Stn. 

Travel Time 

(One Way 

– Trip) 


Phase 

7.5 10 20 minutes 2011-2015 

Indicative 

Cost (RM 

Million) 

1,000.00 

7 6 15 minutes 2011-2015 600.00 


In transforming SJER to be mass-oriented urban rail system, the existing 

KTM routes reserve must be utilised to serve the need of Mass Rapid 

Transit System that is fully integrated with the proposed LRT system. There 

are 25 stations and 6 transfer stations proposed for the 3 MRT routes 

i.e. connecting Johor Bahru Sentral II – Nusajaya, Johor Bahru Sentral II 

– Pasir Gudang and Johor Bahru Sentral I – Johor Bahru Sentral II. 

Table 16.5: Proposed Development of Mass Rapid Transit 

Routes 

Johor Bahru 

Sentral II – 

Pasir Gudang 

Johor Bahru 

Sentral II – PTP 

Johor Bahru 

Sentral I 

– Johor Bahru 

Sentral II 

Route 

Length 

(km) 


Nos 

Of Stn. 

Travel Time 

(One Way -Trip) 


Phase 

Indicative 

Cost (RM 

Million) 

41.0 11 60 minutes 2011-2015 495.00 

36.0 11 55 minutes 2011-2015 495.00 

24.0 9 35 minutes 2011-2015 405.00 




Figure 16.1: Proposed Comprehensive Public Transportation System for SJER 



MRT Route 

LRT Route 

Monorail Route 

RAIL NETWORK AND TRANSIT STOP 

Ferry Route 

Tram Route 

MRT Station 

LRT Station 

Monorail Station 

Ferry Station

▼ Buses 

In the short to medium term, bus services should be upgraded 

and continue to play the role as the backbone of SJER’s public 

transportation until the mass-oriented urban rail system takes place 

(targeted to be after 2010). In the long term, bus services must be 

oriented to act as the feeder service to the rail-based transport system. 

Several corridors have been identified and needs the support of 

enhanced bus services. The corridors can be largely categorised into 

two types; the corridor with the sufficient passenger demand, and the 

corridor without sufficient passenger demand. For the corridor with 

sufficient passenger demand, it is very important to maintain or increase 

the patronage by providing better bus services. Poor level of bus 

services might result in further decrease of passengers. These include 

Skudai, Tebrau and Pasir Gudang Area. 

On the other hand, commuters of corridors with insufficient passenger 

demand are proposed to use their own means of transportation. It is not 

easy to attract those people to use public transportation; thus, higher- 

level bus services such as express bus services may be required to serve 

the designated corridor. 

C. Supporting Public Transport Facilities 

Transit supporting facilities are facilities for public transportation users. It 

is normally located along transit corridors like the rail network and road 

based public transport such as buses and taxis that serve as feeder to 

the main public transportation network. Three types of transit supporting 

facilities are proposed namely the multi-modal transportation terminal, 

the independent rail stations (MRT, LRT, Komuter, monorail and trams) 

and road base transportation facilities in the form of bus and taxi 

stands/stops/stations. 


▼ Multi-modal Transportation Terminal 


The multi-modal transportation system will consists of different modal 

transportation networks that, by themselves, allow a traveller to move 

from one location to another. Inter-modal connection provides the 

ability to transfer from one modal network to another. 

To achieve the above objective, a local transit terminal is proposed to 

be located within the CBD of Johor Bahru. The existing bus terminal at 

Jalan Terus is proposed to be upgraded to accommodate the local 

transit terminal and have a dedicated pedestrian route connection 

between the Johor Bahru Sentral I and the Transit Terminal located at 

the existing Johor Bahru KTM terminal. This terminal is also proposed 

to be upgraded to function as a local transit terminal that hosts such 

facilities for LRT, ERL and Monorail services. 

To cater for regional linkages, a Regional Transit Terminal known as 

Johor Bahru Sentral II at Senai is proposed. This terminal will function as 

a regional transit terminal for the Johor Bahru District transit system. It 

will consist of facilities for High Speed Rail system, LRT and KTM Komuter 

Services. 

▼ Park-And-Ride Facilities 

In order to encourage the use of public transport, alotted car parking 

lots must be provided in the vicinity of the terminals and stations. 

