TRAFFIC IMPACT

ASSESSMENT
(TIA)

TARIKH: 16 Oktober 2019

TEMPAT: CREaTE, Melaka

MOHD FIKRI BIN HASSAN

BAHAGIAN KEJURUTERAAN TRAFIK
CAWANGAN JALAN
IBU PEJABAT JKR MALAYSIA
INTRODUCTION

TRAFFIC IMPACT ASSESSMENT

(TIA)

BASED ON

GUIDELINES FOR TRAFFIC IMPACT ASSESSMENT

ATJ 38/2018
 HISTORY

REAM-GL 10/2011 Guidelines forTrafic Impact Assessment

GUIDELINES FOR TRAFFIC IMPACT ASSESSMENT

ATJ 38/2018
 THE IMPORTANCE OF TIA ?

When impacts are not accurately projected

through the traffic analysis process, the best
decisions may not be made. Poor decisions
can result in traffic congestion, safety issues,
or unnecessary improvements.
 THE IMPORTANCE OF TIA ?
DHAKA PHNOM PENH

MEXICO ?
 WHAT IS TIA ?

❑ TIA is an important tool used to determine the transportation

and traffic impact of a proposed site development project
(upon full development) on the surrounding traffic and
transportation systems.

❑ It identifies the need for mitigation measures for a

transportation system to reduce congestion, as well as to
maintain or improve road safety.

❑ Local Authorities will use TIA as basis for assessing and

apportioning a developer’s contribution to road improvements.

❑ Local Authorities also will use TIA to evaluate Traffic

Management Plan proposals.

❑ Provides necessary technical input to other relevant reports

such as Environmental Impact Assessment, Social Impact
Assessment, Development Plan (Structure and Local Plan),
Transport Master Plan and the Road Safety Audits.
 WHY DO WE NEED TIA ?

1. To obtain degree of control at access requested by the

private / government entities.

2. To determine what type of access required to be

considered and constructed.

3. To predetermine future expansion if its required.

4. To offer alternatives solution to traffic improvement as

well as safety measures for the road users.

NOTES :
AS PER CLAUSE 2.3 IN ATJ 8/86 (Pindaan 2015) – ACCESS CONTROL
Selection of Access Control
Design Standard
R6 R5 R4 R3 R2 R1
Road Category
Expressway F - - - - -
Highway - P - - - -
Primary Road - P P - - -

Secondary Road - - P P - -
Road - - - - N N

Design Standard
U6 U5 U4 U3 U2 U1
Road Category
Expressway F - - - - -
Arterial - P P - - -
Collector - P P P - -

Local Street - - N N N N

NOTE: F = Full Control of Access

P = Partial Control of Access
N = No Control of Access

NOTES : SOURCE
ATJ 8/86 (Pindaan 2015) – Geometric Design of Roads
Selection of Design Standard
Projected 3,001 1,001 151
All
ADT ≥ To To To
Road Traffic ≤150
Area 10,001 10,000 3,000 1,000
Volume
Category

Expressway R6 - - - - -
Highway R5 - - - - -

- R4
Primary Road R5 - - -
RURAL
Secondary
- - R4 R3 - -
Road

Minor Road - - - - R2 R1

-
Expressway U6 - - - -

URBAN Arterials - U5 U4 - - -
Collector - U5 U4 U3 - -
Local Street - - U4 U3 U2 U1

NOTES : SOURCE
ATJ 8/86 (Pindaan 2015) - Geometric Design of Roads
Selection of Intersection Type

NOTES : SOURCE
ATJ 11/87 (Pindaan 2017) – Design Of At-Grade Intersections
 RELEVANT LAW / REGULATION
Road Transport Act 1987 Act 333 Section 85(1)
No person shall : -

a) construct any access road (including paths, driveways or other means

b) whether public or private) to join any road:
c) construct a drain to join a drain constructed alongside a road;
d) carry out any works of any description in, upon, over or under any road,

unless plans containing details of the layout thereof (including such particulars as may
be prescribed) have been submitted to and approved by the Minister charged with the
responsibility for works in relation to a Federal road, or the appropriate authority in
relation to a road other than a Federal road, and the Minister or the appropriate
authority, as the case may be, may refuse such application or allow it on such conditions
as he or it may impose.”

