SDRC TR1

TECHNICAL REPORT TR1
ROAD SAFETY AUDIT:

UNIVERSITI TUN HUSSEIN ONN MALAYSIA (UTHM) CAMPUS
by
B.D. Daniel, K. Ambak, M.E. Abdullah, M. Md Rohani, J. Prasetijo and R. Buhari
Smart Driving Research Center, Universiti Tun Hussein Onn Malaysia
7 September 2014
This report has been prepared for the Property Development and Management Office (PPH),
Universiti Tun Hussein Onn Malaysia. The views expressed are those by the authors and not
necessarily those of the client.
SDRC All Rights Reserved 2014
Published and printed by:

Smart Driving Research Center
Faculty of Civil and Environmental Engineering
Universiti Tun Hussein Onn Malaysia
86400 Parit Raja, Johor
Malaysia
DISCLAIMER
No part of this report may be reproduced or transmitted in any form or by any means, electronic or mechanical,
including photocopying, recording, or by any information storage and retrieval system, without obtaining permission
in writing from SDRC.
CONTENTS
Page
Executive summary
Introduction
Problem statement
Objectives
Methodology
Findings of safety inspections

5.1
Persiaran Tun Dr. Ismail
5.2
Library-Boulevard intersection
5.3
Tunku Tun Aminah Library entry and exit points
5.4
Persiaran Tun Ghafar Baba
5.5
F2 roundabout and parking lot
5.6
Persiaran Syed Alwi
5.7
FKEE intersection
5.8
Persiaran Tun Azizan Zainal Abidin
5.9
PPD Intersection
6
6
8
10
12
17
20
22
24
26
Recommended safety improvements

6.1
6.2
6.3
Tunku Tun Aminah Library entry and exit points
6.4
6.5
F2 roundabout and parking lot
6.6
Persiaran Syed Alwi
6.7
FKEE intersection
6.8
Persiaran Tun Azizan Zainal Abidin
6.9
PPD Intersection
27
27
31
32
33
35
35
37
38
39
Conclusion
40
References
41
Road Safety Audit: Universiti Tun Hussein Onn Malaysia (UTHM) Campus
_________________________________________________________________________________________________________________________
EXECUTIVE SUMMARY
In the past four years, Universiti Tun Hussein Onn Malaysia has seen a sharp increase in student
enrolment. From 8,000 students in 2010, the number of students have jumped to an astounding
14,000 in 2014. The rise in student numbers is expected to continue and so will the number of
vehicles in its campus. Private automobile dependency is high, with most students and staff
choosing to travel to campus using their own vehicles, i.e. cars and motorcycles. Traffic
congestion on the main routes during peak periods and teeming parking lots are testimony to
this. Although on-campus accident numbers averaging 13.8 accidents per year are relatively not
greatly alarming, the university aspires to continuously preserve the safety and well-being of its
students and staff. A road safety audit was conducted along the road network within the UTHM
campus for the purpose of identifying hazardous elements of the existing roads and providing
solutions to enhance the safety of the hazardous locations. It was found that there were safety
issues at several locations, most of them being related to geometric layout deficiencies,
improper positioning of roadside furniture, insufficient sight distance and inappropriate
landscaping. Corrective measures and new design schemes were proposed as an engineering
solution package. However, it was also pointed out that engineering solutions alone are not
enough to alleviate the problems with road safety. It was suggested that the 3E solution (i.e.
Engineering, Education and Enforcement) would work better as a whole in overcoming the
safety issues and instilling road safety awareness among road users.
_________________________________________________________________________________________________________________________
INTRODUCTION
The Universiti Tun Hussein Onn Malaysia (UTHM) campus located along KM 21 Jalan Kluang
Batu Pahat in Parit Raja currently houses more than 50 points of interest, which include offices,
laboratories, lecture and convention halls, recreational and sports facilities, cafeterias and
residential colleges (see Figure 1). With more than 16,000 students and staff, the UTHM campus
is a hive of activity during the weekdays.
Figure 1: Map of UTHM main campus

