Road Safety Analysis For Ipoh - Lumut Highway Using Geographical Information System
by
Raihana Bt Rosli
Dissertation submitted in partial fulfillment of
The requirementsfor the
Bachelor of Engineering (lions)
(Civil Engineering)
JUNE 2010
Universiti Teknologi PETRONAS Bandar Seri Iskandar 31750 Tronoh Perak Darul Ridzuan CERTIFICATION OF APPROVAL
Road Safety Analysis for Ipoh - Lumut Highway Using Geographical Information System
by Raihana Bt Rosli
A project dissertation submitted to the Civil Engineering Programme
Universiti Teknologi PETRONAS
in partial fulfillment of the requirement for the BACHELOR OF ENGINEERING (Hons) (CIVIL ENGINEERING)
UNIVERSITI TEKNOLOGI PETRONAS TRONOH, PERAK June 2010
i CERTIFICATION OF ORIGINALITY
This is to certify that I am responsible for the work submitted in this project, that the original work is my own except as specified in the references and acknowledgements, and that the original work contained herein have not been undertaken or done by unspecified sources or persons.
RAIHANA BT ROSLI
ii ABSTRACT
The number of accident in sixteen (16) Perak districts is increasing every year. Looking into the Ipoh - Lumut Highway, there are some places which are prone to accidents. It is important to pin point which places and/or situations are dangerous, and why they are dangerous. The objective of the study is to determine the locations prone to accident, identify the causesof accident and to propose a suitable countermeasurefor the problem. Road Safety Audit (RSA) is a relatively new road engineering technique aimed at identifying potential safety problems during planning and design of projects. Applied to existing roads, RSA can identify potential safety hazards before they become accident prone locations. In road safety analysis apart from producing the most accurate prediction from statistical figures, the need to visualize information geographically using GIS is essential. Traffic engineers, planners and decision makers need as much information as possible in diagnosing the cause of traffic accidents before deciding the appropriate countermeasure. The scope of study for this report is specifically highlighting the selection of the location that is prone to accident, the causesthat led to the problem and to propose suitable countermeasure. The project covers for Perak Tengah and Manjung District which focuses at six prone locations. The GIS is used for road safety diagnosis involved site characteristics analysis/field observations, accident analysis, accident data statistics, behavioral observations, surveys of road-users characteristics, and identifying and recognizing relevant variable. The project is to analyse the pattern in accident prone location and to prevent more accident to happen.
111 ACKNOWLEDGEMENT
First and foremost, I would like to express my gratitude to Allah S.W. T for making the project running smoothly and successfully during the 2 semesterperiod in University Technology PE'IRONAS to complete the project. Heartiest appreciation to all parties involved in my project for all the guides and helps given.
Warm thankfull to my supervisor Ms. Noor Amila Bt Wan Abdullah Zawawi for the guidance during difficult times, for the experiences and supports throughout the completion of the project.
Appreciation also given to all institution and person who had involved directly or indirectly in this project and making the experience of completing the project more memorable and beneficial with their assistance and guidance. Thank you also to ASP. Abdul Wahab Bin Abdul Rahman, the Head of Management and Traffic Cops Perak, Traffic Division, Royal Police Malaysia for his commitment to help in giving information for the project. Not to forget to all staffs in Majlis Bandaraya Ipoh, Jabatan Ukur Dan Pemetaan Malaysia, Jabatan Kerja Raya, and Jabatan Keselamatan Jalan Raya who had involved directly or indirectly in making the project a success.
Last but not least, I would like to give special thanks to my family members and colleagues for their support and advice throughout this course in order to make the final year project something to be proud of. Thank you again to all of them.
IV TABLE OF CONTENTS
Certification ...... i Abstract ...... iii Acknowledgement ...... iv
CHAPTER 1.0 INTRODUCTION 1 ...... 1.1 Project Background 1 ...... 1.2 Problem 3 statement...... 1.2 Objectives 3 ...... 1.3 Scope Study 4 of ...... CHAPTER 2.0 LITERATURE REVIEW 5 ...... 2.1 Road Safety Analysis/Diagnosis 5 ...... 2.1.1 Background 5 ...... 2.1.2 Traffic Conflicts 10 ...... 2.1.3 Automatic Enforcement System 11 ...... 2.1.4 Road Safety Audit 14 ...... 2.1.5 Geographical Information System (GIS) 16 ...... CHAPTER 3.0 METHODOLOGY 21 ...... 3.1 Flow Chart 21 ...... 3.2 Gant Chart 25 ...... CHAPTER 4.0 RESULT AND DISCUSSION 26 ...... 4.1 Result Discussion 26 and ...... CHAPTER 5.0 CONCLUSION 32 ...... CHAPTER 6.0 RECOMMENDATION 33 ...... REFERENCES ...... 34 APPENDICES
V LIST OF FIGURE
Figure 2.1: Steps Involve in Road Safety Analysis ...... 5 Figure 2.2: Road Accident Casualties (1973-1995) 6 ...... Figure 2.3: Accident Deaths Trend Projection and ...... 6 Figure 2.4: Factors Contributing Traffic Accidents 7 to ...... Figure 2.5: The Statistic Accidents, Injuries, Death for Each State 8 of and ...... Figure 2.6: Local Boundary for District 9 ...... Figure 2.7: Area Study 9 of ...... Figure 2.8: The Safety Pyramid 10 ...... Figure 2.9: The Application Automatic Enforcement System 11 of ...... Figure 2.10: Identified Accident-Prone Areas: Singapore Expressways 19 ...... Figure 2.11: Accident-Prone Areas: Spatial Distribution of Accidents by Road Surface...... 20 Figure 2.12: Accident-Prone Areas: Spatial Distribution of Accidents by Vehicle Involvement 20 ...... Figure 3.1: Flow Chart for Final Project 2 22 year ...... Figure 3.2: Gant Chart for Final Year Project 2 25 ...... Figure 4.1: Number Accident By Year 27 of ...... for 27 Figure 4.2: Number of Accident Respective District ...... Figure 4.3: Type Vehicle Involved in Accident 28 of ...... Figure 4.4: Type Accident Severity 30 of ...... Figure 4.5: Analysis Using GIS Accident Prone Locations 31 at ......
LIST OF TABLE
Table 2.0: Types Accidents Injuries 8 of and ...... Table 4.0: Number Accident Before After Highway Completed 28 of and ...... Table 4.1: Type Involved In Accident 29 of vehicle ......
V1 CHAPTER 1.0
INTRODUCTION
1.1 Project Background
Our traffic environment is getting more and more complex. The number of cars increases. Wider roads and better technology also means higher speeds. Motorists want short travel times at the same time, vulnerable road users such as bicyclists, pedestrians, and elderly drivers, demand increased safety as well as less obstruction. How are these demands to be met? How can the traffic environment be designed to make everybody happy? It is important to get a living traffic environment where road users can move comfortably without fear. We must therefore adapt the layout so that traffic moves continuously, even though car speeds sometimes may have to be lowered at certain location. Today, motorist are often allowed to drive much too fast.
Ipoh - Lumut Highway has been completed and fully opened starting 28 February 2009 and will reach its Defect Liability period three (3) months and fourteen (14) days after 28 February 2010. The existing Federal Route 5 is actually started at Section 0 somewhere in Banting, Selangor and end at Section 755 at Jelapang. MRCB has been appointed as the design and build contractor for the widening and upgrading of the existing Federal Route 5 (FR5) from Ipoh to Lumut, in Perak Darul Ridzuan. The existing project road, as showed in Appendix I classified as two-lane single carriageway road and four-lane dual carriageway road ( the stretch along Ayer Tawar Town) serving a wide between area Ipoh and Lumut. The proposed road design would have to cater for future traffic demand along this Federal Route 5 spanning over the next twenty years along this important route linking Ipoh and the coastal town of Lumut and its surrounding areas.
The proposed project comprises 10 signalised three legged junctions, 6 signalised junctions, 4 cross median openings, 35 access roads, 5 pedestrian bridges, 2 at-grade pedestrian crossings, and more than 20 bus lay-byes. Twelve (12) direct u-turn facilities
1 are also proposed in order to ease the traffic circulation along the proposed project road. First negotiation was done on 6th January 2003 with Contract Sum of RM 265 million from existing Sitiawan (FR5/A18) junction up to Kg. bali Junction which is about 42 km length based on JKR R5 standard. However, due to limited budget of RM 175 million, the upgrading works was changed from 42 km to 52 km. After gone through several discussion and negotiation, MRCB finally received a Letter of Award from JKR on 28`h April 2004.
The revised scope of work 52 km involves of upgrading and widening certain stretches along the existing Federal Route 5 (FR5) between Sitiawan and Jelapang and consists of six (6) numbers of bridges. The construction work is 30 months and expected to be completed in 2006. Moreover, besides widening the existing road, the upgrading involves improving junctions, configuration and provides u-turn facility at junctions and road links. The detailed engineering design complied with all Arahan teknik (Jalan) published by Cawangan Jalan, JKR Malaysia and has been audited by Road Safety Auditor from the Transportation Research Group (TRG) of the University of Malaya.
