Pejabat Setiausaha Kerajaan Negeri Pulau Pinang

Kajian/ Master Plan bagi Pejabat Setiausaha Kerajaan Pengangkutan dan Pengurusan Negeri Pulau Pinang Lalu Lintas Pulau Pinang - The Highway Improvement Plan

Kajian/ Masterplan bagi Pengangkutan dan Pengurusan Lalu Lintas Pulau Pinang

The Highway Improvement Plan

May 2013 (Finalised Version)

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Singapore Cruise Centre Pte Ltd AJC Planning Consultants Sdn Bhd Kajian/ Master Plan bagi Pejabat Setiausaha Kerajaan Pengangkutan dan Pengurusan Negeri Pulau Pinang Lalu Lintas Pulau Pinang - The Highway Improvement Plan

A CH2M HILL COMPANY Halcrow Consultants Sdn Bhd Kajian/ Master Plan bagi Pejabat Setiausaha Kerajaan Pengangkutan dan Pengurusan Negeri Pulau Pinang Lalu Lintas Pulau Pinang - The Highway Improvement Plan

Contents

Part 1

1 Introduction ...... 1 2 The Construction of New Highways ...... 7 3 Highway Functionality ...... 19 4 Setting Highway Standards ...... 35 5 Recommendations for Improving / Modifying Selected Sections of the Highway Network ...... 43 6 Recommendations for Improving Individual Highway Intersections ...... 65 7 Recommendations For Implementing A Traffic Signal Operations Improvement Strategy ...... 91 8 Recommendations for the Regulation and Enforcement of Waiting, Parking, Loading and Hawker Activity Within or Adjacent to the Highway Network ...... 97 9 Recommendations For Taking Steps to Improve Road Safety ...... 103 10 Recommendations For Reducing Future Growth in Road Traffic Activity . 109 11 Recommendations for Rationalising Directional Highway Signing ...... 121 12 The Highway Improvement Plan - Summary ...... 127 13 The Intersection of The North - South Expressway And the Butterworth - Kulim Expressway ...... 133 14 The Auto-City Intersection ...... 154 15 The Komtar Area of George Town ...... 175

Appendices

A Details of Highway Functionality B Details of Proposed Intersection Improvements

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AJC Planning Consultants Sdn Bhd Singapore Cruise Centre Pte Ltd Kajian/ Master Plan bagi Pejabat Setiausaha Kerajaan Pengangkutan dan Pengurusan Negeri Pulau Pinang Lalu Lintas Pulau Pinang - The Highway Improvement Plan

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Figures

Part 1

2.1 The New Highway Schemes

3.1 The Highway Network 3.2 The Goods Vehicle Movement Functional Highway Network 3.3 Traffic Activity - 2011 Base Year (Weekday Morning Peak Hour - Vehicles per Hour) 3.4 Traffic Activity - 2030 Recommended Transport Master Plan Strategy (Weekday Morning Peak Hour - Vehicles per Hour) 3.5 The Private Vehicle Movement Functional Highway Network 3.6 The Public Transport Vehicle Movement Functional Highway Network 3.7 The Pedestrian Movement Functional Highway Network 3.8 The Cyclist Movement Functional Highway Network

5.1 Proposed Highway Widening Improvements - Now to 2015 5.2 Proposed Highway Widening Improvements - 2015 to 2020 5.3 Proposed Highway Widening Improvements - 2020 to 2025 5.4 Proposed Highway Widening Improvements - 2025 to 2030 5.5 The Proposed Public Transport Operational Regime

6.1 2011 Highway Network - Existing Methods of Intersection Control 6.2 2030 Highway Network - Future Proposed Methods of Intersection Control 6.3 Intersection Improvement Implementation Plan - 2012 to 2015 6.4 Intersection Improvement Implementation Plan - 2015 to 2020 6.5 Intersection Improvement Implementation Plan - 2020 to 2025 6.6 Intersection Improvement Implementation Plan - 2025 to 2030

7.1 The Traffic Signal Operations Improvement Strategy - Implementation Plan

8.1 The Proposed 'No Waiting, No Parking, No Loading, No Hawker Activity' Enforcement Regime

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Figures (Cont.)

