road safety audit: universiti tun hussein onn malaysia (uthm) campus

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 i

1 Introduction 1

2 Problem statement 2

3 Objectives 3

4 Methodology 4

5 Findings of safety inspections 6

5.1 Persiaran Tun Dr. Ismail 6

5.2 Library-Boulevard intersection 8

5.3 Tunku Tun Aminah Library entry and exit points 10

5.4 Persiaran Tun Ghafar Baba 12

5.5 F2 roundabout and parking lot 17

5.6 Persiaran Syed Alwi 20

5.7 FKEE intersection 22

5.8 Persiaran Tun Azizan Zainal Abidin 24

5.9 PPD Intersection 26

6 Recommended safety improvements 27

6.1 Persiaran Tun Dr. Ismail 27

6.2 Library-Boulevard intersection 31

6.3 Tunku Tun Aminah Library entry and exit points 32

6.4 Persiaran Tun Ghafar Baba 33

6.5 F2 roundabout and parking lot 35

6.6 Persiaran Syed Alwi 35

6.7 FKEE intersection 37

6.8 Persiaran Tun Azizan Zainal Abidin 38

6.9 PPD Intersection 39

7 Conclusion 40

References 41

Road Safety Audit: Universiti Tun Hussein Onn Malaysia (UTHM) Campus _________________________________________________________________________________________________________________________

i

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.


1

1 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 vehicle-

to-pedestrian interactions.


2

2 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).

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

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

0 5 10 15 20

2010

2011

2012

2013

8

20

16

11

Number of accidents

Ye

ar

0

20

40

60

80

100

2010 2011

2012 2013

19 18

6 13

76 73

93

65

5 9 2 22

Pe

rce

nta

ge

Staff Students Others


3

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.

3 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.


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4 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.

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.

•Appointing auditors / assistants and assigning tasks Preparing audit brief

•Plans and relevant documents

•Accident history Assembling background

information

•Geometrical layout

•Traffic signs and road markings

•Pedestrian facilities

•Landscaping

Site inspection

•Geometrical features

•Cross sectional features Site measurement

•Findings and discussion

•Recommendations and conclusions Audit report


5

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.


6

5 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).


7

Figure 5: The median split used to access Persiaran Tun Syed Nasir (PALAPES)

Figure 6: The median split used to access Jalan Masjid


8

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).


9

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).


10

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).


11

Figure 10: Obstruction of view at at the access point

Figure 11: A direction signboard obstructing the view at the access point


12

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).


13

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.


14

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


15

Figure 15: Location of bus stop at FPTV

Figure 16: Location of bus stop at FPTP


16

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

Figure 18: A direction signboard obstructing driver’s view at an intersection


17

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.


18

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)


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Figure 21: Pedestrian crosswalks are not provided at the roundabout

Figure 22: Short-cutting motorists at the car park


20

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 driver’s view the FKEE car park exit


21

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 driver’s view the FKMP intersection and pedestrian activity

along Persiaran Syed Alwi


22

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).


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Figure 26: FKEE intersection

Figure 26: Queue at FKEE intersection


24

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


25

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


26

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


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6 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.

Figure 32: Proper placement of road signs

40 km/j

≥ 0.6 m

≥ 1.5 m


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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


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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


30

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


31

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


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6.3 TUNKU TUN AMINAH LIBRARY ENTRANCE AND EXIT POINTS

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. 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


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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.


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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.


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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. Trees along the buffer area should be removed

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.


36

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


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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.


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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.


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Figure 43: Proposed traffic flow improvement at PPD Intersection


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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:

Persiaran Tun Dr. Ismail

Library-Boulevard intersection

Access points at Tunku Tun Aminah Library

Persiaran Tun Ghafar Baba

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.


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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.

road safety audit: universiti tun hussein onn malaysia (uthm) campus

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