2 1.2 Problem Statement
Road accidents are relatively rare events. Whenever there is a "near-accident" (or "near-miss"), it is standard practice to study the circumstances surrounding it very carefully, in order to identify the factors involved and identify actions that should be taken to avoid repetition or a collision. The traffic accident problem in Malaysia is one of the most serious facing the nation. The cost to the community is over RM 4 billion annually along with the huge price in terms of pain and suffering of the people involved in traffic accidents. It is now recognised that traffic accidents rarely have a single cause and involve many factors, not all of which can be significantly influenced by those involved in the engineering of roads and in managing the traffic on them.
The number of accident in 16 Perak districts is increasing every year. Looking into
the Ipoh - Lumut Highway, there are some places which are prone to accidents. Referring to Appendix II are some report about accident happened at Ipoh - Lumut Highway. It is important to pin point which places and/or situations are dangerous, and why they are dangerous. The needs to study the varieties causes of the accidents at the locations are important to decrease the number of accidents and to study `hazards' in traffic in an uncomplicated way; as well as assessing whether a modification/countermeasures is beneficial.
1.3 Objectives
The main objectives of this study are: 1) To determine the locations which are prone to accident. 2) To identify the causes of accidents at the locations. 3) To determine the best method to be implemented for road safety diagnosis / analysis. 4) To propose countermeasure for the problem where suitable.
3 1.4 Scope of Study
The author focuses the problem to be solved from an engineer and user perspective. The scope of the study is to specifically highlight the selection of the location that are prone to accident and the causes that led to the problem. The methodology use for road safety is analysis using Geographical Information System which will include site characteristics analysis/field observations, accident analysis, accident data statistics, behavioral observations, surveys of road-users characteristics, and identifying and recognizing relevant variable. The author focusing on the Perak Tengah and Manjung District only which comprises of two and six accident prone location respectively. It is because the locations have much number of accidents even after the completion of the highway. The author also reviews the Road Safety Audit which is done by Road Safety Auditor from the Transportation ResearchGroup (TRG) of the University of Malaya.
4 CHAPTER 2.0
LITERATURE REVIEW
2.1 Road Safety Analysis/Diagnosis 2.1.1 Background
Compare and test Risk assessment i alternatives method
Identifying and Site characteristti reco nizing relevant analysis/field j 'able ý observations ý I ý ý, Behavioral observations Accident analysis/data / Surveys of Road- statistics J users characteristicsJ ---
Traffic conflict data collection
Figure 2.1: Steps involve in Road Safety Analysis
Traffic accidents in Malaysia have been increasing at a rate of approximately 10% per annum over the last 10 years in Figure 2.2. The seriousness of the problem was recognised by the Government in 1989 when it set a target of 30% reduction in traffic accident deaths by the year 2000. More recently, this goal has been translated into a projected number of deaths as shown in Figure 2.3 (Radin Umar 1997). Achieving this target requires concerted and sustained actions on a number of "fronts" covering the traditional areas of Engineering and Environment, Education, Enforcement and Emergency Services.
5 This multi-faceted approach recognizes the fact that traffic accidents are rarely the result of a single cause or factor. They are generally the outcome of the interaction of many factors in a "chain of events" involving the driver, the vehicle and the environment, that ultimately leads to the occurrence of an accident. The contributory factors in traffic accidents can be broadly categorized into 'Human' Factors, Road and Environment Factors and Vehicle Factors. Studies in various developed countries reveal a good degree of consistency in the interrelationship and relative proportions of these contributory factors in overall traffic accident statistics.
- 31) r--- I ... Iý w nn rniýaýi W. .,V .I,
SOURCE: STATICS ROAD ACCIDENTS MALAYSIA 1995 Figure 2.2: Road Accident casualties (1973-1995) ýýýýýýýýýýýýýýýýýIlilllSource: Statistics Road Accidents Malaysia (1995)
to FOrCCaSI 17) (9,1: _--" Reduction 30°.
Actual Death
Target (6.389)
1 Uo. ut, 2289 to. p " "' '' °} leap 0 1972 1974 1976 11478 1980 1982 1984 1986 1988 1990 1992 199t 1J9G 1998 2000
r1; 3 1975 1917 1979 1981 1983 1985 '987 . 1991 1993 199_ 1997 1999
"ah, n
Figure 2.3: Accidents Deaths Trend and Projection Source: Radin Umar (1997)
6 It is evident from Figure 2.4 that about 24% of traffic accidents involves the interaction of 'Human' and 'Road/Environment' factors. While the relative proportions of contributing factors in "less developed countries" may be different to that in developed countries, it is likely that the contribution of 'road / environment' factors is higher because of the generally lower 'safety standard' of roads in these countries.
It is in respect to this combination of human and environmental factors that engineering and traffic management actions can be used to eliminate some contributing factors, thereby breaking the "chain of events" and perhaps avoiding the occurrence of the accident or alternatively reducing the severity of its outcome. JKR has adopted a strategy which includes two types of road safety action: " Accident Reduction, which is focussed on the identification and elimination of accident "Blackspots", and " Designing safer roads and improved traffic management for all road user groups.
Human Factors (95%)
Figure 2.4: Factors contributing to Traffic Accidents Source: Austroads (1994)
7 Table 2.0: Types of accidents and injuries Source: Road Safety Department, Ministry of Works (2008)
ý"El. ýATt. 1r, CAhI KECECER. iAr. a
fQn. s Ký. Ralar+yan
0.1aut 5,378 5,634 5,678 51623 5,719 5,672
Oarah 6,696 7,163 7,444 7.600 7,373 7,384
R. rýflarº 30,259 31,357 33,147 251905 151596 13,979
Kýrosakan 237,378 254,499 280,546 289,136 312,564 336,284
7armlah 279,711 298,653 326,815 328,264 341,252 363,319
^ý r-. _.. a "o--c. -rr. _Sr-
=5 :oO. o, =!: Q a. 2 ý, 2 °Z .-.. _ .... _2 _2_ c.
Paraft 8.425 9,040 91218 9,395 9,253 9.273
Ri"yar+ 35.236 37,415 38,645 37,417 19.885 18,4-4ý4
JVr1114D1Y 49.552 52,741 54,091 47,012 35,425 33,999
A total of 196 people were killed on the road in the Ops Sikap 20 during the recent Hari Raya holidays (September 2009), and 60% of the caseshave been attributed by the user behavior who likes to speed. The 2009 statistic of accidents, injuries, and death for each state shows in Figure 2.5. Statistik Kenalantan. Kecederaan a Kenatian Berdasarkan peterl Bati Tahun 2989 90
80 Q Kewalan4an Q Kewatian Q Kecederaan
Nena NeYerl
Figure 2.5: The statistic of accidents, injuries, and death for each state Source: Road Safety Department, Ministry of Works (2009)
8 The Ipoh-Lumut Highway has been totally opened and completed construction approximately for one years. The route starts from Jelapang junction and end at Lumut junction with distance about 80 km. The monitoring of the traffic condition is divided into four districts which are Ipoh, Batu Gajah, Perak Tengah and Manjung as shown in Figure 2.6. The boundary use is the same as pre-determined by the local district management.
KM 12 KM 31 CHANGKAT CHERMIN ýI BATU III IPOH I GAJAH I PERAK TENGAH MANJUNG ý DISTRICT DISTRICT DISTRICT ý DISTRICT ý ý ýýýýý
IPOH------L-UMUT
Figure 2.6: Local Boundary for District
The author focuses only at Perak Tengah and Manjung Districts. The area covered in this project as shown in Figure 2.7 below:
U I1II II I _ýýý. Highway M N.. Tr I, I. IIIIl RD
Ipoh Km0 toKm11(AtoB) ý i1 Batu Gajah Km 11 Km 29 C) to (B to Q Perak Tengah Km 29 to Km 49 (C to D) Manjung Km 49 to Km 80 (D to E) ýn O r H
ýI l; ý r` CýÜ ! ý-, ; ,, ý ... i i;. _,: i ý LJI. -'1 i {A1Dýu'ý 1----- ýf .` ------___ .:. -
n Iiii)
Figure 2.7: Area of Study
9 2.1.2 Traffic Conflicts
Near-accidents have been studied by road safety researchers(and some practitioners) for over 20 years, although the investigation is much less detailed and rigorous than in the aviation industry. In both contexts, however, the study of near-accidents (or traffic conflicts) is seen as contributing to accident reduction. The first systematic procedure for observing and recording road traffic conflicts was that proposed by Perkins and Harris (1967), who were charged with finding out whether vehicles made by General Motors were involved in more or less `unsafe incidents' than were vehicles made by other manufacturers. They concluded that the task they had been given was futile, but that the technique they had developed might be used to assessaccident potential.
Traffic conflicts can be seen as part of the continuum of events that range from "safe" driving through to accident and injury. The concept of the "safety pyramid" is a more useful concept than the "safety continuum", as the former conveys some idea of the relative frequency of the different types of events whilst the latter does not (see Figure 2.8).
ý Accidents
Conflicts
Potential conflicts
Undisturbed passages
Figure 2.8: The Safety Pyramid Source: Perkins and Harris (1967)
10 The random variation is less of a problem, as the number of conflicts based on a few days' study outnumbers the number of accidents over several years. It has therefore been demonstrated that conflict studies give a better estimate of the average number of accidents than accidents statistics. This means 3 days of observations already give (normally) better estimates than waiting for three years of accident data. Estimating the expected number of accidents is not sufficient for traffic safety analyses. Risk estimates are required, as a basis for good comparisons.