8.2 The Highway Enforcement Strategy - Implementation Plan

9.1 Road Safety Improvement Strategy - Implementation Plan . 10.1 Control Parking Areas - Possible Implementation Priorities 10.2 Developer Contribution Model, Combining Public Transport Accessibility and Development Density 10.3 A Possible Public Transport Accessibility Zoning System 10.4 Strategy for the Reduction of Future Traffic Growth Activity - Implementation Plan

11.1 Strategy for Rationalising Directional Highway Signing - Implementation Plan

Part 2 A) The Intersection of the North - South Expressway and the Butterworth - Kulim Expressway 13.1 Intersection Layout, North-South Expressway / Butterworth - Kulim Expressway 13.2 Observed Morning and Evening Peak Hour Period Traffic Activity 13.3 Average Morning and Evening Peak Hour Traffic Composition 13.4 Current Traffic Issues 13.5 2012 Base Year, Morning Peak Hour - Operational Analysis (TRANSYT) 13.6 2012 Base Year, Evening Peak Hour - Operational Analysis (TRANSYT) 13.7 The Network Representation Used within AIMSUN 13.8 AIMSUN Model, Comparison of Observed and Modelled Flows 13.9 Option 2 - Widening the Internal Carriageways within the Roundabout 13.10 Option 3 - Introducing a Third Tier Flyover from the southern Entry Arm to the Eastern Exit Arm

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Figures (Cont.)

13.11 2012 Option 1, Morning Peak Hour – Simulation (AIMSUN) 13.12 2012 Option 1, Evening Peak Hour - Simulation (AIMSUN) 13.13 2012 Option 1, Morning Peak Hour – Signalised Intersection LOS 13.14 2012 Option 1, Evening Peak Hour – Signalised Intersection LOS 13.15 2012 Option 2, Morning Peak Hour – Simulation (AIMSUN) 13.16 2012 Option 2, Evening Peak Hour - Simulation (AIMSUN) 13.17 2012 Option 2, Morning Peak Hour – Signalised Intersection LOS 13.18 2012 Option 2, Evening Peak Hour – Signalised Intersection LOS 13.19 2012 Option 3, Morning Peak Hour – Simulation (AIMSUN) 13.20 2012 Option 3, Evening Peak Hour - Simulation (AIMSUN) 13.21 2012 Option 3, Morning Peak Hour – Signalised Intersection LOS 13.22 2012 Option 3, Evening Peak Hour – Signalised Intersection LOS

Part 2 B) The Auto City Intersection on the North - South Expressway 14.1 Intersection Layout, The Auto- City Interchange on the North-South Expressway 14.2 Observed Morning and Evening Peak Hour Period Traffic Activity 14.3 Average Morning and Evening Peak Hour Traffic Composition 14.4 Current Traffic Issues 14.5 2012 Base Year, Morning Peak Hour - Operational Analysis (TRANSYT) 14.6 2012 Base Year, Evening Peak Hour - Operational Analysis (TRANSYT) 14.7 The Network Representation Used within AIMSUN 14.8 AIMSUN Model, Comparison of Observed and Modelled Flows 14.9 Option 2 - Widening the Internal Carriageways within the Signalised Diamond Intersection 14.10 2012 Option 1, Morning Peak Hour - Operational Analysis (TRANSYT) 14.11 2012 Option 1, Evening Peak Hour - Operational Analysis (TRANSYT) 14.12 2012 Option 2, Morning Peak Hour - Operational Analysis (TRANSYT) 14.13 2012 Option 2, Evening Peak Hour - Operational Analysis (TRANSYT) 14.14 Future Year 2015, Two Way Vehicle Flow Changes due to the introduction of Committed Highway Proposals (Including the Second Penang Crossing)

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Figures (Cont.)