Commuters and visitors that drives into urban areas should be 

encouraged to utilise the peripheral car parking lots and switch to LRT, 

buses and other means of public transportation system to complete 

their journeys. Since private vehicles are still the preferred mode of 

travel, services which accommodate the usage of private vehicles such 

as park-and-ride could be a popular alternative. The park-and-ride 

facilities will encourage the use of public transport systems. 

▼ Bus and Taxi Stand 

Taxi stands are proposed to be located at suitable locations within 

the proposed road hierarchy and within the larger building projects; 

particularly adjacent to bus stops such as the KTM Impian Perdana and 

Kotaraya II. Taxi stands are also proposed along Jalan Tun Abdul Razak 

and Jalan Terus to service the proposed pedestrian priority areas. 



Figure 16.2: Rail Network and Transit Stops 



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16.6 Integrating Land Use and Transportation Development 

The growth, form and land use pattern of SJER, particularly for road 

network, is inextricably linked to the form of transport readily available 

to provide public mobility. Access to vehicular mode of transport has 

come within easy reach of a large part of the population, creating 

demand for linear or sprawling form of development along the route 

or corridor of major highways and roads. The CDP has recognised the 

need to integrate the development and public transport strategies; 

transport planning must be integrated with the overall land use planning 

as it is an integral element of land use planning. In addition, transport 

infrastructures, particularly road and rail network, can act as a catalyst 

to growth and major development. Hence, the primary objective of 

transportation and land use planning in CDP is: 

KEY DIRECTION 

TOD 2: 

To integrate transportation development, in particular public 

transportation, with land use development in order to support 

sustainable travel choices and to promote compact forms of urban 

environment towards increasing efficiency of the transport system 

Measures proposed in the CDP to achieve the above are:- 

■ Emphasis on the more sustainable mode of transportation that is 

the transit-based network; rail and other form of public transport 

that supports or act as feeder to the rail network; 

■ Integration of rail network with land use development strategies 

by directing and focussing land use development towards areas 

along transit corridors and within TOD zones; and 

■ Intensification of development around transit stations (TOD zones). 


Land Use Development Strategy for Integrated Rail Network 


Effective land use and transport planning is aimed to minimise the 

need to travel or influence the mode of travel through the coordinated 

arrangement or location of traffic generating uses in relation to existing 

transport, particularly the more sustainable transport mode, and 

influencing proposals for new route that is in line with land use planning. 

It is the objective of SJER to provide a comprehensive and integrated 

transportation system that serves inter and intra city travel and to 

integrate land use development with public transportation and road 

network. 

To achieve the above, the proposal for rail network will serve areas 

that are identified as growth areas such as Nusajaya and Senai Airport; 

employment centres such as Tanjung Langsat Industrial Area, Pasir 

Gudang Industrial Area, Plentong Industrial Area, Ulu Tiram Industrial 

Area, Port of Tanjung Pelepas and University Teknologi Malaysia; 

commercial centres such as Johor city centre, Nusajaya CPA, Senai 

district centre, Skudai district centres, Ulu Tiram district centre and Pasir 

Gudang district centre. Local centres such as Tanjung Langsat, Rinting, 

Permas Jaya, Mount Austin and Tanjung Pelepas will also be served 

by rail together with other areas of focus where development will be 

concentrated within the urban growth boundary of SJER and within the 

SEC. 