Combined with other data sets, the conflict technique is an efficient tool for analyzing traffic safety problems for specific sites or road user groups. A combination of conflict studies and volume counts enable detailed risk estimates. The most obvious strength of the technique is quickly generating efficient countermeasures.The conflicts do not only reflect the number of accidents well, but also their nature. The process of a conflict is almost identical to that of a compatible accident. The observations can therefore be used as a basis for explaining how these situations occur.
2.1.3 Automatic Enforcement System/Automated Speed Enforcement System
Figure 2.9: The Application of Automatic Enforcement System
The system would comprehensively monitor the traffic conditions on the roads, including whether motorists were flouting traffic rules, speeding or running the red light. installation The by stages by The Road Transport Department (JPJ) will ensure that road by users abide traffic rules and to effectively reduce the incidence of road accidents. As a
11 matter of fact, automatic enforcement system had been adopted in countries such as the US, Britain, Australia and the EU to reduce the incidence of road accidents. Other than enhancing the safety of motorists, the government of Malaysia also strives to improve the enforcement system by adopting the new system.
The Automatic Enforcement System enforcement system would be divided into three categories, namely portable system, fixed system and mobile system. The portable system allows the enforcers to carry the equipment with them whenever they are on duty. The fixed system is placed next to the highways to monitor speeding vehicles, while the mobile system is placed on vehicles such as passengercars, vans and lorries.
Traffic accidents in construction work zones are a nationally significant problem. In urban areas, heavy traffic volumes and high speedsmake construction work extremely hazardous. In rural areas, traffic volumes may be lower, but the problem of high speeds can be even more severe. Unfortunately, these results are not atypical. High vehicle speeds have contributed to accidents and fatalities. One South Dakota study has shown that the presenceof the highway patrol can reduce traffic speedsin work zones, but unless officers actually issue citations, the effect of presence alone is temporary. Sufficient numbers of officers are not available for continuous enforcement. Furthermore, intensive enforcement activities within the work zone could aggravate congestion and traffic conflicts within the work zone. Other jurisdictions have found that the use of automated speed enforcement devices can provide similar speed reductions and substantially raise drivers' awarenessof speed limits.
Automated speed enforcement systems consist of a narrow-beam radar speed detection unit and one or more flash cameras that photograph vehicles exceeding a specified speed threshold. After violations are detected, the film is processed to reveal speeding vehicles' license numbers and their recorded speeds.The owner of the vehicle is mailed a citation and assesseda civil penalty, in much the same manner as a parking violation might be handled. Because the vehicle owner, not necessarily the driver, is
12 cited, the violation is not a normal speeding violation, and the owner is not assessed points against his driving record. Similar systems have also been used to reduce red light violations.
The speed enforcement system to be evaluated in this study differs from photo radar systems in both the camera and the speed detection method used. Rather than using a still camera together with a traditional radar gun, the LaVideo system uses a video camera with a Lidar unit -a very narrow beam laser unit that is capable of detecting a small target speeding within a group of larger vehicles. The LaVideo system also differs from photo radar units in that it must be manned to keep the camera and Lidar trained on the vehicle.
Initial work was done during the summer of 1997 to evaluate two of the laser video units. These units were operated by a South Dakota Department of Transportation (SDDOT) employee along with a Highway Patrol officer. Violators videotaped while speeding through work zones received warning letters, not citations. Only five warnings were issued. Although automated speed enforcement systems have been well demonstrated in fixed speed zones, they have not been widely used in work zones.
Demonstrating their ability to reduce vehicle speeds in work zones will be a worthwhile endeavor, not only for South Dakota, but also for the rest of the nation. The objectives of this research project will be to: (1) evaluate the effectiveness of Video/Lidar system in work zones; (2) evaluate the functional capabilities and limitations of the video/lidar system in work zones; (3) evaluate the cost effectiveness of the Video/lidar system in work zones; and (4) develop recommendations for other applications of the video/lidar system.
13 2.1.4 Road Safety Audit
Road Safety Audit (RSA) is a relatively new road engineering technique aimed at identifying potential safety problems during planning and design of projects. Applied to existing roads, RSA can identify potential safety hazards before they become accident prone locations. Thus Road Safety Audit is very much based on the premise that "prevention is better than cure". Road Safety Audit is also an important part of the 'Quality Assurance' process in road engineering, giving special emphasis to the principle of "getting things right the first time".
Road Safety Audit may be defined as the formal examination of the planning, design and construction of a road project, and of the characteristics and operation of an existing road, by independent and qualified examiners, to identify any potentially unsafe feature or operational arrangement that may adversely affect the safety of any road user. The important emphasis in this definition is that: " It is a formal processnot just an ad hoc check, " The examination needs to be done at various stages in the development of a project, " The auditors must be properly qualified and experienced to undertake the task and they must be independent of the planning, design, construction teams involved with the project, " The audit must consider the safety of all road user groups.
It is not uncommon to find that safety and operational problems become evident shortly after many new road projects become operational. In most cases these problems could have been anticipated, their causes identified and eliminated, or at least their effects could have been mitigated, at little extra cost if they had been identified at the appropriate stage in the development of the project. RSA is specifically aimed at achieving this and is therefore very much a 'Pro-active' approach to road safety. Projects for which the has responsible organization made a real commitment to road safety practices and which
14 have undergone thorough RSA will rarely exhibit accident black-spots throughout their economic life and will provide the community with safe and cost effective transportation.
The adoption of RSA procedures not only helps to eliminate accident causes before they are built into a project, it also helps develop a 'road safety culture' within the organization, in which the various 'team players' will have a greater commitment to achieving safety and excellence in the product and services they provide. RSA is 'customer (i. e. road user) focused' and it is not so much concerned about the processes involved in achieving the product (i. e. the road itself).
This is a major distinction between financial audits and road safety audits. On existing roads, particularly those which have not been subject to RSA during their design, many hazardous features exist which inevitably contribute to the occurrence of traffic accidents, or severity of their outcome. Systematic road safety auditing can identify these 'Booby Traps' and they can be eliminated before they become involved in a traffic accident or develop into accident 'Black spots'. The adoption of the RSA process, involving audits at various stages in the development of a project, can make a significant contribution to achieving safe and efficient road performance in the following ways: " RSA will detect and eliminate unsafe features at the stage when changes to a design are most easily made, thus avoiding costly redesign or later reconstruction. Action at an early stage in the planning and design process also avoids 'locking in' conditions which leave designers with little flexibility to achieve effective solutions to problem areas. Alternatively, if desirable changes to a design cannot be made, early detection of potential safety deficiencies often allows other 'mitigating' works to be included which can reduce the undesirable effects of design inadequacies.
" RSA at various stages can identify and eliminate inappropriate or 'out of date'
standards and practices. This can be very beneficial where resources do not permit continual updating of standards and practices and where design resources are decentralized or distributed amongst numerous consultants.
15 2.1.5 Geographical Information System (GIS)
GIS has been depicted as a decision support technology. Many applications of GIS develop over the last decadeprovided information necessary for the decision making in diverse areas including natural resources management, environmental pollution and hazard control, regional planning, urban development planning, and utilities management (Tomlinson 1988).
GIS plays an important role in searching for alternatives by using manual map overlays as part of suitability analysis. The basic idea is to put all the element such as physical, economic and environment on map layers. From there, the map will be analyzed according to the desired outcome.
In road safety analysis apart from producing the most accurate prediction from statistical figures, the need to visualize information geographically is essential. Traffic engineers, planners and decision makers need as much information as possible in diagnosing the cause of traffic accidents before deciding the appropriate countermeasure.
Development in local GIS applications has created a new avenue for managing traffic accident information in Malaysia. One of the pioneering GIS researchesin traffic safety was a study on linking the flexible Microcomputer Accident Analysis Package (MAAP) data to a DOS version of the MAPINFO package (Ahmad et.a1.1993).
An example of implementation of these strategies is illustrated in this route selection problem described in the project "An analysis of expressway accidents in Singapore using GIS" by Kamalasudhan, Mitra, Assistant Professor Bo Huang and Chin, Associate Professor H. C. from the Department of Civil Engineering, National University of Singapore, Singapore. This research has some similarities in the author project in terms of analysing the accident data using GIS.
16 Accident data, collected for many years, serve as the ground base for programs designed to reduce the number of traffic accidents. These accident databases are usually in the form of linear record file system, which enabled an extensive amount of research to be undertaken using statistical methods. But both the databases as well as the analyzed information lacked visibility, which is essential for better understanding and good decision-making. Further many of the required analysis have a strong locational element, and as such they may suggest some form of geographic computer based data management system.
Geographic Information System (GIS) has been identified as an excellent system for storing and managing these types of data and also as a potential tool for improving accident analysis process. One of the reasons is that it provides an efficient system of linking a large number of disparate databases and also provides a spatial referencing system for reporting output at different levels of aggregation. Even though traffic safety seemsto have many easy and logical connections to GIS, and its applications have been proposed from before, the development of a useful GIS database proved to be more difficult than anticipated.
Works are limited to just visual interpretations of displayed aggregate accident data. Traffic safety programs can provide benefits only when effective countermeasures are applied to the locations and areas that really need safety treatment. Hence the practice in analyzing accident data has always been preceded with identification of high accident locations followed by identification of factors and selection of countermeasures.Several techniques for identification of accident locations have been established, but GIS has only been applied to display such locations and to analyze problematic cases.