A comprehensive road network system, which is used by thousands of students and staff on a
daily basis, serves these points of interest. The road network system comprises of local roads
and priority intersections that accommodate cars, motorcycles, buses and bicycles. Walkpaths
adjacent to some of these roads serve those traveling by foot.
Private automobiles (i.e. cars and motorcycles) are the primary choice of travel within the
campus. A fleet of buses also plies the major routes in the campus, serving students who do not
own private automobiles or choose to use public transportation. The large number of vehicles in
the campus is attributed to the ever increasing student intake and the high dependency on
private automobiles. As more vehicles make their way into the UTHM campus transport system,
the risk of accidents occurring becomes higher due to increased vehicle-to-vehicle and vehicleto-pedestrian interactions.
_________________________________________________________________________________________________________________________
PROBLEM STATEMENT
Over the last four years, there has been an average of 13.8 accidents per year, with the highest
number of accidents recorded on campus in 2011 and the lowest in 2010 (see Figure 2). Of
these, students were the ones predominantly involved in accidents (see Figure 3).
11
2013
16
Year
2012
20
2011
8
2010
0
10
15
20
Number of accidents
Figure 2: On-campus road accident statistics (Source: UTHM)
100
93
76
73
Percentage
80
65
60
5
40
19
22
18
20
6
0
13
2010
2011
Staff
2012
Students
2013
Others
Figure 3: Distribution of persons involved in accidents (Source: UTHM)
_________________________________________________________________________________________________________________________
While most of these on-campus accidents resulted in damage only and slight injuries, the heart
of the matter, which is the prevention of any type of road accident from occurring in the
campus, must be upheld for the well-being of the students and staff of UTHM.
The prevention of on-campus road accidents can be achieved by providing safe transport
facilities for both motorised and non-motorised users, regularly maintaining the transport
facilities, and creating road safety awareness among its students and staff.
This report divulges findings of a road safety audit conducted at several road segments and
intersections in the UTHM campus that have been identified as either hazardous or potentially
hazardous, and provides engineering solutions for enhancing the safety at these locations.
OBJECTIVES
Accident prevention is a complementary action to accident reduction. The aim is to guarantee

that the road system is safe not only for motorised users, but also for non-motorised users such
as pedestrians and cyclists. One of the key component in accident prevention is the employment
of road safety audits.
In the case of UTHM, the road safety audit (RSA) focuses on the existing facilities. Thus, the
objectives of the RSA conducted in the UTHM campus were:
To identify hazardous features of the existing roads so that they can be eliminated or
otherwise treated.
To propose safety enhancements and/or treatments for the hazardous locations.
To improve the awareness of safe design practices by those involved in the planning,
design, construction and maintenance of roads.
_________________________________________________________________________________________________________________________
METHODOLOGY
The RSA was conducted in accordance with standard practices prescribed by JKR (1997a). A
road safety audit is basically a formal examination of the planning, design and construction of a
new road project, and of the characteristics and operation of an existing road. It is typically
conducted by qualified examiners in order to identify hazardous features or operational
arrangement of a road that may negatively affect the safety of its road users.
The RSA employed for the road network in the UTHM campus was the Stage 5 audit, which is
designed specifically for existing roads or roads in service. The Stage 5 audit is a systematic
examination of sections of the existing road to evaluate the adequacy of elements such as the
road, intersection and roadside from an overt safety standpoint. The Stage 5 audit procedure is
summarised in Figure 4.
Preparing audit brief
Appointing auditors / assistants and assigning