Figure 16.3: Proposal for Intergrated Land Use and Rail Network 



BUKIT BATU 

P O N T I A N 

AYER BEMBAN 

PEKAN NENAS 

KELAPA SAWIT 

TANJUNG PELEPAS PORT 

MAJOR EMPLOYMENT CENTRE 

INDAHPURA 

INDUSTRIAL 

AREA 

INDAHPURA 

GELANG 

PATAH 

JB CITY CENTRE / NUSAJAYA CPA 

DISTRICT CENTRE 

KULAI 

UTM 

TECHNOVISION 

PARK 

SENAI 

INDUSTRIAL 

AREA 

JOHOR 

TECHNOLOGY 

PARK 

UTM 

NUSAJAYA 

INDUSTRIAL AREA 

NUSAJAYA 

CENTRAL PLANNING AREA 

TANJUNG PELEPAS 


SENAI 

AIRPORT 

SKUDAI 

CARGO 

HUB 

PERLING 

NUSAJAYA 


KEMPAS 


TAMPOI 

LARKIN 

JOHOR STATE 

ADMINISTRATIVE CENTRE 

TEBRAU 


JB CITY CENTRE 

K O T A 

T I N G G I 

MOUNT 

AUSTIN 

PERMAS 

JAYA 

ULU TIRAM 


PLENTONG 


PASIR GUDANG 


PASIR GUDANG 

PORT 

KOTA 

MASAI 

TANJUNG LANGSAT 


TANJUNG 

LANGSAT 

TANJUNG 

LANGSAT 

PORT 

LOCAL CENTRE RAIL NETWORK 

PRIMARY DEVELOPMENT CORRIDOR 

SECONDARY DEVELOPMENT CORRIDOR

Within SJER, 33% of the area (74,465 hectares) will be within the three 

kilometre catchment radius of the planned public transport network; 

both rail based and road based. Out of the above, 3,415 hectares of 

area in SJER will be directly accessible to pedestrian (within 400m radius 

of the planned transit stations). Areas outside this radius will be served 

by a feeder system; involving road based public transportation such as 

buses and taxis. 

In the SEC, 76% of the areas (34,463 hectares) are within the public 

transport catchment coverage. Areas outside it are areas zoned as 

environmental protection zone. 

To ensure integration and implementation of the proposed rail network, 

land use and transportation development within public transport 

corridor will be tailored towards securing the reserves or right of way 

for public transportation network. Areas and road reserves affected by 

proposal for rail network will be developed to incorporate space for rail 

facilities; either through dedicated reserves or shared space within the 

road reserves. Other reserves that require supporting public transport 

facilities such as terminals, stations and lay-bys will be integrated within 

the planning and development of areas within the corridor or coverage 

of public transport network. 

Figure 16.5: Example of Right of Way for Rail, Bus and Public Transports 



LANDSCAPE/ 

PEDESTRIAN 

2.5m 

DRAIN 

1.5m 

6 LANES DUAL CARRIAGEWAY (40m) PRIMARY ROAD (R5/U5) 

M/CYCLE 

LANE 

3.0m 

CARRIAGEWAY 

10.5m 

7.5m 

MEDIAN 

3.0m 

CARRIAGEWAY 

10.5m 


Figure 16.4: Example of Integration of Development with Transit Facilities 


M/CYCLE 

LANE 

3.0m 

LANDSCAPE/ 

PEDESTRIAN 

2.5m 

DRAIN 

1.5m 



Figure 16.6: Coverage of Proposed Rail Network 



Within walking/cycling distance (400m radius) 

Area covered by feeder and others public transportation (3km)

16.7 Intensification of Development within TOD Zones 

To increase the usage of public transport, and to ensure it would 

be considered as a viable option for daily commuters, residential 

development and activity centre development will be located, with 

access, close to the proposed transport networks. Key trip generators, 

such as higher density residential development and principal, major 

and specialised activity centres, will be concentrated on the principal 

public transport network – the MRT, LRT, Monorail and tram services. 

The key measure to integrate land use development with transportation 

planning while promoting transit-oriented development in support of 

public transportation is to provide priority and incentives to development 

areas around the transit stations. This is to be implemented through 

intensification of developments within designated TOD zones. 

KEY DIRECTION 

TOD 3: 

To facilitate intensification of TOD zones by incorporating mixed 

use development with high-density residential, high commercial 

plot ratio and integrated community and business facilities. 

A. Transit Oriented Development Zone (TOD Zone) 

The TOD zone is defined as a zone within 400m radius of a rail station or 

terminal; intensive development will be promoted. 

Intensification of TOD zone will be promoted through the following 

measures:- 

■ Transit supportive uses and high intensity activity nodes within 

400m walking radius of a transit station; 

■ High density residential and high plot ratio of commercial 

development within transit planning zone; 

■ Mixed use development of commercial, residential, community 

facilities and other civic uses; 

■ Pedestrian-friendly environment; and 

■ Good urban design 



Providing pedestrian-friendly environment is a priority in TOD zones as 

pedestrians are the primary user of the transit and associated TOD uses. 

The distance that a pedestrian is likely to travel to take transit, in this 

case, rail mode transit, is typically and has been universally determined 

to be within 5 to 10 minutes walk or approximately 400m. 