The fundamental objective is to determine the factors that contribute to accidents at those spots and to take actions that will reduce crash frequency or severity. Determining such factors like roadway features and road user characteristics is usually done through a macroscopic study involving a large accident database (6). However
17 making inferences from a single site, solely based on historical data does not always yield consistent results, because accidents do not usually occur at the same specific location. They may be distributed over an area although they may be caused by factors in a specific location. Hence it is more appropriate to identify accident-prone areas, with a subset of locations having high number of accidents instead of accident spots. Identification of accident-prone areas is best done on a GIS platform, which can facilitate further investigation of accident causation.
In this study, the analysis has not been confined to any particular class or type of accidents but rather towards utilizing the open nature of GIS in data manipulation. Hence it is decided to consider all the crashesinitially and determine accident-prone locations by developing density maps. Density maps are produced for all the years that are considered from 1992 to 2000 with the input data as individual accident points. Density maps show where the highest concentration of a particular type of accidents. They are useful for looking at patterns rather than at locations of individual features. It creates a continuous raster surface from a set of input point features representing a magnitude per unit area, as in our case the number of accidents per square kilometer. Hence by density maps the places where accidents are clustered can be easily distinguished.
From the density maps produced for different years, the accident-prone areas can be easily distinguished. In order to get the real locations wherein the accidents are highly clustered all through these years, the raster layers are added up together. Thus the summed up layer gives us a density map showing accident density distribution. For better localization of the potential areas the resulting layer is reclassified i. e. producing a different raster layer by modifying classification range, color coding etc. Reclassification makes it easy to understand the distributions and also to make decisions from the displaying map. Figure 2.10, shows areas in Singapore expressways where accidents are highly clustered. As these areas have been determined based on 5 years of data, it can be argued that these areas may have certain factors which contribute to accidents recurrence there.
18 The accidents may be clustered over an area but these can be caused by factors in a specific location. Hence the next step after identification of high accident locations is to perform a detailed safety analysis on these areas. Usually much less thought has been given to the safety analysis stage that follows. However it will help to determine abnormal accident pattern and would lead to selection of sites for appropriate remedial measures for the improvement of safety. This analysis of collision trends of specific accident types can be flexibly done and visually displayed using GIS.
Figure 2.10: Identified Accident-Prone Areas: Singapore Expressways
Pavement surface characteristic is one of the important factors, which determines the safety of a vehicle when negotiating a curve or at the time of sudden application of brakes. From the present study it has been found that major percentage of accidents occurred at both accident-prone and rest of areas when the road surface condition was dry. But comparing the percentageof accidents which occurred when the surface is wet it has been found that the accident-prone areas contribute more, leaving us the clue for viewing such accident location distributions to look for the factors and take countermeasures.
19 ýý,. ý ' 'ý' i 'ý
Figure 2.11: Accident-Prone Areas: Spatial distribution of accidents by road surface
The accidents are also grouped based on the vehicle involvement and it has been observed that around 58% of the expressway accidents were multiple vehicle accidents and the rest were single vehicle accidents. Further the collision of vehicle with stationary objects has been more in accident-prone areas. On the other hand even though most of the multiple vehicle accidents are caused as a result of head to rear type of collision, the percentage of sideswipe collision is found to be more in accident-prone areas, which needs to be focused. Hence analysis of specific types of accidents may reveal important geometric and traffic control and regulatory factors which are responsible for their causation.
F 1 ý ý ý. ý ý\ ý :ý. 1ý
ýý x1' _. ýý,ý-. ý. ý I
Figure 2.12: Accident-Prone Areas: Spatial distribution of accidents by vehicle involvement
Based on this research paper, it shows that using the Geographic Information is System an effective tool to display different type of spatial accident distribution on digital road network. The use of GIS enables relevant accident data to be quickly
20 processed and displayed on a map. GIS has also been used as a tool to identify hazardous locations along the expressways depending on the historical road accident data.
21 CHAPTER 3.0
METHODOLOGY
3.1 Flow Chart
Project Start
Get Trusted Accident StatisticalI Data and Interview Various Institutions (PDRM, JKJR, JKR, JPJ,MIROS)
Identified Study Area Location1 Which Are Prone To Accident
Identify Accident Causes I 1 Road Safety Analysis Using GIS
Determine the suitable countermeasurei to be implemented l Final Recommendations
Projectl End
Figure 3.1: Flow Chart for Final Year Project 2
22 Review of documents, publications and analysing information " Reports of accident, accident investigation, audits " Publications " Regulations & Code of Practice " Statistics " Road Safety Audit " Analysing information from institutions.
Inspection and observation at the site " Need to prepare checklist before inspection (need experience) " Purpose: to have real feeling at site, to observe the condition at site
Analysing using GIS and proposing countermeasure " Using layer of attributes " Base on the problem encounter at accident prone location, propose suitable countermeasure
The author analyses the data and information collected from various institutions. From the analysis, the author get the accident prone locations, causesof accidents, type of vehicle involve in accidents, severity of accidents and so on. Then the author plot in all the information and analysis into GIS. Using GIS, the author will overlapped the layer of attributes to see the pattern of accident in accident prone locations and identify the other locations which are not prone to accident but have the similar characteristics. From the analysis the author can give suggestion to the authority of what need to be done.
The author also plot in information from Road Safety Audit (RSA) Stage 4 Part 3 and Stage 4 Part 3 ResponseReport done by Ministry of Works in the GIS to see whether the problems/ issues highlighted in RSA Stage 4 Part 3 has been rectify or not, because it can cause dangerous to road user and may cause more accident. Other than that, the
author also makes comparison between self-analysis done in this project using GIS with the RSA done by Ministry of Works. From the comparison, if the GIS is more effective to be used to predict accident and prevent it from happen, the author can suggest to the
23 authority to use it as one of the tool to do the road safety audit becausefrom the interview with them, they said that they don't use GIS for safety analysis but only for development of road.
24 3.2 Gant Chart
No Detail W eek 1 2 3 4 5 6 7 8 9 10 11 12 13 14 1 Data collection
2 Data analyzing
3 Seminar I
4 Project work
5 Submission of E Progress report 6 Project work
continues 7 Poster Exhibition
7 Submission of interim report/ Dissertation (softbound)
8 Oral presentation
Figure 3.2: Gant Chart for Final Year Project 2
25 CHAPTER 4.0
RESULT AND DISCUSSION
4.1 Result and Discussion
From the first phase, the data analyse only cover the area under Ipoh and Batu Gajah District monitoring. The further analysis has been done from the added information given by the Royal Police of Malaysia, Perak Contingent. The data and information collected from the interview session with Assistant Superintendent Police Abdul Wahab Bin Abdul Rahman, the Head of Management and Traffic Cops, Traffic Division, Jabatan Ketenteraman Awam/Trafik. The information is from the year 2006 until 2009 which means it gives information two years before and after the highway has operated. Refer Appendix III for the raw data collected from the department. The author has classified the information as follows:
1) The total number of accident by year and the number of accident for each district - From the graph below, we can see that the number of accident has been decreasing in 2008 and 2009 which is after the highway has completed. This would satisfy that the original purpose of constructing the highway was to met the traffic demand with the reason that Lumut as the centre for tourism, shifted of the Administration Office for Perak Tengah District from Parit to Seri Iskandar, and the expanding development that take place along the route which contribute to high population and demand for a bigger and safe road.
26 NUMBER OF ACCIDENT BY YEAR 2500
2000
1500
1000
500
0 2006 2007 2008 2009
YEAR
Figure 4.1: Number of Accident By Year
into below, has for - Looking the graph the author analysed the number of accident each district by years. It shows that there was inclination in number of accident in 2008 for Batu Gajah District but the other districts show the same declining pattern. In 2009, all districts have decreasing number of accident except for Perak Tengah district which shows increasing trend.
NUMBER OF ACCIDENT BY YEAR
900 800 I.- 700 600
$ 500 tIPOH 0 400 ¢ t BATU GAJAH ý 300 PERAKTENGAH ý 200 z ýý -x- MANJUNG 100 0 2006 2007 2008 2009 YEAR
Figure 4.2: Number of Accident for Respective District
2) The locations prone to accident by district - The study has identified 15 locations prone to accident from the data analysed. It was found that the number of accident prone locations has been decreasing after the highway began operation. These locations are KM 3, KM 5, KM 16 Jalan
Sitiawan - Ipoh, the area under Batu Gajah District and others. However, in several other locations, for example KM 29-30 at Perak Tengah District and KM 10 at Manjung District, the trend is increasing after the completion of the highway. Some of them has no accident in 2008 but has high number of accident in 2009,
27 which are the KM 10, KM 16, KM 13 and KM4 Jalan Sitiawan - Ipoh. This study focuses on six locations which have significant number of accident which are in Perak Tengah District, KM 29-30 and KM 33-34, and for Manjung District at Jalan detail information is Sitiawan - Ipoh, KM 10, KM 12, KM 13, and KM 21.The as in Table 4.0 below:
Table 4.0: Number of Accident Before and After Highway Completed
2006 20oD Z006 OfSiRICT tDCA71oN BEFOIE AFi9t IPOH 1) TAMAN AKIDJUNCTION BUüT KELEDANGTRAFRC UGHT JUNCTION 3) KELEDANGPERMAI TRAFFIC UGHTJ UNCTION BATU6ANH IPOIII-LL>tYlfT 163 220 195 150 PERAKT6fflAH 1)KM29-3O 27, 46 32. 43 2) KM 3334 75 92 84 76 MANIUN6 KM3JALAN SITIAWAN-1POH 32 0 21 KMSJALANSETIAWAN-IPOH 16 26 IS 3) KM IOJALANSTTIAWAN-IPOH 22 18 0 21 4) KM 121ALANSITIAWAN-1POH 28 0 32 KM ISJALAN SFIIAWANAPOH 14 0 0 19 KM21JALANSITIAWAN-IPOH 19 0 M 14 7) KM I3JALAN SITIAWANAPOH 0 42 0 17 KMTRARKUGHTBTI9SLTIAWAN-IPOH 0 34 0 9) KM 4JALAN SITIAWAN-IPOH 0 0 0
3) Type of vehicles involved in accident for each district involved in - The pie chart below shows the total number of vehicles accident recorded. The highest number of accident has involved car, followed by motorcycle, other type of vehicles, lorry, van, 4wd/Jeep/Pickup, bus and lastly bicycle.