tasks
Assembling background
information
Plans and relevant documents

Accident history
Site inspection
Geometrical layout
Traffic signs and road markings
Pedestrian facilities
Landscaping
Site measurement
Audit report
Geometrical features
Cross sectional features
Findings and discussion
Recommendations and conclusions
Figure 4: Stage 5 audit procedure
A team of auditors were appointed by the project manager. The auditors have vast experience
and possesses knowledge and skills in the fields of Road Safety Engineering, Traffic Engineering,
Traffic Management, Human Behaviour and Accident Investigation and Countermeasure.
Several project assistants were also appointed to help the auditors in data gathering and site
measurement. The team was briefed on the objectives, methodology and expected outcomes of
the RSA, and was then assigned tasks and responsibilities.
_________________________________________________________________________________________________________________________
Plans and all relevant documents pertaining to the UTHM road network were obtained from
PPH, while accident records were furnished by the UTHM Security Unit. These information were
used to identify hazardous locations in the road network.
The hazardous locations were thoroughly inspected by the team of auditors for any flaws in the
design and construction of the roadway features that may have contributed to accidents. Other
locations that may be potentially hazardous were also inspected. Among the features
scrutinised were geometrical layout, traffic signs, road markings, pedestrian facilities and
landscaping (e.g. trees and foliage obstructing traffic signs or impairing sight distance).
Inspections were carried out during the day and at night to check inadequacies in visibility and
delineation.
During the inspections, auditors applied the following guidelines (JKR, 1997a):
View the road and traffic operation from the viewpoint of each type of road user. It is
particularly important to consider the specific needs of vulnerable road users (VRU)
such as pedestrians, cyclists and motorcyclists. Also consider the safety implications for
public transport vehicles and passengers.
Consider the requirements of various road users in both traveling along the road and in
crossing the roadway.
Consider the safety implications of abutting land-use and the road network in the near
vicinity and how it interacts with traffic operations on the road in question.
Drive along the road in each direction and identify the key areas of safety concern. At the
same time, note down any other relatively minor matters. A video or still camera may be
used to provide a visual record of the road environment as seen by a driver or
pedestrian.
After having identified the main areas of safety concern, return to the locations and
make a detailed on-foot examination. Take detailed measurements, notes, video and
photographs of each safety aspect to be reported.
Measurements of geometrical and cross-sectional features, such as lane widths and offsets of
roadside objects (i.e. traffic signs, streetlight columns and traffic signs) were taken to check
whether they comply with standards.
Based on the inspections and measurements, and with reference to standard practices and
experiences in the design and construction of safe roads, auditors drew up conclusions and
recommendations for the safety enhancement of the road network in the UTHM campus.
_________________________________________________________________________________________________________________________
FINDINGS OF SAFETY INSPECTIONS
5.1
PERSIARAN TUN DR. ISMAIL
Persiaran Tun Dr. Ismail (UTHM Boulevard) is a dual carriageway road, with two travel lanes
and a road shoulder in each direction. The carriageways are separated by a large planted
median. Although there has not been any reported accidents along the Boulevard, but this road
may potentially be hazardous. Here are the reasons why:
i.
The intersections along the boulevard may pose danger to vehicles crossing into
roads leading to the UTHM Mosque (Jalan Masjid) and PALAPES Marching Ground
(Persiaran Tun Syed Nasir).
ii.
There is no stop line or stop sign on the median split. If a crossing vehicle fails to
stop, it will collide with a through vehicle (see Figures 5 and 6).
iii.
The median split is wide and serves as a two-way access. There is no segregation or
road marking that distinguishes the direction of travel. This can cause lane
encroachment, which could lead to collisions (see Figures 5 and 6).
iv.
Some of the road markings are not visible anymore (see Figure 6).
v.
There are 40 km/h speed limit signs installed along the entry and exit, but they may
be overlooked by drivers as they are located amongst the trees that obstruct drivers
view. The boulevard, which is straight and wide, has the potential of being subjected
to high vehicular speeds particularly on the stretch before the Security Checkpoint
(see Figure 7).
vi.
There are no marginal strips on the right lanes on both directions (see Figure 7).
_________________________________________________________________________________________________________________________
Figure 5: The median split used to access Persiaran Tun Syed Nasir (PALAPES)
Figure 6: The median split used to access Jalan Masjid
_________________________________________________________________________________________________________________________
Figure 7: Some of the notable deficiencies along Persiaran Tun Dr. Ismail
5.2
LIBRARY-BOULEVARD INTERSECTION
The Library-Boulevard intersection serves as an access for vehicles entering and exiting the
core area of the UTHM campus that houses the new faculty buildings, Dewan Sultan Ibrahim and
the Tunku Tun Aminah Library, and those traversing Persiaran Tun Ghafar Baba.
This intersection has witnessed a few accidents and is thus classified as a hazardous location.
The following statements justify this:
i.
The layout of the intersection is complex (two crossroads in close proximity) and
involves multiple movements. This inevitably creates numerous traffic conflicts (32
possible types of conflicts at each crossroad), with more severe ones leading to
collisions (see Figure 8).
ii.
Due to the narrow lanes (3.0 meters) on Persiaran Tun Ghafar Baba, large vehicles
do not have sufficient space to turn or cross at the intersection, and thus will
encroach into the lane of opposing vehicles (see Figure 8).
_________________________________________________________________________________________________________________________
Figure 8: Library-Boulevard intersection
iii.
Traffic along Persiaran Tun Ghafar Baba and from the Boulevard have insufficient
sight distances as drivers views are obstructed due to the road curvature, the
presence of trees along the planted buffer area that separates the Library Parking
Lot and Persiaran Tun Ghafar Baba, and parked vehicles at the Library Parking Lot
(see Figure 9).
Ideally, sights should not be obstructed for at least 55 m on a stop-controlled
intersection approach (JKR, 1987), and only plants with maximum height of 0.50 m
and diameter of 100 mm are permitted (JKR, 1997b).
_________________________________________________________________________________________________________________________
Figure 9: Obstruction of view at the Library-Boulevard intersection
5.3
TUNKU TUN AMINAH LIBRARY ENTRY AND EXIT POINTS
There are four entry and exit points at the Tunku Tun Aminah Library that are utilised by
patrons seeking to find parking at the library. These access points directly extend to Persiaran
Tun Ghafar Baba on the inside of the curved section, making it hazardous to traffic. The
following are flaws in the design of these access points:
i.
It is not advisable to have access points on the inside of horizontal curves as drivers
negotiating the curve will not be able to see ingressing and egressing vehicles, and
vice versa.
ii.
The presence of trees along the planted buffer area that separates the Library
Parking Lot and Persiaran Tun Ghafar Baba and parked vehicles severely obstructs
drivers view (see Figure 10).
iii.
The presence of a large direction signboard adjacent to one of the access points
completely blocks out drivers view both on the access point and on Persiaran Tun
Ghafar Baba (see Figure 11).
10
_________________________________________________________________________________________________________________________
Figure 10: Obstruction of view at at the access point
Figure 11: A direction signboard obstructing the view at the access point
11
_________________________________________________________________________________________________________________________
iv.
The width of the entry and exit lanes at the access point is narrow and unflared.
Vehicles find it difficult to negotiate a turning movement, particularly on entry (see
Figure 12).
Figure 12: The entry and exit lanes are narrow and unflared
5.4
PERSIARAN TUN GHAFAR BABA
Persiaran Tun Ghafar Baba forms the major link to Persiaran Tun Dr. Ismail, Tunku Tun Aminah
Library, Dewan Sultan Ibrahim, Faculty of Technology and Business Management (FPTP),
Faculty of Technical and Vocational Education (FPTV), Faculty of Civil and Environmental
Engineering (FKAAS), Faculty of Electrical and Electronic Engineering (FKEE), and Faculty of
Computer Science and Information Technology (FSKTM).
Apart from the safety concerns mentioned in sections 5.2 and 5.3, the following irregularities
are also noteworthy:
i.
Streetlight columns are located too close to the roadway (see Figure 13). It is
standard practice that a 2.0 m clear zone or reserve width is provided for a local
street (JKR, 1986).
12
_________________________________________________________________________________________________________________________
Figure 13: One of the streetlight columns that is located too close to the road
ii.
The on-line (in travel lane) bus stops located along Persiaran Tun Ghafar Baba not
only impede traffic, but are potentially hazardous as it was observed that car drivers
and motorcyclists often overtook stopped buses. This overtaking maneuver is not
encouraged on horizontal curves.
iii.
The on-line bus stops servicing FKAAS, FPTV and FPTP are too close to the
intersection. It is not advisable to locate bus stops close to intersections as it would
not only block traffic flow on the through lane but also disrupt crossing traffic from
the minor and cause sight distances to be obscured (see Figures 14, 15 and 16).
iv.
The absence of designated bus stops in the anti-clockwise direction of travel of