Town and Country Planning Act 1976 (Act 172)

Section 21A
“Sistem laluan (lebuhraya, jalan utama) rizabnya serta akses keluar masuk. Dari penemuan
analisis bahagian ini dan bergantung kepada saiz pemajuan, pihak berkuasa perancang
tempatan boleh mengarahkan satu laporan ‘Penilaian Kesan Trafik’ disediakan, jika perlu.”
 RELEVANT LAW / REGULATION
Town and Country Planning Act 1976
(Act 172) Section 21(1)
An application for planning permission in respect of a development shall be made to the local
planning authority and shall be in such form and shall contain such particulars and be
accompanied by such documents, plans, and fees as may be prescribed.

(Act 172) Section 21(3)

Where the development involves the erection of a building, the local planning authority may
give written directions to the applicant in respect of any of the following matters, that is:
(g) any other matter that the local planning authority considers necessary for purposes of
planning.

(Act 172) Section 21A(1)

In addition to the documents and plans required to be submitted under subsection 21(1) for
planning permission, the applicant shall submit a Development Proposal Report which shall
contain the following:
(g) such matters as may be prescribed by the local planning authority.”
 RELEVANT LAW / REGULATION
ATJ 3/2011 Garis Panduan Untuk Memproses
Permohonan Pembangunan Tepi Jalan
Persekutuan [RSD]
Klausa 1.3 Pegawai Yang Diberi Kuasa Meluluskan Permohonan

Berdasarkan Seksyen 5 (Akta Perwakilan Kuasa 1956: Akta 358), Menteri

mewakilkan kuasanya di bawah Seksyen 85: Akta Pengangkutan Jalan 1987
berkenaan Jalan Persekutuan kepada Pegawai yang diperturunkan bagi
meluluskan permohonan untuk membina jalan masuk ke Jalan Persekutuan
kepada Pengarah Negeri melalui Warta Kerajaan P.U. (B) 44.

Klausa 2.1.7 - Polisi Am (Pembangunan Tepi Jalan)

Penetapan jenis persimpangan yang diadakan mestilah atau berasaskan kepada

jumlah lalulintas yang akan dijanakan. Untuk skim pembangunan yang
melibatkan lebih daripada 200 unit dwellers atau 4,100 meter persegi
keluasan lantai kasar (gross floor area) pembangunan komersial, satu
laporan penilaian impak lalulintas oleh Jurutera Profesional wajib disediakan.
BORANG ATJ 03/85 PINDAAN 06/2008(03)
 PARTIES INVOLVED IN TIA

1. Developer
2. Approving Authority
3. Traffic Engineering Consultant
 PARTIES INVOLVED IN TIA - Developer
1. Responsible for engaging aTraffic Engineering Consultant to carry out
theTIA for his development or re-development.
2. Developer shall liaise with ApprovingAuthority at the early stage of
planning the development in order to ensure that the type and scale of
the proposal is suitable for the site under consideration.
3. They must also liaise with road and transport authorities to
demonstrate the traffic planning for the development and to identify
any possible adverse traffic impacts.
4. Traffic EngineeringConsultant should be appointed by Developer at the
planning stage of the project so that professional inputs with regards
to traffic issues can be used by the planners/architects to develop the
preliminary site/layout plans.
5. Developer shall not influence or interfere with the professional work of
theTraffic EngineeringConsultant.
6. Developer shall implement the infrastructure improvement and
mitigation measures as required by Approving Authority.
PARTIES INVOLVED IN TIA - Approving Authority
1. Approving Authority has a regulatory role in the TIA process in relation to
land-use planning, and roads and transport infrastructure development.
2. It should encourage pre-application discussions with the Developer or Traffic
Engineering Consultant to steer the TIA study, identify the Study Area,
including giving direction on sources of information, good practice advice,
and clear guidance on what the Developer or Traffic Engineering Consultant
may be expected to provide in accordance with transport strategy of the
authority.
3. The TIA report will provide Approving Authority with the relevant input,
relating to traffic situation forecast and mitigation measures, for Authority’s
consideration of Developer’s application for planning permission approval.
4. Where appropriate, Approving Authority may use information in the TIA
report as a basis for determining the cost sharing of future infrastructure
improvements between developers.
5. Where an Approving Authority does not have in-house capacity to evaluate
the TIA report, it may engage an independent Traffic Engineering
Consultant to evaluate or review the reports on its behalf.
 PARTIES INVOLVED IN TIA- T.E.C