Part 2 C) The Komtar One-way System 15.1 The Komtar, George Town One-Way Traffic System 15.2 Average Morning and Evening Peak Hour Traffic Composition 15.3 Observed Morning Peak Hour Period Traffic Activity 15.4 Observed Evening Peak Hour Period Traffic Activity 15.5 The Current Traffic and Pedestrian Issues 15.6 2012 Base Year, Morning Peak Hour - Operational Analysis (TRANSYT) 15.7 2012 Base Year, Evening Peak Hour - Operational Analysis (TRANSYT) 15.8 The Network Representation Used within AIMSUN 15.9 AIMSUN Model, Comparison of Observed and Modelled Flows 15.10 Option 1: Reduced Traffic Signal Cycle Times and Changes to the Intersection of Jalan Magazine with Jalan Dato Keramat and Jalan Penang 15.11 Option 2: Introducing New At-grade Pedestrian Crossing Facilities at the Intersections of Jalan Dr Lim Chwee Leong with Jalan Penang and Lebuh Ria together with the Introduction of Full Traffic Signal Control at the Intersection of Jalan Penang and Lebuh Tek Soon 15.12 2012 Option 1, Morning Peak Hour - Operational Analysis (TRANSYT) 15.13 2012 Option 1, Evening Peak Hour - Operational Analysis (TRANSYT) 15.14 Option 2, Morning Peak Hour - Operational Analysis (TRANSYT) 15.15 Option 2, Evening Peak Hour - Operational Analysis (TRANSYT) 15.16 The Think City Proposals, Komtar One Way System 15.17 The 'Think City' Plan, Morning Peak Hour - Operational Analysis (TRANSYT) 15.18 The 'Think City' Plan, Evening Peak Hour - Operational Analysis (TRANSYT)

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Tables

Part 1

2.1 Units Rates for the Provision of New Highway Infrastructure 2.2 Summary of New Highway Costs

3.1 The Functional Hierarchy

4.1 Highway Standards by Functional Role

5.1 Highway Widening Plan - Implementation Timetable and Associated Costs

6.1 Intersection Improvement Implementation Plan - Detailed Implementation Time Table 6.2 Summary Costs Related to Intersection Improvements

11.1 Suggested National, State, District and Neighbourhood Designations

12.1 Summary of the Funding Needed to Implement the Highway Improvement Proposals Contained Within the 'Recommended Transport Master Plan Strategy'

Part 2 A) The Intersection of the North - South Expressway and the Butterworth - Kulim Expressway 13.1 Network Link Volume Delay Function Classifications 13.2 AIMSUN Model Validation Statistics 13.3 Existing Average Delays, Travel Times and Travel Speeds 13.4 Level of Servoice Criteria for Signalized Intersections 13.5 Predicted Average Delays, Average Travel Times and Average Travel Speeds under Options 1, 2 and 3 - Morning Peak Hour Period 13.5 Predicted Average Delays, Average Travel Times and Average Travel Speeds under Options 1, 2 and 3 - Evening Peak Hour Period

Part 2 B) The Auto City Intersection on the North - South Expressway 14.1 Network Link Volume Delay Function Classifications 14.2 AIMSUN Model Validation Statistics

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Tables (Cont.)

14.3 Existing Average Delays, Travel Times and Travel Speeds 14.4 Predicted Average Delays, Average Travel Times and Average Travel Speeds under Options 1 and 2 - Morning Peak Hour Period 14.5 Predicted Average Delays, Average Travel Times and Average Travel Speeds under Options 1 and 2 - Evening Peak Hour Period

Part 2 C) The Komtar One-way System 15.1 Network Link Volume Delay Function Classifications 15.2 AIMSUN Model Validation Statistics 15.3 Existing Average Delays, Travel Times and Travel Speeds 15.4 Options 1 and 2 - Predicted Average Delays, Average Travel Times and Average Travel Speeds under Options 1 and 2 - Morning Peak Hour Period 15.5 Options 1 and 2 - Predicted Average Delays, Average Travel Times and Average Travel Speeds under Options 1 and 2 - Evening Peak Hour Period 15.6 The 'Think City' Plan - Predicted Average Delays, Average Travel Times and Average Travel Speeds - Morning Peak Hour Period 15.7 The 'Think City' Plan - Predicted Average Delays, Average Travel Times and Average Travel Speeds - Evening Peak Hour Period

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1 INTRODUCTION

1.1 The Report Background AJC Planning Consultants Sdn Bhd, Halcrow (A CH2M Hill Company) and Singapore Cruise Centre were appointed by the Penang State Government and the Northern Corridor Implementation Authority in May 2011 to develop a sustainable Transport Master Plan Strategy for the State of Penang.