Persiaran Tun Ghafar Baba (apart from the one near the Library) causes buses in
this direction to stop at any location to pick up and drop passengers. Some of these
buses have been found to stop very close to intersection and in some extreme cases,
at the intersection itself.
13
_________________________________________________________________________________________________________________________
v.
The kerb ramps at the FPTP intersection extend to the edge of the road. Motorists
avoid these obstructions and therefore encroach into the travel paths of opposing
traffic (see Figure 16).
vi.
The direction signboard located on the left lane along the entrance to FPTV conceals
the bus stop (see Figure 17).
vii.
The presence of direction signboards that are located too close to the intersections
with FKSTM, FKEE, FKAAS and FPTV obstructs the drivers line of sight (see Figure
18).
viii.
At the culvert bridge leading to Tun Fatimah Residential College from Persiaran Tun
Ghafar Baba (off the FKEE building), the width of the endwalls is too small, leaving
gaping spaces that lead directly into the large ditch (see Figure 19). This is
hazardous to vehicles.
Figure 14: Location of bus stop at FKAAS
14
_________________________________________________________________________________________________________________________
Figure 15: Location of bus stop at FPTV
Figure 16: Location of bus stop at FPTP
15
_________________________________________________________________________________________________________________________
Figure 17: Bus stop at FPTV is hidden by the direction signboard
Figure 18: A direction signboard obstructing drivers view at an intersection
16
_________________________________________________________________________________________________________________________
Figure 19: Potential hazard at the culvert bridge
5.5
F2 ROUNDABOUT AND PARKING LOT
The F2 Roundabout located in front of the Examination Hall (Block F2) is a busy intersection
that is utilised by motorists and pedestrians (see Figure 20). Several accidents at this location
have been reported over the years. The collapsible poles installed at this location for providing
delineation have often been run over by vehicles, particularly buses. The following are some of
the deficiencies at this location:
i.
Drivers are not able to tell whether it functions as a roundabout or a conventional

intersection, thus creating confusion with regards to who gets the right of way.
ii.
Functioning as a mini-roundabout, the circulatory travel way is not able to