1. Traffic Engineering Consultant can be a Professional Engineer

with Practising Certificate (PEPC) or a team of specialists in a
firm led by a qualified PEPC.
2. Traffic EngineeringConsultant who has been commissioned
by the Developer to carry out theTIA shall act independently
and professionally, without interference or influence from
any party.Traffic Engineering Consultant shall directly or
indirectly look after the interests of the general public and
the local community.
3. Traffic EngineeringConsultant shall evaluate the planning
and design of the project in promoting sustainable modes of
transportation. Optimisation of road capacity by means of
traffic management measures should be carefully studied
and taken into consideration.
CRITERIA FOR THE APPOINTMENT OF TRAFFIC
ENGINEERING CONSULTANT
1. A qualified Civil Engineer specializing in traffic/ highway/
transport engineering who is registered with the Board of
Engineers, Malaysia as a PEPC;

2. have minimum of six (6) years’ experience in traffic engineering, of

which a minimum of three (3) years’ experience inTraffic Impact
Assessment (TIA); and

3. have attended a formal training course inTraffic Study/TIA e.g.:

Course onTIA,Traffic Study,Trip Generation Manual, Traffic
EngineeringSoftware and others that are organized by the Board
of Engineer Malaysia (BEM), PublicWorks Department Malaysia
(JKR), or other approved by BEM/JKR such as the Highway
Planning Division (HPD) Ministry ofWorks, Malaysian Highway
Authority (LLM), Institute of Engineers Malaysia (IEM), Institute of
Higher Learning, Malaysia and Road EngineeringAssociation
Malaysia (REAM).
 REGISTRATION OF TRAFFIC ENGINEERING
CONSULTANT FIRM

✓ The Traffic Engineering Consultant Firm must be

registered with the Ministry of Finance (MOF) under the
Traffic Study (Kajian Trafik) code (340202) or the
Transport Network (Kajian Rangkaian Pengangkutan)
code (340201) whichever is applicable or whatever
relevant to traffic engineering as required by MOF.
 TIA PROCESS
Commencement of
Development Planning

Engage consultants, including

DEVELOPER
Traffic Engineering Consultant

Preparation of preliminary site

layout plan

Carry out TIA TRAFFIC ENGINEERING

CONSULTANT

Review and modify site layout

plan where necessary DEVELOPER/TRAFFIC ENGINEERING
CONSULTANT/ TOWN PLANNER

Finalise TIA report If layout plan is modified

Include in Development Proposal

Report for submission to If only mitigation Developer to modify layout
Approving Authority for Planning measures are modified
plan or mitigation measures
Permission where necessary

Evaluation of TIA TIA report returned to

Not acceptable
report by Approving Developer with queries
or comments by
Approving Authority
OK

TIA approved by Approving

Authority
 REQUIREMENT FOR TIA ?

❑ When a development generates a specified number of

peak hour trips.

❑ When a development generates a specified number of

daily trips.

❑ When a development contains a specified number of

dwelling units or specified built-up floor area.

❑ When a development occurs in a sensitive area.

❑ At the judgment or discretion of the appropriate

authorities under unusual situation.
 TIATRIGGER LEVEL

CRITERIA TRIGGER LEVELS

Peak Hour Trip Generation

150 added vehicles per hour (2-Way)
(Commuter peak)

Off-Peak Hour Trip Generation

200 added vehicles per hour (2-Way)
(Generator peak occurs at the off-peak period)

Size of residential development 200 dwelling units

Size of commercial development 45,000 sq.ft. (gross floor area)

May impose specific trigger levels as

Requirement of Approving Authority
deemed necessary
 SCOPE OF TIA

❑ Definition of the study area / boundary.

❑ Determining existing traffic condition / pattern, which

includes primary and secondary data collection.

❑ Information on future land use and committed

development in surrounding area of project.

❑ Trip forecasting with sequential steps of trip generation,

trip distribution and trip assignment.

❑ Analysis of impacts on traffic in area of study.

❑ Mitigation measures proposals.

 TIA APPROACH
There are four (4) main stages involved in the TIA process

• Data Collection
Stage 1

• Analysis of Existing Traffic Conditions

Stage 2

• Forecasting of Future Traffic Demand

Stage 3

• Evaluation of Future Traffic Conditions

Stage 4
 TIA APPROACH
▪ Comprehensive review of literature study, covering all
documents and technical reports pertaining to all
existing and proposed developments surrounding the
development area. (Relevant Local Plan and Structure
Plan, Infrastructure and Transportation Plans, etc.)