TYPE OF VEHICLE
908\ 49 1
E CA R EVAN V BUS
E LORRY 4529 N 4WD/JEEP/PICK UP Li MOTORCYCLE
U OTHERS
L- BICYCLE
197
Figure 4.3: Type of Vehicle Involved In Accident
28 - Looking into the Table 4.1 below, the author classifies the type of vehicles involved in accident by district. The red-shaded cell shows the highest number for each types of vehicle involved in accident. The number of car and 4wd/Jeep/Pickup are highest in Ipoh because Ipoh has high population and developed residential area. Ipoh is the centre of commercial business district, education institutions and also government agencies.The number of lorry is high in Batu Gajah becausethere is on-going construction in place and the lorry transported construction materials for the development expanded from Ipoh to Batu Gajah area. In Perak Tengah, the number of bus involved in accident is the highest while in Manjung the number of van, motorcycle and bicycle are the highest.
Table 4.1: Type of Vehicle Involved In Accident TYPEOF VEHICLE IPOH BATU GAJAH PERAKTENGAH MANJUNG
CAR 1232 1164 869
VAN 46 42 50 59
BUS 10 21 33
LORRY 145 187 76
4W0/JEEP/PICKUP 62 54 36 36
MOTORCYCLE 282 427 334
OTHERS 11 825 5 67
BICYCLE 12 11 7 19
4) Type of accident severity before and after the highway completed - The chart below show type of accident severities which are; death, serious injury, minor injury and vehicle damage. The highest impact of accident is vehicle damage. There are decreasing in number of death, minor injury and vehicle damage, but an increasing number of serious injuries after the highway completed.
29 TYPEOFACCIDENT SEVERITY BEFORE HIGHWAY COMPLETED TYPE OFACCIDENT SEVERITY AFTER HIGHWAY COMPLETED
i DEAlh ý DEATH -Atom , ý was NR{RY ý SERg'JGecUtt MINORROY itpo Fuurr ý p6Ui21 ý VV.DAMACE YIX
Figure 4.4: Type of Accident Severity
5) Major causes of accident in location - There are some major causes of accident identified the prone which are; indiscriminate crossing in/out of junction, tailing too close to vehicle in front, colliding the back of the vehicle in front, side collision/grazing the side of other vehicle, vehicle skidded, while attempting to maneuvers/changing lane, colliding into straying animals, and unaware of existence of the vehicle in front or next to the driver's vehicle. For the Ipoh-Lumut Highway, the author can say that user behavior has been the main cause of accident happened.
There are many reasonswhy accidents are not a good measurement for describing the traffic safety condition. One of the problems is that the number of accidents at a specific site is usually small. Small accident numbers go hand in hand with large random variations. Many years have to be included to get a good picture of the situation. This means that many extraneous factors are changed during the period of observation. Another problem is that many accidents are never reported to the police.
The third problem is that often a countermeasure is introduced at a site because the number of reported accidents there has been large. A drop in the number of accidents may be attributed either to a successful countermeasure,or to the fact that the period before the measure was introduced had a randomly high number of accidents.
30 The analysis using GIS are as shown in Figure 19. The layers of attributes are: o Location of accident prone area o Type of landuse o Causesof accident o Type of vehicle involve o Severity of accident o Condition of the road 0 RSA Stage 4 Part 3& ResponseReport
Figure 4.5: Analysis Using GIS at Accident Prone Locations
From the analysis, the author can conclude that the accident prone locations are affected by:
o Type of landuse (town, residential and institutional area) o Bad condition of the road
From the overlapping attributes we can see that most of the accident prone location have the same attribute. Comparison made for RSA Stage 4 Part 3 and Response Report, most of the safety issues have been rectified except for the signboard, they maintain the existing one.
31 CHAPTER 5.0
CONCLUSION
There are many methods to analyse the road safety. Hopefully, this research would contribute to the improvement of the decision making process. From the research, the author will be exposed to the practical way of doing research as well as build good rapport with others parties such as Government institutions, privates sectors, road users and others. The beneficial knowledge about the research field could also being enhanced. The location which is prone to accident and the causes can be trace from the communal data and interviews from various institutions. Analysis of the data should be done first to get accurate locations and causes. Site/field survey should be done to get clear picture of the condition and characteristics of the prone location. Other than physical causes, the accident also can happen due to human behaviour. The Geographic Information System is an effective tool to display different type of spatial accident distribution on digital road network. The use of GIS enables relevant accident data to be processedand displayed on a map. GIS has also been used as a tool to identify hazardous locations along the expressways depending on the historical road accident data. These will help to improve the safety of road by advanced planning and maintenance of the so-called accident-prone areas.
32 CHAPTER 6
RECOMMENDATION
" There are few places along the road which are uneven due to the new pavement layer to overcome the problem of hole on the road. The authority should put signboard warning the users about the uneven road which can cause hazard and lead to accident. Refer Appendix IV Picture (a).
Km 10,12 and 13 are accident prone locations which situated at Ayer Tawar Town. There are a few drains without cover and no guardrail provided to prevent user from falling into the drainage especially for pedestrian and motorcyclist. The authority should put signboard to wam the user or providing cover for the drainage and guardrail for side road. Refer Appendix IV Picture (b).
" The authorities should put traffic calming measure at busy junctions and intersections, especially at Km 33-34.
For further development of the present research, the expressway database can be manipulated by adding roadway geometrics, information about traffic control, analysis of accident base on weather condition and time of accident occur. These information will then consist of the data that can be easily accessedor referred when crucial decision have to be made in relation to the type of improvement to be done at that particular area.
33 REFERENCES
Kang-J-G, 2002, "Changes of Speed and Safety by Automated Speed Enforcement Systems", Korea.
Public Works Department, 1997, "Road Safety Audit, Guidelines For The Safety Audit Of Roads And Road Projects In Malaysia ", Malaysia.
"Traffic Conflict Techniques and Other Forms of Behavioural Analysis : Application to Safety Diagnosis ", 6t' ICTCT workshop Salzburg Proceedings.
"Smart Transportation Guidebook", March 2008, The Pennsylvania and New Jersey Departments of Transportation.
"A Guide for Achieving Flexibility in Highway Design ", May 2004, American
Association of State Highway and Tranportation Officials.
"Bahagian Keselamatan Jalan, Jabatan Kerja Raya, Malaysia " 24/10/2009 from
http: //keselamatanialan.ikr. ¬o y/index. php
Traffic Division, Royal Police Malaysia Perak Contingent (2009).
Kathy Lindquist, 2007, "Automated Enforcement Systems: Synthesis", 24/10/2009 from
http: //www. wsdot. wa-¬,ov/N R/rdonlyres/25972782-6673-43D9-8 BB9- 88B26369B 17B/0/Auto mated EnforcementSvnthesisi'repanier605. pdf
Roger Tomlinson, "Overview of GIS: Fundamentals, Design Concepts and Functionalities" http: //www. waterforfood. or . a/L.ecture%2OMaterial/SKSrivastav GlSoverview p df
34 Saad F., 1989, "Traffic safety research methodsfor developing countries: some elements of discussion. In: Second European Workshop on Recent Progress in Road Safety Research", INRETS, France.
Nilsson G., 1989, "Safety for different road-user group. Data collection, problems, consequences and costs. Proceeding of the Second European Workshop on Recent Progress in Road Safety Research", INRETS, Arcueil, France.
FernandezF., Girard Y., 1991, "The accident: Methods of analysis and applications. First International Seminar on Traffic Safety Management ", Paris.
Norwegian Public Roads Administration, 1987-2006, "Effects of road lighting: An analysis based on Dutch accident statistics ", Arendal, Norway.
"Automatic Enforcement System to reduce road accidents ", 24/10/2009 from http: //www. mysinchew.com/node/29560
Ahmad Rodzi Mahmud, Radin Umar Radin Sohadi and Shattri Mansor, 15 May 1998, "A GIS Support System For Road Safety Analysis and Management ", Road Safety ResearchCentre, Faculty of Engineering, University Putra Malaysia.