accommodate buses due to its inadequate width and diameter.
17
_________________________________________________________________________________________________________________________
iii.
Pedestrian activity is present at this location and increases considerably during the
examination period. However, there are no crossing facilities for pedestrians at this
location (see Figure 21).
iv.
The parking lot at the Examination Hall has become a short cut for drivers wanting
to exit the campus via Persiaran Tun Ghazali Shafie and those heading to the UTHM
Co-op (see Figure 22). When cars are parked, sights are obstructed and therefore it
can potentially be hazardous to other drivers and pedestrians.
Figure 20: The roundabout adjacent to the Examination Hall (Block F2)
18
_________________________________________________________________________________________________________________________
Figure 21: Pedestrian crosswalks are not provided at the roundabout
Figure 22: Short-cutting motorists at the car park
19
_________________________________________________________________________________________________________________________
5.6
PERSIARAN SYED ALWI
The stretch of road that serves as a link to the Faculty of Mechanical and Fabrication
Engineering (FKMP), Faculty of Electrical and Electronic Engineering (FKEE) Laboratories,
Office of Research, Innovation, Commercialisation and Consultancy (ORICC), Tun Fatimah
Residential College and the Susur Syed Alwi 3 (Evergreen Exit) is a straight road with many
access points and an on-line bus stop.
i.
Generally, vehicular speeds on straight roads are higher. With the presence of access
points, vehicles slow down or stop to make right and left turns. Inattentive through
drivers could collide with the such vehicles.
ii.
Direction signboards and trees block the view of drivers at the intersections at FKEE
and FKMP (see Figures 23 and 24).
Figure 23: Obstruction of drivers view the FKEE car park exit
20
_________________________________________________________________________________________________________________________
iii.
Buses stopping along the road will cause disruption to traffic.
iv.
There are no pedestrian facilities to cater to students from Tun Fatimah Residential
College who use this road to go to the Lecture Halls at G3 Block (see Figure 24).
v.
The intersection at Susur Syed Alwi 3 (Evergreen Exit) is heavily trafficked during
peak periods as this is an alternative entry/exit that is mostly used by motorists
heading to and from Parit Raja (see Figure 25).
Figure 24: Obstruction of drivers view the FKMP intersection and pedestrian activity
along Persiaran Syed Alwi
21
_________________________________________________________________________________________________________________________
Figure 25: Intersection at Susur Syed Alwi 3 (Evergreen Exit)
5.7
FKEE INTERSECTION
The FKEE Intersection is a staggered intersection linking Persiaran Tun Tan Siew Sin and
Persiaran Tun VT Sambanthan, and also serves as access to the FKEE complex. This intersection
is heavily trafficked during lecture hours, given that the intersection has to be passed in order to
get to the Lecture Halls at G3 Block. It also caters to high volumes at the start and end of office
hours as motorists head to and from the Evergreen Exit via this intersection.
i.
For an intersection that is heavily utilised, the geometric dimensions and layout are
rather inadequate (see Figure 26).
ii.
Crossing maneuvers at this intersection is a challenge due to high volumes and small
gaps in traffic (see Figure 27).
22
_________________________________________________________________________________________________________________________
Figure 26: FKEE intersection
Figure 26: Queue at FKEE intersection
23
_________________________________________________________________________________________________________________________
5.8
PERSIARAN TUN AZIZAN ZAINAL ABIDIN
Persiaran Tun Azizan Zainal Abidin is the road that serves Dewan Tunku Mahkota Ismail and
the Academic Office (Block A4). The speed limit for this road is 25 km/h. Safety issues at this
location include the following:
i.
There are no pedestrian crossing facilities to serve staff and students who park and
cross the road to get to their destination (see Figure 28).
ii.
Drivers park their vehicles on the kerbside and wait to pick up people during the
end of working hours. This disrupts traffic flow and causes lane encroaching (see
Figure 29).
iii.
Tree branches obstruct the pedestrian footpath (see Figure 30).
Figure 28: A pedestrian crosses Persiaran Tun Azizan Zainal Abidin
24
_________________________________________________________________________________________________________________________
Figure 29: Cars waiting on the kerbside at Persiaran Tun Azizan Zainal Abidin
Figure 30: Tree branches obstructing the pedestrian footpath along Persiaran Tun Azizan
Zainal Abidin
25
_________________________________________________________________________________________________________________________
5.9
PPD INTERSECTION
Traffic conflicts occur at the junction facing the Center for Diploma Studies (PPD) involving
traffic on the Persiaran Tun Ismail Ali and from Susur Tun Ismail Ali (see Figure 31). On Susur
Tun Ismail Ali, i.e. the road between UTHM Publisher Office (Block C15) and the Lecturers
Building (Block C16), traffic is two way, but is often constricted due to illegal parallel parking.
This causes the following problems:
i.
The illegally parked cars obstruct the view of drivers on Susur Tun Ismail Ali
wishing to turn into Persiaran Tun Ismail Ali.
ii.
The illegally parked cars make it difficult for a two-way traffic flow operation.
Figure 31: Cars illegally parked on the kerbside at Susur Tun Ismail Ali
26
_________________________________________________________________________________________________________________________
RECOMMENDED SAFETY IMPROVEMENTS
6.1
PERSIARAN TUN DR. ISMAIL
i.
Road markings must be clearly visible at all times

Regularly check and maintain the road markings. Faded markings must be repainted.
ii.
Delineation of the right-side of right lanes should be provided

Provide marginal strips 0.5 m from the edge of the pavement to complete the
delineation of the boulevard.
iii.
Speed limit sign should be more conspicuous