▪ Consultations have to be carried out with the local

authority and relevant bodies responsible for any
adjacent development projects to gather necessary
information concerning the overall development
surrounding the proposed project site.

▪ Site visit to determine existing traffic conditions,

Stage 1 - existing traffic and pedestrian issues and problems,
and obtaining information on the surrounding road
Data Collection network, junctions and land uses.

▪ Demarcation of the study area (to consult from the

Approving Authority);

▪ The Classified Count (CC) survey is to be conducted at

peak hours that is determined based on 12 or 16 hours
traffic count.
 EXAMPLE OF STUDYAREA

JALAN PERSEKUTUAN KL-

IPOH (FT001)

JALAN KELUAR/MASUK

IBU PEJABAT POLIS

KUARTERS
KELAS C & D

KUARTERS KELAS E &

F
EXAMPLE OF STUDYAREA

J1

PROPOSED
DEVELOPMENT

J2

J3
 TIA APPROACH

▪ All relevant data collected in Data

Collection Stage is to be used in Stage
2, which is analysis of the existing
traffic data.

Stage 2 - ▪ Upon data processing, the existing

Analysis of Existing traffic distribution patterns can be
identified. The relationship of the
Traffic Patterns traffic pattern and land use
development pattern is also
determined at this stage.

▪ The understanding and establishment

of the existing traffic pattern is vital for
forecasting future traffic demand.
 TIA APPROACH
▪ In forecasting the future traffic growth in an area,
it is a function of demography which involves the
planning variables such as population growth,
employment supply, vehicle ownership,
committed and future property developments
and future road network.

Stage 3 -
▪ The future trip generation is calculated based on
the above inputs and empirical trip rates which is
Forecasting established by the Highway Planning Division,
of Future Ministry of Works Malaysia and other relevant
Traffic studies. In forecasting the future traffic, it is
Demand necessary to determine the design year for which
the analysis of future traffic is to be undertaken.

▪ Traffic generated from the proposed and adjacent

developments are overlaid on the design year
traffic forecast to produce the total traffic volume
for the Impact AnalysisYear (IAY).
ROAD TRAFFIC VOLUME MALAYSIA
(TRAFFIC GROWTH RATE)
 TIA APPROACH

▪ Road link and intersection capacities have been

assessed to determine whether the envisaged
road network would be able to accommodate the
traffic demand.

▪ Based on the traffic flow forecasts,

Stage 4 – recommendations have been made on the
Evaluation number and locations of ingress/egress points
of Future required to service the full development and the
Traffic form of access intersections required.
Conditions
▪ Possible locations for access points on to the
existing road network need to be suggested,
taking into account the intersection spacing
standards so as to provide an efficient traffic
circulation.
TIA APPROACH (FLOWCHART)
 TRAFFIC DEMAND FORECASTING PROCESS

TRIP GENERATION (How many trips begin or end at an activity?)

TRIP DISTRIBUTION (How many trips will be made between activities?)

TRIP ASSIGNMENT (Over which routes will trips between activities be made?)
TRIP GENERATION (How many trips begin or end at an activity?)

ZONE A

PROPOSED
DEVELOPMENT
ROAD 3

ZONE B
TRIP GENERATION
 TRIP GENERATION

If the site condition differs from that

in Malaysian Trip Generation Manual
(MTGM), then it is necessary to collect
data at sites of similar condition to
produce trip generation rates and
accepted by Approving Authority.

35/
21
TRIP DISTRIBUTION (How many trips will be made between activities?)

ROAD 1
PROPOSED ZONE A
DEVELOPMENT 40% TRIP

ROAD 3

ZONE B
TRIPASSIGNMENT (Over which routes will trips between activities be made?)

ZONE A

PROPOSED
DEVELOPMENT
ROAD 3
200 TRIPS

ZONE B
IMPACT ANALYSIS YEAR (IAY)

Base Year • The calendar year in which

(BY) the TIA Study is carried out.

Impact a) IAY is to be 10 years after

Analysis
Year (IAY)
projected CY.

b) If CY is more than 10 years from SY (for

staged development), in addition to (a),
IAY shall include an interim analysis for
the CY.
IMPACT ANALYSIS YEAR (IAY)

Submission
Year (SY)
• The calendar year in which the Developer
submits his Development Proposal Report
to the Approving Authority for Planning
Permission.