Kamalasudhan, A., Mitra, S., Bo Huang, and Chin, H. C., 20 May 2010, "An analysis of expressway accidents in Singapore using GIS ", from http: //www. gisdevelopment.net/appl ication/natural_hazards/overview/nho0024b.htm
35 Appendices I:
Project Route 40km 4 Ioronq 4.0km CADANGAN NAIKTARAF JALAN FR 5 -Sitawan ke Seputeh ) dan dari Silibin ke Jela Lorona Mendaki f; r G. kf, h,, ý RAM AN , c 'I.: {" Ll'ýKIýTý1 ý. +rl, "f "1F. 'ß, ý,ý. .1 JELAPAN ý! i, hn,mý Iý {, ý'b{Al u'ýal, .mF; . ý 4 u.ýi. rL
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Legend;
ý Menaiktaraf Jalan FR5 - 49.0Km (4-Lorong)
ý. _.. r""°ý. ý,,_. Appendices II:
Accident Report ý Researcharticles and archivesfrom 6,500+publications
HighBeam-"pEfEAqtM
Articles> Newspapers> International Newspapers, Major Markets > NewStraits Times articles > August 2006
Article:Two students killed in carcrash Related Nrp; 1p'II, rI Lý Articlefrom: New Straits Times I Articledate: August 2,2006 1 Copyright articles
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NevStraits Times 08-02-2006 Twostudents killed in car crash Edition:Main/Lifestyle Section:Main Section
IPOH:Two youths were killed and three others were injured when their car was involved inan accident with a traileralong the Ipoh- Lumut highway, near Tronoh, on Monday.
MohdAzma Bidin of Kampung Pasir Gajah, Kemaman, andMuhamad Nizar Abu Zarin, ofTaman Setapak Permai,Kuala Lumpur, were believed tohave died on the spot. MohdAzma was driving the Perodua Kelisa, while Muhamad Nizar was seated behind him. FLAY' F`UPfFY 7-J'%4! N N1 V''" the. ftul r tin PHI111 I RIN. I cI_cuur41 "V-:Du( orýIlnw L PLAY! . 1!. --ýti ©0©0000© - K3 --I ;------7=. 1 .11 - --; Neirv s
Pfwo o., vanAa °.Mad aar, Go" . eo Car plunges into sinkhole n. n lAn., e o04.... s"s. a along highway op+n , o" I P"_-H: =n el"lelt, wcoualll. l": ýe all all., at-pt a ley 'A1xn 1x -:. 71 : he 'A'a: In ptlowe. t In4_" a a. -R., 'Aide : Int"t}: 4e al. -4W 1x M. "ArLtimnlll I9yIvAa, 1'rtle .
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7L. lUId
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-: p": +e: IuOn 1F:4 1x 1 In{. i PIA-1L: '. : "al" : Del. = 1nenl : ON 1x : U*lr_le -: ": ýýre"l al. ": 1rI y1 Il: t I"ert: ýe Ix a: ": I. Ieni.
': '":! 11.1 har. Uwe- º_" 1yi11". : Ix . 1}-"I * 1"u1 I. h'. ylVlty : =.71"1: -Mpi"lt"l .
Ad a by -Bloouie Appendices III:
Raw Data from Royal Police Malaysia JABATAN KETENTERAMAN AWAMITRAFIK POLIS DIRAJA MALAYSIA IBU PEJABAT POLIS KONTINJEN Gýý' 30000IPOH TEL: 05- 2451066 PERAK. FAX : 05-2425172
Rujukan : 134 / 2.
9 '1 C": °ý Tarikh : 24 Nov. 2009. tý.. i' ý:", it Cik Raihana Bt Rosli Undergradute Student of Civil Engineering Universiti Teknologi PETRONAS Bandar Seri Iskandar 31750 Tronoh.
PERMOHONAN SESI TEMUDUGA DAN PEROLEHAN DATA DAN PERANGKAAN KEMALANGAN DI LEBUHRAYA IPOH - LUMUT
Perkara di atas dirujuk.
2. Sehubungan permohohan Cik dan sesi pertemuan di Pajabat Cawangan Trafik Ibu Pejabat Polis Kontinjen Perak, Ipoh pada 30 Oktober 2009, bersama dengan ini disertakan data dan perangkaan yang diperiukan.
3. Perlu dijelaskan, Lebuhraya Ipoh-Lumut slap dan dibuka srpenuhnya kepada pengguna mulai 28 Februari 2008. Laluannya sepanjang 80 Km mulai Pekan Jelapang di Ipoh dan berakhir di Simpang Pekan Lumut. Laluan lebuhraya ini termasuk dalam empat daerah Polis dengan jarak seperti berikut :
3.1. Daerah Ipoh : Km 0 hingga Km 11 3.2. Daerah Batu Gajah : Km 11 hingga Km 29 3.3 Daerah Perak Tengah : Km 29 hingga Km 49 3.4. Daerah Manjung Km 49 hingga Km 80
3. Data dan perangkaan ini diklasifikasi sebagai sulit, hanya dibenarkan digunakan untuk tujuan kajian kursus dalam bidang pengajian Cik seperti dipersetujui oleh pihak Universiti Teknologi PETRONAS. Cik dilarang menyebarkan data dan perangkaan ini bagi tujuan dan kepentingan lain.
(ABDUL WAHAB A8DUL RAHMAN ) ASP ASP Pentadbiran Trafik / COPS Bp. KJKA / KTN Ibu Pejabat Polis Kontinjen Perak. LA(ApIRAIV `A' Kajian Kemalangan Lebuhraya Ipoh Lumut: ((OR 1. Perangkaan ImR$
CEDERA CEDERA K. ROSAK TAHUN 2006 BIL. KES K. MAUT BIL. MATZ PARAH RINGAN SAHAJA JANUARI 23 0 0 0 0 23 FEBUARI 16 0 0 0 0 16 MAC 19 0 0 0 0 19 APRIL 24 0 0 0 0 24 MEI 22 0 0 0 0 22 JUN 15 0 0 0 0 15 JULAI 23 0 0 1 0 22 OGOS 28 0 0 1 0 27 SEPTEMBER 33 _ 0 0 0 1 32 OKTOBER 18 0 0 0 1 18 NOVEMBER 33 1 1 0 2 30 DISEMBER 19 0 0 0 1 18 CEDERA CEDERA K. ROSAK TAHUN 2007 BIL. KES K. MAUT BIL. MATZ PARAH RINGAN SAHAJA JANUAR-1 36 0 0 0 1 35 FEBUARI 25 1 2 0 0 24 MAC 26 1 1 0 0 25 APRIL 25 2 3 0 1 22 MEI 22 0 0 0 0 17 JUN 33 0 0 0 0 23 JULAI 22 0 0 0 0 18 OGOS 44 0 0 0 0 44 SEPTEMBER 20 0 0 0 0 20 OKTOBER 28 0 0 0 1 27 NOVEMBER_ 30 0 0 1 2 27 DISEMBER 46 1 1 0 5 40 CEDERA CE ERA K. ROSAK TAHUN 2008 BIL. KES K. MAUT BIL. MATZ PARAH RINGAN SAHAJA JANUARI 22 1 1 0 0 21 FEBUARI 20 0 0 0 0 20 MAC 32 0 0 0 2 30 APRIL 19 0 0 0 2 17 MEI 25 2 2 0 0 23 JUN 25 1 1 0 0 22 JULAI 20 0 0 0 0 20 OGOS 18 0 0 0 2 16 SEPTEMBER 10 0 0 0 0 10 OKTOBER 24 0 0 0 1 23 NOVEMBER 22 1 1 0 0 21 DISEMBER 20 0 0 1 .1 18
-, ý ,i i.. '+':..r: 1: "'""_1 6. Cadangan
Pembabitan struktur pembinaan jalan, simpang, lampu isyarat clan lain-lain sedia ada yang menyumbang kepada berlakunya kemalangan juga cadangan penambahan yang difikir boleh mengelak / mengurangkan kemalangan
a. Lampu isyarat biasa sedia ada.
Cadangan : Lampu isyarat diadakan dalam bentuk timer ( Digital ) supaya pengguna jalanraya dapat mengajak jarak dan masa lampu isyarat tersebut sebelum berubah hijau atau merah
b. Pembahagi jalan yang mempunyai garisan Chevron (Ghost Island).
Cadangan : Sediakan tebing batu pembahagi jalan supaya pengguna- pengguna jalanraya tidak akan sewenang-wenangnya memotong kenderaan lain di atas garisan tersebut
c. Letakkan patung anggota Trafik seperti yang telah diperluaskan di seluruh kawasan Lebuhraya sekarang ini.