Locate the 40 km/h signs closer to the edge of the road, providing at least 0.6 m lateral
clearance and 1.5 m vertical clearance (JKR, 1985). Refer to Figure 32. Regularly prune
the trees in order to ensure the signs are not obstructed by tree branches.
0.6 m
40
km/j
1.5 m
Figure 32: Proper placement of road signs
27
_________________________________________________________________________________________________________________________
iv.
Traffic movements at the median splits and side access roads should be improved
and emphasised
a. Provide dedicated U-turn lanes at the median splits.
b. Provide a dedicated U-turn lane just before the Library-Boulevard intersection.
c. Provide an exclusive left-turn lane for traffic turning left from Jalan Masjid.
d. Improve the layout of the access to UTHM Health Center (PKU) and Student Affairs
Office (HEP) to a left-in/left-out channelised junction.
Figure 33: Proposed new layout at Persiaran Tun Dr. Ismail
28
_________________________________________________________________________________________________________________________
v.
The boulevard should be traffic calmed

Use vertical and horizontal deflections together with vegetation to encourage drivers to
reduce their speed while traversing the boulevard. This traffic calming measure not only
functions as a speed breaker but also is aesthetically pleasing.
Option 1: Combination of speed table and chokers
Figure 34: Example of traffic calming using speed table and chokers
29
_________________________________________________________________________________________________________________________
Option 2: Combination of split central island and flat-top speed hump
Figure 35: Example of traffic calming using split central island and flat-top hump
30
_________________________________________________________________________________________________________________________
6.2
LIBRARY-BOULEVARD INTERSECTION
i.
Trees along the buffer area should be removed

Remove the trees that currently line the buffer area that separates the Library car park
and Persiaran Tun Ghafar Baba. However, in order to preserve the aesthetic value of the
buffer area and create a segregation, plants no taller than 0.5 m may be planted.
ii.
Provide intersection treatment

Emphasize the intersection by providing the following treatments:
a. Raise the paved area by 50 mm and provide 1:6 ramps.
b. Provide a visual and tactile surface through the use of coloured paving blocks as the
surface layer.
c. Widen the through lanes on Persiaran Tun Ghafar Baba.
d. Increase the flare for left-turning vehicles.
By giving emphasis to the intersection, motorists on Persiaran Tun Ghafar Baba will
slow down and exercise extra caution when negotiating the intersection.
Figure 36: Example of traffic calming using raised intersection

31
_________________________________________________________________________________________________________________________
6.3
TUNKU TUN AMINAH LIBRARY ENTRANCE AND EXIT POINTS
i.

Remove the trees that currently line the buffer area that separates the Library car park
and Persiaran Tun Ghafar Baba. However, in order to preserve the aesthetic value of the
buffer area and create a segregation, plants no taller than 0.5 m may be planted.
ii.
Direction signboard should be removed or replaced

Remove the direction signboard that is obstructing the view of drivers. The signboard
should be relocated at least 55 m from the intersection, or replaced with a more
practical unobstructive signboard.
iii.
Improve flow of traffic

a. Change the two-way entry and exit points to one-way.
b. Change the two-way direction of travel in the Library parking lot to one-way.
Note: The intersection treatment (as proposed in section 6.2) will help reduce speed on
Persiaran Tun Ghafar Baba, thus complimenting these treatments for the access points.
Figure 37: Proposed traffic flow improvement at the library

32
_________________________________________________________________________________________________________________________
6.4
PERSIARAN TUN GHAFAR BABA
i.
Bus stops should be relocated further down the intersection approach

Relocate the bus stops. Generally, a bus stop should be placed no less than 30 m from an
intersection.
ii.
Emphasise the bus stop

Provide bus cage (i.e. yellow box and BUS STOP road marking) at each bus stop.
Figure 38: Example of bus cage
iii.
Speed should be controlled

There are several 40 km/h speed limit signs along the route, but they may be
overlooked by drivers. Thus, install traffic calming devices to force drivers to reduce
speeds. It is proposed that raised crosswalks be located close to where the bus stops
exist. They not only function as speed breakers but also as crossing facilities for
pedestrians.
33
_________________________________________________________________________________________________________________________
The raised crosswalk consists of a flat-top speed hump that has painted strips and
ramps at each end. It is suggested in order to minimise discomfort for buses plying this
route, the height of the raised crosswalk be 50 mm and the ramps have a slope of 1:10.
Figure 39: Example of raised crosswalk
iii.
Direction signboards should be removed or replaced

Remove the direction signboards that are obstructing the view of drivers. The
signboards should be relocated at least 55 m from the intersection, or replaced with
more practical unobstructive signboards.
iv.
Kerb ramps should be set back

Remove the portion of the kerb ramps that are intruding unto the roadway and set it
back by at least 0.5 m from the edge of the road.
v.
The endwalls of culvert bridges the should be extended

Close the potentially hazardous gaps by extending the endwalls.
34
_________________________________________________________________________________________________________________________
6.5
F2 ROUNDABOUT AND PARKING LOT
i.
Movements should be clearly defined

To eliminate confusion stemming from the roundabout operation, the following should
be implemented:
a. Remove roundabout and replace with dedicated turning lanes (right-turn, left-turn
and U-turn) serving the south approach.
b. Assign priority or right of way to all movements from the south approach.
c. Prohibit left-turn movement from the north and east approaches.
d. Prohibit entry into the Jalan Penyelidikan slip road.
ii.
Bypass lane should be provided on the periphery of the parking lot

Construct a bypass lane on the periphery of the F2 parking lot that will link motorists to
the F2 intersection directly without having to use the travel paths in the parking lot.
6.6
PERSIARAN SYED ALWI
i.
Direction signboards should be removed or replaced

Remove the direction signboards that are obstructing the view of drivers. The signboard
should be relocated at least 55 m from the intersection, or replaced with more practical
unobstructive signboards.
ii.