Table 16.6: Designated TOD Zones 

Centre 

City 

Centre 

District 

Centre 

Local 

Centre 

Highway 

Business 

Centre 

TOD Zones 

Within SEC Outside SEC 

1. Johor Bahru Central 

Planning Area 

2. Johor Bahru CBD 

3. Nusajaya Central Planning 

Area 

1. Pasir Gudang 1. Skudai 

2. Senai 

3. Ulu Tiram 

1. Tampoi 

2. Gelang Patah 

3. Tanjung Pelepas 

4. Nusajaya Creative Centres 

5. Permas Jaya 

6. Rinting 

7. Tanjung Langsat 

1. Taman Air Molek 

2. Tampoi Jaya 

3. Taman Tampoi Utama 

4. Indahpura 

5. Nusajaya 

6. Johor Bahru City Centre 

Others 1. Tanjung Pelepas 

2. Nusajaya/ Gelang Patah 

3. Taman Bukit Indah 

4. Taman Sutera 

5. Kempas 

6. Taman Daya 

7. Skudai 

8. Taman Molek 

9. Taman Ria 

10. Kota Puteri 

11. Pasir Gudang 

12. Second Link (FAZ) 

1. Mount Austin 

1. Kempas 

1. Taman Impian Emas 

2. Kangkar Pulai 

3. Pulai Spring 

4. UTM 

5. Taman Ungku Tun Aminah 

6. Bandar Tiram 

7. Taman Nora 

8. Taman Pelangi Indah 

9. Hospital Sultan Ismail 

10. Taman Sutera II 

11. Taman Bukit Mewah 

12. Johor Bahru Sentral II 



Centre 

Others 13. Leisure Farm 

14. Nusajaya Theme Park 

15. Nusajaya Creative 

Centre 

16. Johor Bahru Sentral 1 

12. Lagun Puteri 

13. Holiday Plaza 

14. Wisma Daiman 

15. Bakar Batu 

16. Permas Jaya 

17. Taman Rinting 

18. Masai 

19. Kg. Pasir Gudang Baru 

20. Tanjung Puteri 

21. Tanjung Langsat 

Industrial Area 

22. Tanjung Langsat Jetty 

25. Taman Tampoi Indah 

26. Tampoi 

27. Taman Sri Pandan 

28. Kg. Ubi Baru 

29. Plaza Pelangi 

31. Danga Bay 

32. Straits View 

33. Kg. Mohd Amin 

34. Maktab Sultan Abu Bakar 

35. Hospital 

36. Gertak Merah 

37. Khalid Abdullah 

38. Jalan Meldrum 

39. Menara MSC Cyberport 

40. The Zon 

41. Leisure Mall 

42. Wisma Lien Ho 


B. Mixed-Use Development in TOD Zone 


TOD Zones 

Within SEC Outside SEC 

Within SEC, the TOD Zones are designated for mixed-use development; 

either incorporating commercial (offices, retail and other compatible 

commercial uses) with residential, in order to support transport facilities 

and to promote 24-hour activities in the form of residential activities 

within centres, or incorporating offices, retail and compatible industrial 

activities such as clean industrial activities, research & development 

(R&D), design & development (D&D). TOD zones outside SEC on 

the other hand, are designated for further intensity residential or 

commercial development. 

To encourage mixed-use development at TOD zones in SEC, bonus 

plot ratio can be exercised. For Johor Bahru CPA and Nusajaya CPA, 

higher plot ratio is given to TOD Zones compared to other commercial 

developments within the CPA. 

Table 16.7: Development Intensity in TOD Zones 

TOD Zones 

within SEC 

TOD Zones 

outside SEC 

Johor Bahru 

CPA 

Nusajaya 

CPA 

Other TODs 

outside 

Johor Bahru 

CPA & 

Nusajaya 

CPA 


● Total plot ratio of 7.0 

● Mixed Use development (MX1) with 

breakdown of 60% commercial and 

40% residential 

● 20% reduction on parking requirements 

● Total plot ratio of 4.0 

● Mixed Use development (MX1) with 

breakdown of 40% commercial and 

60% residential 

● 20% reduction on parking requirements 

● Commercial development - plot ratio to follow FAR 

requirements designated according to hierarchy of 

centres 

● High density residential development – density to follow 

designated densities as indicated in Proposal Map 

● 20% reduction on parking requirements

Figure 16.7: Designated TOD Zones 


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C. Transit-supportive Land Use 

Transit-supportive land uses encourage transit use and increase 

transportation network efficiency. As such, pattern of land uses around 

transit stations should be characterised by: - 

■ high employee and/or residential densities; 

■ promote travel time outside the am/pm peak periods; 

■ encourage extended hours of activity, throughout the day and 

Table 16.8: Transit Supportive Use 

Base Zoning 


District 

Mixed Use 

(Mixed Use 1) 

[Applicable to 

TOD within SEC. 