This report is one of a series of four that sets out in detail the proposals put forward in the 'Recommended Transport Master Plan Strategy'.

This report concentrates on setting out information relating to each strand of the 'Highway Improvement Strategy'.

Three accompanying reports provide detailed information in respect of other elements of the 'Recommended Transport Master Plan Strategy'. These detail the key features of  The Public Transport Improvement Strategy  The Accessibility Improvement Strategy;  The Institutional Strengthening Strategy.

As might be expected, there is a considerable degree of overlap between each of these individual aspects of the overall 'Recommended Transport Master Plan Strategy'. For the sake of clarity, where issues do overlap between these individual reports, the issues have generally been dealt with in both documents.

The full 'Recommended Transport Master Plan Strategy' itself, of which highway improvements form only a part, is detailed in the overarching 'Recommended Transport Master Plan Strategy Report'

In reaching the recommendations contained within the 'Recommended Transport Master Plan Strategy Report' a vast amount of research, analysis and consultation has been undertaken. Details of all of this supporting work are set out in a series of background information reports. These are titled as follows:  Overview of the Existing Transport Sector Report;  Survey Report - Highway and Public Transport Based Surveys;  Development of the Overarching Transport Master Plan Strategy Report; and  Stakeholder Engagement and Public Consultation Report.

Finally, for the purposes of understanding the impact that the adoption of various transport inventions might have in improving, or indeed worsening, travel conditions within the State, a study specific 'Strategic Multi-Modal Transport Model' was developed and used to assess the performance of differing initiatives. The form and validation of this model is detailed within the 'Penang Multi-Modal Transport Model Validation Report'. A detailed model user guide has also been produced to assist the client in using this model to undertake future analysis.

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1.2 The Report Purpose Within this report the detailed highway proposals, as included within the 'Recommended Transport Master Plan Strategy' are fully explained, the costs associated with implementing these highway proposals are detailed and an implementation programme is identified for each element of the strategy.

These proposals comprise in the early years of measures that will ensure better use can be made of the existing highway network. This includes measures to improve the efficiency of the current highway network through better regulation and enforcement of illegal parking, waiting, loading and hawker activity and through improving the operation of traffic signals. Measures are also included to address today's road safety problems.

In the medium to longer term the strategy envisages that the capacity of the highway network will be improved through the widening of existing roads, the improvement of intersections and the building of new road schemes. To maximise the life of these improvements and encourage a move towards public transport usage the strategy also includes measure that will kerb the future growth in private vehicle usage

These proposed highway improvements form part of a much wider overall Transport Master Plan Strategy that includes the provision of a much improved public transport system and changes to development control policies.

All of the proposed measures contained within the 'Recommended Transport Master Plan Strategy' have been examined, assessed and adopted within the context of changing the way that both transport solutions are delivered and the transport network is managed within the State:

In putting forward this strategy the goal has been to:  adopt an holistic approach to transport, making a shift towards ensuring accessibility and “moving people not cars”;  make roads safe and user-friendly for all;  move towards a private vehicle to public transport modal split of 40% (public transport): 60% (private vehicle);  ensure integration between transport systems and development plans – delivering a multi-modal system; and  integrate the traffic and transport plans of the island and mainland.

Also, in developing each of the proposals consideration has been given to:  the needs of the community / stakeholders  the priorities of UN World Heritage Sites; and  the need for proposals to be realistic, implementable, affordable and fundable

In reading the contents of this report it should be noted that the proposals contained herein have been developed as part of a high level strategic Transport Master Plan study that has examined a wide range of possible transport solutions. As such, each of the individual strands of the 'Recommended Transport Master Plan Strategy' are conceptual in format and

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will need to be studied in further detail, through the commissioning of more detailed feasibility studies, before they are adopted for implementation.

This and the other accompanying 'Recommended Transport Master Plan Strategy' reports represent very much the beginning of a process to improve transport delivery in the State. If this strategy is to be successfully implemented the hard work really begins from now, As such, these reports should not be viewed as an end in themselves. Instead they very much form the first building block to the future.