...... 'ýf...... kULl., tiJ Ii. ýI1iýSOC)ll)ASi w"! ''i I: AFIY: ü'I) IPCIII
i ý ýý-, ý;'::.. } ýY .i i ý.., .. _._ .., I .ý__. ____._.. _.... ýý Tu 4ai SORANG UTUSAN TELEPRINTER POLLS ßILANGAN GAP TARIKH --] Pf-:JAßAT I DARIPADA ; KPD BATU GAJAM (KBKA/KT(D) KUM ISEýh3ý3z-AN_ I /_--"hr.. r., N ýAý, ýý...... - ... rrýJýs, '3 1j4"9.ý`\ý. KCPAOA : KP (KJKAIKTN)PK A K,=-: YdA PMf: nnFRouY -. _ý... _ý._ ...... ý ý 1^ý r 11009 1, ýý :J MAKLUMAN : LL/1) Asn "0 /?, ncR /'ý Nombor Hantaran Asal Tarikh No. Rulukan Nenerima 134/2 13/11/2009
KAJIAN KEMALANGAN LEBUHRAYA IPOH LUMUT 1. PERANGKAAN TAHUN 2006 BIL KES KIM MAUT BIL MATI C/P C/R Fi/SHJ JANUARI 56 02 02 11 43 FEBRUARI 58 04 04 03 14 41 MAC 40 03 12 25 APRIL 52 03 03 05 08 36 MEI 56 02 02 12 42 JUN 53 01 12 40 JULAI 45 02 02 01 07 35 OGOS 46 03 _ 03 08 35 SEPTEMBER 45 01 01 03 41 OKTOBER 71 02. 02 07 62 NOVEMBER 59 06 06 03 50 DISEMBER 44 01 01 03 09 31
TAHUN 2007( 61L KES KEM MAUT BIL MA7F -1 C/P C/R R/SHJ I JANUARI 58 01 01 03 ßi9 FEBRUARI 68 02 02 01 06 59 MAC 56 07 49 APRIL 40 02 02 01 03 35 MEI 48 06 06 01 04 37 JUN 60 02 02 01 04 53 JULAI 72 01 01 01 05 65 OGOS 65 04 04 01 10 50 SEPTEMBER 54 01 11 42 OKTOBER 68 03 03 14 51 NOVEMBER 61 02 02 02 09 48 DISENIBER 60 03 03 __ 04 53
'1'ANUN 2008 BIL KES KEM MAUT BIL MATZ CiP C/R R/SHJ JANUARI 50 02 02 04 12 32 FEBRUARI 80 02 02 03 15 60 MAC 69 03 03 01 11 54 APRIL 67 03 11 53 MEI 67 03 03 1 10 54 JUN 56 03 - - 03 01 07 47 JUTAI 66 03 03 06 05 52 OGOS 62 02 02 01 12 1 47 SEPTEMBER 65 06 06 04 06 49 OKTOBER 77 02 02 05 61 NOVEMBER 54 01 02 01 10 41 DISEMBER 68 02 02 04 06 66 _ 4. PUNCA KEMALANGAN
BR. PUNCA KEMALANGAN 2006 2007 2008 2009
1. LANGGAR BELAKANGJDEPAN T~ý 20S 217 199 165 2. LANGGAR RUSUK TEPAT 28 15 16 11 3. LANGGAR SEBELAH TEPI 138 166 184 167 4. BERGESEL 74 76 76 59 5. TERHIMPIT _ 01 01 01 00 6. LANGGAR BINATANG 56 50 103 95 7. LANGGAR OBJEK 19 1 31 48 63 B. LANGGAR PEJALAN KAKI 10 18 09 11 9. TERBALIK 03 15 13 06 10 TERBABAS 71 100 111 (ý 83 11. CERMIN PECAH SAHAJA 03 00 03 02 ýI 12. LAIN LAIN 20 24 28 14
I 5. KAWASAN KERAP dERL.AKU KEMALANGAN
TAHUN LOKASI KEMALANGAN JUM KEMALANGAN
2006 JALAN IPOH LUMUT 163
2007 JALA IPOH LUMUT 220 . ý. _ f 2008 JALAN IPOH L.UAIUT
2009 JALAN IPOI-i LUMUT ý 150
UNTUK TINUAKAN //1ll1I1/1l!l I ý
' ri ,; ý YI T/TAN(', AN PENGHANTAR KESELAMATAN KEUTAMIAAN TARIKH WAKTU ASAL PÄNGKAT lJAWATAN 136100 IýýI Tarikh Waklu ý `ý--+ Diser3hkan III I' VAt`t'Vß, BASSIN) ASP TtDAK BERAHSiA 31ASA TarikhWaktu , RAHSIA MUSTAHAK Diserahkan A "' KBKA /K.TO 5EGEFA PE) BT GAJA1-I.
I ý1 ý -. --. ,. . r ý ýacu KETUA'I-RAFIK DAERAH ftiW4cTaNC3. IBU PEJAßAT POL.IS DAERAH POLIS DIRAJA MALAYSIA PERAK TENGAH No Tel : 05-3712222 32610 SERI ISKJ NDAR - PERAK No Fax : 05-3713372
No. Rujukan: 134/2
Tarikh 12 Nov 2009
Ketu Jabatan Ketenteraman Awam / Trafik PER K
KAJIAN KEMALANGAN LEBUHRAYA IPOH - LUMUT
Sur# tuan bifangan sama bertarikh 30 Okt 2009 berkaitan perkara diatas dirujuk.
2. Perangkaan dan data berkaitan kemalangan yarig berlaku di daerah ini men andungi perbandingan mengikut bulan bagi tahun 2006,2007,2008 dan 2009 (hin, ga 31/10/2009 ) adalah seperti format berikut :
Bil KEM Bil CEDERA CEDERA KEM TA UN 2006 KES MAUT MATI PARAH RINGAN ROSAK SAHAJA JAN ARI 17 03 03 02 03 09 FEB UARI 21 01 01 04 03 " 13 MA 18 02 02 03 02 11 AP IL 21 02 02 03 03 12 MEI 23 - - 06 04 13 JU 11 02 03 05 JU L M 26 - - 06 04 14 OG OS 09 - - 02 03 04 SEPTEMBER 20 02 02 01 07 10 OK OBER 20 - - 02 02 16 NOVEMBER 13 - _ 01 03 09 DISEMBER 21 02 Lý_02 01 02 14 _
ý -ý ULr: I? {-. t r ýýj %ý ki Qil KEM Bil CEDERA CEDERA KEM TAHU 2009 KES MAUT MATI PARAH RINGAN ROSAK SAHAJA JANU RI 19 - - - 07 11 FEBR ARI 12 - - 01 02 09 MAC 39 01 01 03 07 23 APRIL 30 03 04 18 . - - MEl 19 01 03 13 JUN 20 - 03 01 16 JULA 23 02 02 02 01 1$ OGO 23 02 02 03 02 16 SEP -MBER 37 - - 03 - BER ý34ý OKT 23 - - - 01 20
2.1 Jenis Kenderaan Terlibat
BIL JENIS KENDERAAN 2006 2007 2008 2009 1 Motakar 250 393 2.38 283 2 Van 13 21 09 07 3 Bas 08 29 05 10 4 Lori 37 64 5C)'. : 5 Pemacu 4x4 Jeep/Pick l.1 11 09 08 . ---36 08 . 6 Motosikal 86 107 79 62 7 Lain - Lain Kenderaan 01 - 01 03 8 Basikal 02 02 01 02 __
2.3 Kategori Pengguna Mati
BIL PENGGUNA 2006 2007 2008 2009 I Pemandu Motokar 12 11 12 07 2 Penum an Motokar 14 08 04 0"1 3 Pemandu/Penurn pang Van 03 _ 01 4 Pemandu/Penum an Bas 02 - - - 5 Pemandu/Penumpang Lori 04 01 03 03 6 Pemandu/Penum an 4x4 - 03' - 7 Penun an Motosikal 68 82 45 37 a Pembonceng motosikal 15 17 06 06 9 Pemandu/Penumpang Lain 01 - - 01 lain kenderaan 10 Penunggang/Pembonceng 02 01 01 01 Basikal 11 Pe alan Kaki 05 05 04 01
ý stJ 2.6 Cadangan
DI Kº 29 - 30 DICADANGKAN BINA SATU PAPAN TANDA AWAS KAWASAN KEMILANGAN MEMANDANGKAN KEADAAN JALAN LURUS DAN TERDAPAT SELE OH BERHAMPIRAN DENGAN LAMPU ISYARAT KE TAMAN MAJU. PEMANDU AKAN HILANG KAWALAN BILA SAMPAI DI SELEKOH TERSECýUT.
DI K 33 - 34 DICADANGKAN BINA SATU PAPAN TANDA AWAS KAWASAN KEM LANGAN DISEBABKAN LIMPAHAN AIR DARI BUKIT BERHAMPIRAN TER TAMA HARI HUJAN DAN AIR MENGALIR DIATAS PERMUKAAN JALAN MEN ERABKAN KENDERAAN AKAN HILANG KAWALAN BILA MELINTASI KAW,ýSAN "I'ERSEBUT.