Completion
Year (CY)

• The calendar year in which the proposed

development is fully completed and
operational. If the project is divided into
phases, CY refers to the year the final
phase is completed and operational.
 TIA MILESTONES
BY SY CY IAY

Base Year Submission Year Completion Year Projection Year

(e.g. 2017) (e.g. 2018) (e.g. 2020) (e.g. 2030)

•Proposed development • Submission of • Proposed development fully completed and • Forecast the traffic impacts 10
project information Development operational. years upon completion.
(Development location, Proposal Report • Projected traffic volume with 3 scenarios: • Projected traffic volume with 3
type, component, (TIA Report) to scenarios:
density, planned Approving Authority a) Without development (Non-Site Traffic only)
completion date, etc.) for Planning b) With development (Non-Site Traffic + Site a) Without development (Non-
for the base (current) Permission Traffic) Site Traffic only) – known as
year. Approval. c) With development and mitigation measures Baseline Traffic Condition
in IAY
• Data Collection (Traffic * Note: • Assessment and mitigation for access, b) With development (Non-Site
count, road intersection delay, road link capacity, and Traffic + Site Traffic)
characteristics, average Validity period of TIA transport infrastructure. c) With development and
annual traffic growth Report is 2 years mitigation measures
rate, etc.) from the date of TIA * Note:
study in BY. If more • Assessment and mitigation for
• Existing/Current Traffic than 2 years, the TIA - Project completion period (inclusive of time access, intersection delay, road
Condition (AM Peak, Report must be taken for Planning Permission Approval to be link capacity, and transport
PM Peak) – known as updated to reflect the obtained and actual construction works) is infrastructure.
Baseline Traffic latest traffic assumed to be 2 years & commencement of
Condition conditions of the project immediately after Planning Permission
locality. Approval obtained in SY. However, if project
completion period is expected to be more
than 2 years, this will have to be determined
and reflected accordingly in the TIA Report.

- For staged developments, traffic impact must

be assessed during operational year for each
stage.
TRAFFIC CONDITION TO BE ACHIEVED AFTER MITIGATION MESURES

BASELINE TRAFFIC CONDITION IN MINIMUM TRAFFIC CONDITION (LOS)

IAY (LOS) ** AFTER MITIGATION
A C
B C
C C
D D
E D (Exception E)*
F D (Exception E)*

* Where the Baseline Traffic Condition in IAY is at LOS E, the target mitigated LOS shall also be D.
however, where site condition is very restrictive and the Approving Authority is convinced that the
highest LOS achievable after mitigation measures is level E, the Approving Authority may consider
allowing an exemption of the LOS D requirement.
** BASELINE TRAFFIC CONDITION IN IAY refers to traffic condition without development in IAY.

IAY means Impact Analysis Year.

IAY is to be 10 years after the projected CY.
*** These requirements are applicable to road segments and each element of the intersections individually.
 LOS INDICATOR

➢ For each individual intersection, LOS of each lane group of all

approaches shall be presented individually. Overall LOS of an
intersection, though useful as an indicator of the overall
performance of that intersection, is not relevant in TIA study.
Apart from the LOS, the respective degree of saturation (v/c
ratios) as well as the maximum queue lengths and delay shall
also be computed and presented.

➢ LOS provides an indication or measure of the operational

condition of the facility concerned. A range from “A” to “F” is
applicable; LOS “A” represents an excellent level of
operational condition, while LOS “F” an undesirable,
exceedingly congested and failed situation.
 LEVEL OF SERVICE DEFINITION

Road/Mid-block
• Two (2) primary measures used to describe the service quality of a
road or highway.
• These are:
(1) (PTSF) Percent Time-Spent-Following another vehicle, &
(2) (ATS) Average Travel Speed (km/h).

Intersection
• Defined in terms of delay (kelengahan) as a measure of:
• Driver discomfort
• Driver frustration
• Fuel consumption
• Lost travel time
LEVEL OF SERVICE DEFINITION
- 2 lane highway
LEVEL OF SERVICE DEFINITION
- Multilane highway
LEVEL OF SERVICE DEFINITION
- Basic Segment Expressways
LOS – RTVM 2018
LOS – UNSIGNALIZED INTERSECTION
LOS – SIGNALIZED INTERSECTION
 MITIGATION MEASURES
1. Where the analysis shows that there will be negative impact,
mitigation measures must be proposed to upgrade the
road facilities at that location so as to achieve the
requirements set out in this Guideline. This proposal, as decided
by Approving Authority, with the indicative costs of land
acquisition, design and construction of mitigation measure
which shall be borne by the Developer, shall be included in the
submission for the Planning Permission.