1.3 The Report Structure This report is divided into two parts:

Part 1 sets out the highway improvement strategy. This consists of:  the construction of new roads;  the adoption of a functionality based road hierarchy;  improvement of existing roads through the use of highway widening and intersection improvement;  improvement of the standard, operation and co-ordination of traffic signals, including provision of fully protected pedestrian crossing facilities at all traffic signal intersections within the State's built up areas;  improvement of the efficiency of the strategic road network through the introduction of a much better enforcement regime, designed to prevent illegal parking, illegal waiting, illegal loading and illegal hawker activities;  measures to address road safety problems through setting up a road safety unit tasked initially with understanding road accident patterns and ultimately with identifying and implementing accident remedial schemes and road safety awareness campaigns;  measures to limit future growth in private vehicle usage, initially through use of on- street and off-street parking controls and eventually, through travel demand management measures; and  proposals for rationalising existing highway direction signing so that such signing reflects the proposed functional role of each part of the highway network.

Part 2 then examines short term measures that might be used to improve the operation of:  the intersection of the North - South Expressway with the Butterworth - Kulim Expressway  the Auto City interchange on the North South Expressway; and  the one way traffic system at Komtar.

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Part 1

The Highway Improvement Strategy

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2 THE CONSTRUCTION OF NEW HIGHWAYS

2.1 Introduction A key feature of the 'Highway Improvement Plan' is the recognition that many of the State's highways will be operating significantly above their design capacities long before the end of the strategy plan period. This is despite the Strategy's proposals to vastly improve public transport provision within the State and to put in place policies to limit growth in future private vehicle usage.

At one level these issues can partly be addressed through undertaking localised improvements to the current road network and proposals of this type, aimed at both improving existing highway link capacities and existing highway intersection capacities, are discussed later within this report.

It needs to be recognised however that in many locations the current road system is incapable of further improvement without creating severe impacts on the existing fabric of the State's urban areas.

On Penang Island, particularly within George Town and on the approaches to George Town, many of the existing roads are fronted by established development and are already catering for a wide mix of transport uses. The introduction of an extensive Tram and Bus Rapid Transit system, as proposed under the 'Recommended Transport Master Plan Strategy', with further add to these problems.

On the Mainland the existing North South Expressway, particularly the non-tolled section of the Expressway to the east of Butterworth, already suffers from regular congestion at peak times and further improvement in this location would be extremely difficult without resorting to the construction of multi-level highways through Butterworth's suburbs.

Between Penang Island and the Mainland, demand on the existing Penang Bridge already exceeds it design capacity and even with the opening of the new Second Crossing facility, the improvement and extension of ferry services between the Mainland and the Island and the concentration of future development away from the Island, there will still eventually be a need to add further highway capacity within this corridor.

To address all of these issues it is envisaged within the 'Recommended Transport Master Plan Strategy' that there will be a need, between now and 2030, to construct a number of new roads within the State.

That is not to say that such roads need to be constructed today. Rather, the way forward should be to firstly make much better use of the State's existing infrastructure, through:  better management of the highway network;  undertaking localised intersection improvements; and  undertaking highway widening projects within existing strategic highway corridors

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This approach, in combination with:  the introduction of increased on-street parking controls;  a change in development planning policies to encourage public transport usage; and  a restructuring of the State's public transport networks, including the making a significant changes to the public transport access regime should allow the existing highway system to cater for future highway based travel demand up until around 2020.

From 2020 onwards however there will be a need to augment the existing highway network through the construction of new highways. This is particularly the case in the northern part of Penang Island where a combination of increasing travel demand, coupled with the need to reduce the capacity of existing highways so as to introduce new trams projects, will mean that, without the provision of new highway schemes, travel speeds will reduce to unacceptable levels.

2.2 The Proposed New Highways Under the 'Recommended Transport Master Plan Strategy' it is proposed that five new highway projects will need to be constructed.