Not applicable 

to TOD outside 

SEC] 

Mixed Use 

(Mixed Use 2) 


TOD within SEC. 

Not applicable 

to TOD outside 

SEC] 

week; and 

■ attract pedestrian users/generate pedestrian traffic. 

High density 

residential 

development 

Primary Transit Supportive Use Secondary Transit Supportive Use Development Guide 

• High density residential 

developments (Condominium, 

apartment) 

• Commercials 

• Offices 

• Pedestrian oriented street retails 

• Restaurants 

• Other compatible commercial 

activities 

• Commercial 

• Offices 

• High employee industrial 

activities 

• Research and development 

• Condominiums 

• Apartments 

• Townhouses 

• Recreational centres 

• Library 

• Integrated community facilities 


• Shopping mall retail with strong 

pedestrian connections 


• Entertainment 

• Hotels 

• Movie theatres 

• Offices 

• Pedestrian oriented retails 



• Library 

• Integrated community facilities 

The primary transit supportive land uses that will be encouraged within 

TOD Zones in SJER are employment uses (office, industry), residential 

(high density), retail (pedestrian oriented street retail and shopping 

retail with strong pedestrian connections), civic use, entertainment, 

recreational and cultural facilities. 

Johor Bahru CPA and Nusajaya CPA 

• Total plot ratio of 7.0 

• Mixed Use development (MX1) with breakdown of 60% 

commercial and 40% residential 

• 20% reduction on parking requirements 

Other TODs outside JB CPA & Nusajaya CPA 

• Total plot ratio of 4.0 

• Mixed Use development (MX1) with breakdown of 40% 

commercial and 60% residential 


• FAR to follow general guide for plot ratio according to designated 

centres:- 

Johor Bahru CBD Plot Ratio 5.0 

Johor Bahru CPA Plot Ratio 4.0 

Nusajaya CPA Plot Ratio 4.0 

District Centre Plot Ratio 2.5 

Local Centre Plot Ratio 2.0 

Highway Business District Plot Ratio 1.0 


• Density of 300 persons per acre

Base Zoning 

District 

Commercial 


all TOD] 

Industrial 


all TOD] 



Primary Transit Supportive Use Secondary Transit Supportive Use Development Guide 

• Offices 


• Shopping mall retail with strong 

pedestrian connections 



• Hotels 

• Movie theatres 

• High employee industrial 

activities 

• Research and development 

• Condominiums 

• Apartments 

• Townhouses 


• Library 

• Offices 




• Hotels 

Figure 16.8(a): Example of Potential Sites for Intensification 

within Transit Planning Zone (Before) 

Danga Bay Existing Land Use 

Commercial 

Industrial 

Residential 

Undeveloped 

Land 

Open Space& 

Sports Facilities 

Institutional 

Community 

Facilites 

Squattes 


• FAR to follow general guide for plot ratio according to designated 

centres:- 

Johor Bahru CBD Plot Ratio 5.0 

Johor Bahru CPA Plot Ratio 4.0 

Nusajaya CPA Plot Ratio 4.0 

District Centre Plot Ratio 2.5 

Local Centre Plot Ratio 2.0 

Highway Business District Plot Ratio 1.0 


• Plot ratio of 1.0 

• Additional 20% floor space for commercial component on top of 

allowable industrial floor space 

Figure 16.8(b): Example of Potential Sites for Intensification 

within Transit Planning Zone (After) 

Danga Proposed Land Use 

Established Housing 

High Density 

Residential 

Medium High 

Density Residential 

Medium Density 

Residential 

Low Density 

Residential 

Villages 

Commercial 

Mix Use 

Established Industry 

Industrial Park

CHAPTER 16 - Iskandar Malaysia

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