2. In developing mitigation measures, possible improvements in

relation to site access, geometry, traffic signal timing, new
facility, traffic management and other operational issues should
be investigated.

3. When reasonable improvements cannot sufficiently mitigate

the resulting impacts from the development, a review of the
proposed development in terms of project size, land use,
development density or plot ratio should be carried out, with a
view to lessen or reduce the level of such impacts to within the
acceptable level.
 MITIGATION MEASURES
– Change the intersection layout
o Increase number of lane(s)

o Change the lane sharing (vehicles movement)

o Provide acceleration, deceleration and storage

lane(s)

– Upgrading
o From unsignalized to signalized junction

o From roundabout to signalized roundabout

o From roundabout to signalized junction

o From signalized junction to interchange (grade

separation)

– Re-study the Phasing & Timing if signalized junction is

involved
 VALIDITY PERIOD OF TIA

TWO (2) YEAR

FROM DATE OF TIA STUDY

IN BASE YEAR
 CONTENT OF TIA REPORT

1. Report Cover

2. Executive Summary

3. Introduction

4. Defining The Study Area / Boundary

5. Determining Existing Traffic

6. Land Use Study

7. Trip Generation

8. Impact Analysis

9. Mitigation Measures

10. Conclusions
 REPORT OUTLINE
TRAFFIC IMPACT ASSESSMENT (TIA) TRAFFIC STUDY
A. INTRODUCTION A. INTRODUCTION
• Project Background • Project Background
• Study Objectives • Study Objectives
• Study Methodology • Study Methodology
• Site Location • Site Location
B. EXISTING TRAFFIC CONDITION B. EXISTING TRAFFIC CONDITION
• Traffic Survey • Traffic Survey
• Result Of Traffic Survey • Result Of Traffic Survey
• Assessment Of Existing Roads • Assessment Of Existing Roads
• Assessment Of Existing Junctions • Assessment Of Existing Junctions
C. FUTURE TRAFFIC FORECAST C. ANALYSIS OF FUTURE TRAFFIC SCENARIO
• Proposed Development Component • Analysis of Future Traffic Scenario
• Trip Generation • Mainline Capacity Analysis (LOS)
• Trip Distribution • Junction Capacity Analysis (LOS)
• Trip Assignment D. SUMMARY AND FINDINGS
D. ANALYSIS OF FUTURE TRAFFIC SCENARIO • Existing Traffic Conditions
• Analysis of Future Traffic Scenario • Forecast Of Development Traffic
• Mainline Capacity Analysis (LOS) • Forecast Of Future Traffic
• Junction Capacity Analysis (LOS) • Analysis Of Future Scenario (Impact Analysis
E. SUMMARY AND FINDINGS Year)
• Existing Traffic Conditions • Recommendations
• Forecast Of Development Traffic
• Forecast Of Future Traffic
• Analysis Of Future Scenario (Impact Analysis
Year)
• Recommendations
 REFERENCES
1) Road Traffic Volume Malaysia (RTVM)
2) Malaysia Highway Capacity Manual (2006
& 2011)
3) Arahan Teknik (Jalan) ATJ 38/2018 –
Guidelines for TIA
4) Malaysia Trip Generation Manual 2010

5) Arahan Teknik (Jalan) ATJ 8/86 - A Guide on Geometric Design

of Roads (Pindaan 2015)
6) Arahan Teknik (Jalan) ATJ 3/2011 - Garis Panduan Untuk
Memproses Permohonan Pembangunan Tepi Jalan Persekutuan
7) Arahan Teknik (Jalan) 11/87 - A Guide to the Design of At-
Grade Intersections (Pindaan 2017)
8) Arahan Teknik (Jalan) 13/87 - A Guide to the Design of Traffic
Signal (Pindaan 2017)
9) Any relevant international guidelines
 THE WAY FORWARD

1. Adoption of Malaysia Standard in capacity

and LOS calculation.

2. The traffic impact swept path analysis

especially for traffic circulation within site
shall be conducted, if required by Approving
Authority.

3. Traffic simulation modelling shall be provided

by the consultant if required by Approving
Authority.
Scope of project
needs to take into Project’s LESSON
account the Scope
LEARNT
recommendations
of traffic

Project’s
Project initial cost Cost
should consider the
output from the Outcome
traffic study Time

Reduce time at Objectives of

design level the project are
fully achieved
THANK YOU