These are:  a new George Town Outer Bypass, designed specifically to reduce traffic activity on George Town's existing roads, thereby allowing existing road space to be reallocated for public transport use through the introduction of street running trams;  a new Pair Road following the alignment of the Island's North Coast, designed to reduce traffic activity on the existing road through Tanjung Tokong and Batu Feringgi, thus providing an opportunity to introduce a street running tram based public transport facility in part of this corridor and reclaim the other existing sections of the current road for local and recreational use;  a new Pair Road between Air Itam and Relau, designed to take traffic out of Air Itam and it southern suburbs, thus again allowing street running trams to be introduced through Air Itam and generally improving conditions within this corridor.  a new North-South highway facility on the Mainland, taking through traffic using the existing North-South Expressway out of the suburbs of Butterworth, thus generally increasing north - south highway capacity through the State and avoiding the need to undertake further improvements on the existing non-tolled section of this road; and  ultimately, a new sea crossing, located to the north of both George Town and Butterworth, connecting the proposed George Town Outer Bypass directly to the Butterworth Outer Ring Road and northern areas of the State, via an improved Federal Highway 1 and / or the existing North - South Expressway.

2.3 The Proposed Highway Implementation Programme In programming terms, it is proposed that:  the George Town Outer Bypass, the North Coast Pair Road and the Air Itam - Relau Pair Road should be constructed and available for use by traffic by the year 2020;

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 the new North - South Expressway Link Road on the Mainland should be constructed and available for use by traffic by the year 2025; and  the new sea Crossing, to the north of George Town and Butterworth, should be constructed and available for use by traffic by the year 2030.

Each of these proposals is shown in cartoon format in Figure 2.1 and is discussed in more detail in the remainder of this chapter.

2.4 The George Town Outer Bypass Under the 'Recommended Transport Master Plan Strategy' the George Town Outer Bypass is being promoted as a high quality highway link joining the Jelutong Expressway (Lebuhraya Tun Dr. Lim Chong Eu) on the east coast of Penang Island to Jalan Sultan Ahmad Shah on the north coast. As such it is envisioned to be a limited access highway providing intermediate connections to Jalan Sultan Azlan Shah, Jalan Bukit Gambir, Jalan Thean Teik and the Gurney Drive area. Ultimately it will also provide direct connections to the North Coast Pair Road and the Air Itam - Relau Pair Road.

As its primary function is to take traffic out of George Town, offering traffic relief to:  the existing ad-hoc ring roads comprising of: - Jalan Tengku Kudin, Jalan Masjid Negeri, Jalan Scotland, Jalan Utama, Jalan Gottlieb and Jalan Bagan Jermal; - Jalan Sungai Pinang, Jalan Perak, Jalan Pangkor; and - the Komtar one-way system, Jalan Transfer and Jalan Penang  the principal radial routes of: - Lebuhraya Tun Dr. Lim Chong Eu; - Jalan Air Itam; and - Jalan Kelawei  and other more minor roads it is proposed that this road should be constructed from public funding and be free of tolls.

The initial traffic modelling analysis suggests that by the year 2030 this road will be carrying between 5,500 and 6,000 vehicles per hour two way at peak times. Allowing for further traffic growth into the future suggests the road should probably be constructed to a dual three lane standard. In keeping with its strategic function, it is proposed that pedestrians and cyclists should be prohibited access to the road. (These issues of highway function are discussed in much more detail in Chapter 3).

In terms of alignment, the road has currently been viewed from a conceptual viewpoint, rather than through detailed study. The actual alignment will need to be established through the undertaking of more detailed feasibility studies.

Its construction on the urban fringe of George Town will nonetheless give rise a number of engineering and environmental issues.

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Figure 2.1: The New Highway Schemes

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 in its southern section it will need to pass through the Taman Sun Sardon area of Gelugor and under the Penang Hills to the west of Jalan Bukit Gambir. This part of the route is therefore likely to involve some tunnelling;  in the central section the route needs to pass through the built up areas of Air Itam - careful integration of the road into the built environment will therefore be needed through this section;  to the north of Air Itam the route needs again to pass under or along the edge of the Penang Hills, perhaps again requiring some tunnelling; and  at the north coast the new road needs to follow the alignment of the proposed E and O Link Roads, on reclaimed lands off of Gurney Drive.

A possible alignment through some of these areas has been previously identified under the name of the 'Penang Outer Ring Road'. This route however utilises the Jalan Gottlieb / Jalan Bagan Jermal corridor at its northern end to connect with Jalan Tanjung Tokong at Gurney Drive.