+- 7- .r ýr w" _~ C1 ýN ýý ý ý ý( I uAUt^w MA W7 0 14CIF IiAJIAN KFMAL. ANGAN I FßUHRAYA IPOH LUMUT
PI: ICI\,NGKAAN CEDERA KEM. TAI-IUN 2006 BIL. KES KEM. IVIAUT BIL MATZ CEDERA PARAH RINGAN ROSAK SAHAJA 48 JANU. ARI 53 2 2 1 2 53 FEBRUARI 59 3 3 0 3 39 MAC 43 3 4 0 1 52 APRIL 57 1 1 3 1 39 MEI 44 2 2 2 1 1 45 JUN 50 3 3 1 0 29 JULAI 30 0 0 1 0 41 OGOS 44 3 4 0 0 34 SEP'T'EMBER 39 4 4 1 1 53 OKTOBER 57 3 3 0 0 39 NOVEMBER 44 5 5 0 37 DISEMBER 40 3 3 0 0
CEDERA CEDERA KEM. TAI ION -00-7-T ßIL. KES KEM. MAUT BIL. MATI , PARAH RINGAN ROSAK SAHA A 1 1 47 1ANUAI'i 50 1 1 1 0 61 FEBRUARI 63 1 1 ýIt 0 1 42 1 43 0 0 0 1 48 ,'PU L 51 2 2 2 0 64 VIEI 68 2 0 0 57 UN 59 2 2 1 0 32 39 6 6 1ULAI 1 1 48 53 3 3 ocos 1 0 39 SI:PTE-MBE R 44 4 5 0 0 62 OKTOBER 66 4 p 0 39 NoyEMßER 43 4 4 2 0 3 40 DISEIvIBER 45 2
GEOFRA KEM. T kI-IUN KES KEM. BIL. MATI CEDE RA 2008 BIL. ROSAK MAUT PARAH RINGAN SAI-IAJA 0 23 NUA1U 25 2 2 0 0 0 28 FI.iA B RUAIU 28 0 0 1 40 NIAC 43 2 2 0 x 0 29 ý'IUL 31 2 0 43 MLI 54 2 2 5 4 38 1LJN 41 1 1 1 1- 0 39 R)LAI 40 1 0 42 6 GOS 50 3 3 ý 3
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BAHAGIAN KETENI'ERAMI'1N AWAM/TRAFIK IBUPEJABA'I' POLLS DAERAH 32040 MANJUNG PERAK. TEL 05-6885222 FAX : 05-6889329
Rujukan : 134/2
Tarikh :0 Nov. 2009
KJKA/ KTN Perak.
(u/p: ASPAbdul WahabAbdul Rahman)
KAIIAN KEMALANGAN LEBURAYA IPOI-I LUMUT
Merujuk kepada perkara di atas.
2. Bersama-samaini disertakanKajian Kemalangan Lebuh RayaIpoh Lumut seperti mana yang dikehedaki.
Sekian, terima kasih.
(IS MUNAJAT) ASP Ketua Bahagia KetenteramanAwam/ Ketua Trafik Daerah, MANJUNG.
s/k: KPD Manjung
ý i" lýl, j I º.,. KAJIAI`T KEMALANGAN LEBUHRAYA IPOH LUMUT
PERANGKAAN
TAHUN 2006 BIL. KES KEM. MAUT BIL MATI CEDERA CEDERA KEM. PARAH RINGAN ROSAK SAHAJA JANUARI 53 2 2 1 2 48 FEBRUARI 59 3 3 0 3 53 MAC 43 3 4 0 1 39 APRIL 57 1 1 3 1 52 Mr-1 44 2 2 2 1 39 UN 50 3 3 1 1 45 JULAI 30 0 0 1 0 29 OG OS 44 3 4 0 0 41 SEPTEMBER 39 4 4 1 0 34 OKTOBER 57 3 3 0 1 53 NOVEMBER 44 5 5 0 0 39 DISEMBER 40 3 3 0 0 37
TAHUN 2007 BIL. KES KEM. MAUT BIL. MATZ CEDERA CEDERA KEM. PARAH RINGAN ROSAK SAHAJA JANUARI 50 1 1 1 1 47 FEBRUARI 63 1 1 1 0 61 MAC 43 0 0 0 1 42 APRIL 51 2 2 0 1 48 MEI 68 2 2 2 0 64 JUN 59 2 2 0 0 57 ULAI 39 6 6 1 0 32 OGOS 53 3 3 1 1 48 SEPTEMBER 44 4 5 1 0 39 OKTOBER 66 4 4 0 0 62 NOVEMBER 43 4 4 0 0 39 DISEMBER 45 2 2 0 3 40
TAHUN 2008 BIL. KES KEM. BIL. MATI CEDERA CEDERA KEM. MAUT PARAH RINGAN ROSAK SAHAJA A1ýTUARI 25 2 2 0 0 23 FEBRUARI 28 0 0 0 0 28 MAC 43 2 2 0 1 40 APRIL 31 2 2 0 0 29 MEI 54 2 2 5 4 43 JUN 41 1 1 1 1 38 JULAI 40 1 1 0 0 39 OGOS 50 3 3 2 3 42 SEPTEMBER 46 3 3 31 39 OKTOBER 41 4 4 91 27 NOVEMBER 30 5 6 12 22 DISEM.BER 37 3 4 00 34
TAHUN 2009 BIL. KES KEM. BIL. MATI CEDERA CEDERA KEM. MAUT PARAH RINGAN ROSAK SAHAJA JANUARI 43 1 1 1 0 41 FEBRUARI 40 3 3 2 1 34 MAC 28 0 0 1 0 27 APRIL 52 2 2 3 3 44 MEI 47 1 1 1 1 44 JUN 45 1 1 3 4 37 JULA1 49 4 5 4 1 40 OGOS 35 2 2 2 0 31 SEPTEMBER 40 1 1 3 0 36 OKTOBER 44 1 1 2 1 40
IENIS KENDERAAN TERIIRAT
BIL. JENIS KENDERAAN 2006 2007 2008 2009 1. MOTOKAR 324 310 128 107 2. VAN 12 20 11 16 3. BAS 8 6 9 10 4. LORI 23 17 22 14 5. PEMACU 4X4 (JEEP /PICKUP 6 16 9 5 6. MOTOSIKAL 150 234 277 254 7. LAIN-LAIN KENDERAAN 32 15 6 14 S. 13ASili: 1L 5 6 4 4
KATEGORI PEIýTGGUNAMATI
BIL. PEl\TGGUNA 2006 2007 2008 2009 1. PEMANDU MOTOKAR_ 12 10 8 5 2. PENUMPANG MOTOKAR 4 5 3 2 PEMANDU/ PENUMPANG 1 3. VAN I 1 - 4. PEMANDU/PENUMPANG BAS 5. PEMANDU/PENUMPANG LORI 6. PEMADNU/PENUMPANG PEMACU4X4 1 7. PENUNGGANG MOTOSIKAL 10 8 16 7 8. PEMBONCENG MOTOSIKAL 4 5 3 2 9. PEMANDU/PENUMPAIýTG LAIN-LAIN 1 2 KENDERAAN 10. PENUNGGANG/PI: MBONCENG BASIKAL 1 11. PEJALAN KAKI 1
SUL! T RUJUTiA[\T : 134/2 PUNCA K F.1vIALANG A]ýý
F3IL. PUNCA KEMALANIGAN _T 2006 2007 2GÜti ? Gü9 1. LANGGAR BELAKANG --- ýG2 342 189 168 2. KELUAR SIMI'ANG 28 32 47 5ý 3. PTJSTNGAN `tI' 15 1 21 25 17 4. TEIZBABAS SENllIRi ý- - 15 2 ; MLIINTAS JAt. AN ý - -- - - 3 6. KEROSAKAN ML"'KANIKAI.. - 7. CU13A/SEDANG :vll:. M(: )TON(7/TTjAR I..URvN(< 52 65 12 1C ý S. ME LAWAN ARUS TRAl IK 1 ý11 l 9. TIDAK 1KUT I. AMPU ISYA1tAT TIý17IK 17 I2 6 12. F NI). DI 1)EI'r1N/SELLLAH i1 _j 10. LAIN-LAIN ýýANF.. 101 ý137 121-J-;
KAWASAN K.E, RAP BERLAKUKEMAi ANC7AN . TAHUN LUKASI KFRAP Ký,MALAN(;., ýN JUM.KFMýv_ANG : Lý: iý, 2006 KM 3 jAi.. AIN A%TAVIA.R IPOI-I 32 ý - ._.. __. KM 5 JAL AN SI17AVy'AN- IPOI 1 ^^_ -_- 16 ýý KM 1o AL.ANSITiAý, ývAN-II'(-)H - _- ?g KM tý JALAN ti1TTAWAN- 11'(.)H _ KM JALAN SITIAWIIN IPOH 16 - KM JAL. 21 AN SITIAVý'AN - IPOH 2007 KM 5 JALAI`TS11'IAWAN IPO1-1 --- -! ~-- - I1M 131r1LAIý' ti1TIAWAN 42 I --11'OH lüv TRAFI K 1-1GHTH'I'. Sl'I'IAWi'1N I 34 19 .-1I'OI-I I i, M 10 iALAN Sl'I'IAWAN IPOH 1$ - -1 ý 2008 KM 3 JAI. AN SI`I'IAVtiAN- II'C)H 21 ý KM 5 JALAN SITIAWAN IPOH 1S KM S1TTAWAN I 12 ALAN - TPC?H 32 KM JAI.AN SITiAWAN 21, - IPOI-i 17
2009 KM 4 JA SITIAU'IAN II'OH - 112 I KM 10 ALAN S1TIA\X/AIN -1POH ,I KM 13 ALAN STTIAWAN TPOH - 1.' KM 10 )ALAN SITIA`VAN POH _E - i -I 9 KM 21 JAI AN STTIAWA1tiTTI' OH i . - 1.1 -- - -ý
I ýt ., Týý{
ýýý .ýý,ýI CADANGAN
1) JALAN TT1)AK RATA DAN PL"RT. U DIRATA. ILAN.
2) JALAN BL.RLUBANG-LLTBANG DAN PEItLC1LAt-IDITAMPt )N(; DAN DIRATAKAN.
3) PAPAN TANDA TIDAK JF.LAS PERT.U DI PL-'RBETULKAN.
4) PAPAN TANDA TET'ýLII`rUUNG. Appendices IV:
Picture from Accident Prone Location (a) Uneven road
(b) Open Drainage and no Guardrail