Remove the trees that currently line the buffer area that separates the FKMP car park
and the main road. However, in order to preserve the aesthetic value of the buffer area
and creat segregation, plants no taller than 0.5 m may be planted.
iv.
Speed should be controlled

Install speed cushions along the road in order to control the speeds of vehicles without
impeding buses. Speed cushions are designed as several speed humps that are installed
in a series across the road with spaces between them. They resemble a split speed hump
or speed table.
35
_________________________________________________________________________________________________________________________
Cars will be forced to slow down as they ride with either one or both wheels on the
hump. Vehicles with wider axles (i.e. buses and trucks) will not be affected as the design
of the cushion is such that the bus or truck merely straddles the cushion without having
to drastically reduce speed.
Figure 40: Example of speed cushions
v.
Pedestrian activity should be facilitated

Provide pedestrian footpaths parallel to the road and mid-block crosswalks. The
crosswalks can be placed close to the speed cushions.
Figure 41: Example of speed cushions used before a crosswalk

36
_________________________________________________________________________________________________________________________
vi.
Provide intersection treatment at Evergreen Exit

surface layer.
c. Widen the through lanes on Persiaran Syed Alwi.
d. Provide exclusive left-turn lanes.
By giving emphasis to the intersection, motorists will slow down and exercise extra
caution when negotiating the intersection.
6.7
FKEE INTERSECTION
Provide intersection treatment
surface layer.
c. Widen the through lanes on Persiaran Tun Tan Siew Sin.
d. Increase the flare for left and right turning vehicles.
By giving emphasis to the intersection, motorists will slow down and exercise extra
caution when negotiating the intersection.
37
_________________________________________________________________________________________________________________________
6.8
PERSIARAN TUN AZIZAN ZAINAL ABIDIN
i.
Pedestrian crossing should be facilitated

Provide a raised crosswalk with kerb extensions linking the footpaths adjacent to the car
park and the Academic Office (A4) / Information Technology Center (PTM).
Figure 42: Example of traffic calming using a raised crosswalk with kerb extensions
ii.
Waiting on the kerbside should be prohibited

Implement and enforce a No Waiting Zone along this road.
6.9
PPD INTERSECTION
i.
Illegal kerbside parking should be prohibited

Implement and enforce a No Kerbside Parking Zone along Susur Tun Ismail Ali.
ii.
Improve flow of traffic

Change the two-way operation at Susur Tun Ismail Ali to one-way, meaning traffic can
only enter Susur Tun Ismail Ali from Persiaran Tun Ismail Ali.
38
_________________________________________________________________________________________________________________________
Figure 43: Proposed traffic flow improvement at PPD Intersection
39
_________________________________________________________________________________________________________________________
CONCLUSION
The road safety audit conducted on the road network serving the UTHM Campus has revealed
that there are several locations that are hazardous or could potentially be hazardous. The
locations are:

Access points at Tunku Tun Aminah Library
Roundabout and parking lot at the Examination Hall
Persiaran Syed Alwi
FKEE intersection
Most of the safety issues were related to the following:
Geometric layout deficiencies