This last section of the previously identified alignment does not seem to be an appropriate solution, given both the urbanised nature of Jalan Gottlieb and Jalan Bagan Jermal and the need for the George Town Outer Bypass to provide direct connectivity to the North Coast Pair Road. An alternative alignment to the west would be much preferred. As noted above though, this could well mean that tunnelling is needed in this vicinity to minimise impacts on both the Botanical Gardens and the cemeteries to the north.

Given that this proposal is critical to the delivery of 'Recommended Transport Master Plan Strategy', both from the viewpoint of catering for traffic movement and from the viewpoint of developing the public transport solutions, it is recommended that a much more detailed feasibility study is commissioned to examine the issues associated with delivering the whole of this scheme. Furthermore, bearing in mind that this scheme needs to be open to traffic by 2020, the undertaking of this feasibility should be given high priority.

If ultimately, from this feasibility study analysis, it is concluded that provision of the George Town Outer Bypass, on the approximate alignment outlined above, is impractical then alternative alignments, nearer to George Town, will need to be considered. Building this road within George Town's existing built environment, however, will no doubt raise as many issues, if not more, than building it at the urban edge.

2.5 The North Coast Pair Road The 'North Coast Pair Road is being promoted as an alternative to the current north coast route comprising of Jalan Tanjung Tokong, Jalan Tanjung Bunga, Jalan Batu Feringgi and Jalan Teluk Bahang.

These existing roads vary in width between dual two lane highway and single two lane highway. Between Gurney Drive and Teluk Bahang they pass through the resort areas of Tanjung Bungah and Batu Feringgi, serving as a through traffic route, local access corridor, public transport corridor, scenic tourist route and pedestrian thoroughfare.

Through creating an alternative purpose built highway to the south of this existing route it is envisioned that the existing roads can be returned to the community, improving environmental, pedestrian and public transport operation within each community.

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As such, the new road will be constructed as a strategic route, catering for longer distance private vehicle movement and creating a new access corridor for the transportation of goods. In this strategic format the road should have limited access, with no frontage development and all vehicular access being confined to its eastern and western interchanges with the George Town Outer Bypass and Jalan Teluk Bahang, together with its intermediate interchanges leading into Tanjong Bungah and Batu Feringgi. Like the George Town Outer Bypass, use of this road will be prohibited for pedestrians and cyclists.

The initial traffic modelling analysis suggests that by the year 2030 this road will be carrying up to 2,500 vehicles per hour two way at peak times. Allowing for further traffic growth into the future suggests the road should probably be constructed to a dual two lane standard.

In terms of alignment, the road has again currently been viewed from a conceptual viewpoint, rather than through detailed study. The actual alignment will need to be established through the undertaking of more detailed feasibility studies.

The challenging coastal terrain in this part of the Island suggests that this new road will need to hug the hill line of the Penang Hills; with some sections of the road being built on viaduct and perhaps there will even be a need for short sections of tunnel so as to facilitate provision of a high quality alignment.

It is understood that potential parts of this route have already been identified as part of on- going hillside development schemes. In determining a potential alignment however the need to limit all vehicular access to the purpose built interchanges needs to be borne in mind. The concept of simply creating a new road, fronted and accessed by a series of new developments, is not what is envisaged within the 'Recommended Transport Master Plan Strategy'

As this road is anticipated to open by 2020 there is merit in commissioning an early feasibility study of the route's alignment so as to ensure that it can be protected in the face of the current development pressures within this corridor.

Once this road is constructed it is proposed that the eastern section of the existing corridor, as far as Tanjong Bungah, will be used for the street running of trams.

2.6 The Air Itam - Relau Pair Road At the current time the main access routes to Balik Pulau and Relau pass through Air Itam, via Jalan Paya Terubong. The northern part of this route is far from ideal for use by high volumes of traffic, passing as it does through dense residential areas. The southern part of the route, beyond Air Itam is also sub-standard.

To address these issues the 'Recommended Transport Master Plan Strategy' contains proposals to construct a new purpose built strategic highway between the intersection of the George Town Outer Bypass with Jalan Thean Teik and the northern fringes of Relau. This new road will also include a purpose built intermediate interchange providing direct access onto an improved Jalan Tun Sardon, thus facilitating much better vehicular access to Balik Pulau.