Improper positioning of roadside furniture
Insufficient sight distance
Inappropriate landscaping
These flaws could have been rectified during the planning and design stage of road projects.
However, it should be noted that what seems safe on paper, may not necessarily turn out as
expected once the road has been constructed. It is therefore vital for road projects to undergo
all five stages of audits, i.e. feasibility and planning stage (Stage 1), preliminary design stage
(Stage 2), detailed design stage (Stage 3), pre-opening stage (Stage 4) and existing stage (Stage
5).
Engineering solutions alone are not enough to improve road safety. Roads can be designed to
the highest safety standards, but without road safety awareness inculcated and practiced among
road users, it is hard to achieve zero accidents. Education and enforcement are just as
important. It is therefore suggested that apart from improving the safety of its transport
facilities, UTHM also do the following:
Publish a road safety code or guide specifically for its students and staff.
Conduct road safety campaigns for drivers, motorcyclists, bicyclists and pedestrians.
Provide driving refresher courses for new drivers with little or no driving experience,
experienced drivers who have not driven for some time, and foreign drivers who are
driving under local conditions for the first time.
Enforce speed limits by conducting speed traps and imposing fines on those caught
speeding.
Encourage non-motorised travel by providing safe pedestrian and bicycle facilities.
40
_________________________________________________________________________________________________________________________
REFERENCES
Jabatan Kerja Raya (1985), Manual On Traffic Control Devices: Traffic Sign Applications,
Arahan Teknik (Jalan) 2B/85, Cawangan Jalan, Ibu Pejabat JKR, Kuala Lumpur.
Jabatan Kerja Raya (1986), A Guide On Geometric Design Of Roads, Arahan Teknik (Jalan)
8/86, Cawangan Jalan, Ibu Pejabat JKR, Kuala Lumpur.
Jabatan Kerja Raya (1987), A Guide To The Design Of At-Grade Intersections, Arahan Teknik
(Jalan) 11/87, Cawangan Jalan, Ibu Pejabat JKR, Kuala Lumpur.
Jabatan Kerja Raya (1997a), Road Safety Audit Guidelines For The Safety Audit Of Roads And
Road Projects In Malaysia, Cawangan Jalan, Ibu Pejabat JKR, Kuala Lumpur.
Jabatan Kerja Raya (1997b), Intermediate Guidelines To Road Reserve Landscaping, Nota
Teknik (Jalan) 19/97, Cawangan Jalan, Ibu Pejabat JKR, Kuala Lumpur.
41

SDRC TR1

Încărcat de

Informații document

Titlu original

Drepturi de autor

Formate disponibile

Partajați acest document

Partajați sau inserați document

Opțiuni de partajare

Vi se pare util acest document?

Este necorespunzător acest conținut?

Drepturi de autor:

Formate disponibile

SDRC TR1

Încărcat de

Drepturi de autor:

Formate disponibile

TECHNICAL REPORT TR1

ROAD SAFETY AUDIT:

SDRC All Rights Reserved 2014

Published and printed by:

Findings of safety inspections

Recommended safety improvements

Figure 1: Map of UTHM main campus

Figure 2: On-campus road accident statistics (Source: UTHM)

Figure 3: Distribution of persons involved in accidents (Source: UTHM)

Accident prevention is a complementary action to accident reduction. The aim is to guarantee

Preparing audit brief

Appointing auditors / assistants and assigning

Plans and relevant documents

Figure 4: Stage 5 audit procedure

FINDINGS OF SAFETY INSPECTIONS

PERSIARAN TUN DR. ISMAIL

Figure 6: The median split used to access Jalan Masjid

Figure 8: Library-Boulevard intersection

Figure 9: Obstruction of view at the Library-Boulevard intersection

TUNKU TUN AMINAH LIBRARY ENTRY AND EXIT POINTS

Figure 10: Obstruction of view at at the access point

PERSIARAN TUN GHAFAR BABA

The absence of designated bus stops in the anti-clockwise direction of travel of

Figure 14: Location of bus stop at FKAAS

Figure 15: Location of bus stop at FPTV

Figure 16: Location of bus stop at FPTP

Figure 17: Bus stop at FPTV is hidden by the direction signboard

Figure 18: A direction signboard obstructing drivers view at an intersection

Figure 19: Potential hazard at the culvert bridge

F2 ROUNDABOUT AND PARKING LOT

Drivers are not able to tell whether it functions as a roundabout or a conventional

Functioning as a mini-roundabout, the circulatory travel way is not able to

Figure 21: Pedestrian crosswalks are not provided at the roundabout

Figure 22: Short-cutting motorists at the car park

PERSIARAN SYED ALWI

Buses stopping along the road will cause disruption to traffic.

Figure 25: Intersection at Susur Syed Alwi 3 (Evergreen Exit)

Figure 26: FKEE intersection

Figure 26: Queue at FKEE intersection

PERSIARAN TUN AZIZAN ZAINAL ABIDIN

Tree branches obstruct the pedestrian footpath (see Figure 30).

Figure 28: A pedestrian crosses Persiaran Tun Azizan Zainal Abidin

RECOMMENDED SAFETY IMPROVEMENTS

PERSIARAN TUN DR. ISMAIL

Road markings must be clearly visible at all times

Delineation of the right-side of right lanes should be provided

Speed limit sign should be more conspicuous

Figure 32: Proper placement of road signs

Figure 33: Proposed new layout at Persiaran Tun Dr. Ismail

The boulevard should be traffic calmed

Option 2: Combination of split central island and flat-top speed hump

Trees along the buffer area should be removed

Provide intersection treatment

Figure 36: Example of traffic calming using raised intersection

TUNKU TUN AMINAH LIBRARY ENTRANCE AND EXIT POINTS

Trees along the buffer area should be removed

Direction signboard should be removed or replaced

Improve flow of traffic

Figure 37: Proposed traffic flow improvement at the library

PERSIARAN TUN GHAFAR BABA

Bus stops should be relocated further down the intersection approach

Emphasise the bus stop

Figure 38: Example of bus cage