Once this new strategic route is opened it is envisaged that the existing roads through Air Itam, together with Jalan Paya Terubong, will be downgraded to local roads providing for local accessibility and allowing the provision of improved public transport facilities.

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In regard to the latter of these, it is ultimately proposed to introduce a street running tram within Air Itam and along the northern portion of Jalan Paya Terubong.

The initial traffic modelling analysis suggests that by the year 2030 this new strategic road will be carrying in excess of 6,000 vehicles per hour two way at peak times. This suggests that the road, at least to the north of the interchange to Balik Pulau, should be constructed to dual three lane standard.

As with the George Town Outer Bypass and the North Coast Pair Road, this new road will also form part of the Island's strategic road network and as such all access to this new road should be confined to its purpose built interchanges. Similarly pedestrians and cyclists should be prohibited from using it.

Again, in term of its alignment, the road has currently been viewed from a conceptual viewpoint, rather than through detailed study. The actual alignment will need to be established through the undertaking of more detailed feasibility studies.

This new road again passes through the Penang Hills, presenting environmental problems in selecting an appropriate alignment. However, as the route runs generally parallel to the contours of the Penang Hills it should perhaps be easier to construct, without the necessity for tunnelling or viaducts.

Again, establishing an early alignment for this road, through the undertaking of more detailed feasibility studies would be prudent in view of the continuing pressures of hillside development within the Air Itam - Relau valley corridor.

It is envisaged that all three of the new roads discussed above, in combination with:  Lebuhraya Tun Dr. Lim Chong Eu, between its intersections with Sungai Pinang and the Second Penang Crossing;  Jalan Sultan Azlan Shah, between its intersections with the George Town Outer Bypass and State Highway P10 (Jalan Permatang Damar Laut / Jalan Batu Maung);  State Highway P10 itself;  Lebuhraya Sungai Nibong; and  Jalan Tun Sardon will form the backbone of Penang Island's future highway network. These issues are discussed in much more detail in Chapter 3 of this report

2.7 The North - South Expressway Link Road Construction of a new relief road to the current un-tolled sections of the North - South Expressway is considered necessary under the 'Recommended Transport Master Plan Strategy', both to reduce traffic congestion in the eastern suburbs of Butterworth and to relieve existing traffic pressures within other north -south corridors on the Mainland.

It is envisaged that such a road would be constructed as a new toll road using private sector funding, As such, this new road would be subject to normal Expressway restrictions, with no frontage development being allowed and use by pedestrians and cyclists being prohibited.

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For the purposes of developing the 'Recommended Transport Master Plan Strategy' it has been assumed that this new 'North -South Expressway Link Road' will leave the existing North - South Expressway in the south at the Second Penang Crossing interchange and will rejoin the North -South Expressway in the vicinity of Kepala Batas. It has also been assumed that there will only be one intermediate interchange on the new link road - this providing direct access to the Butterworth - Kulim Expressway. There may nonetheless, through more detailed future feasibility studies, be merit in examining the advantages of providing an additional interchange so as to provide direct access to Bukit Mertajam.

Based on the above assumptions, the initial traffic modelling analysis suggests that by the year 2030 this road will be carrying between 5,500 and 6,000 vehicles per hour, suggesting that ultimately is should be constructed to dual three land standard. Given however that it is likely that this new road will be introduced by the private sector as a toll road there may be a case for initially constructing it to a dual two lane format, with provision being made within the Right of Way for future widening to dual three lane standard.

In terms of alignment, no detailed studies have been undertaken and the alignment shown in Figure 2.1 is purely conceptual. There is however a considerable amount of existing development to the east of this section of the North - South Expressway. Identifying a possible alignment that minimises impacts on this existing development will inevitably mean that this new route will need to meander through this part of the State.

To move this project forward, it is recommended preliminary discussions be initiated with the current toll road concessionaire to establish what plans they might have, if any, for constructing such a scheme.

2.8 The Third Sea Crossing Although not an immediate priority, the 'Recommended Transport Master Plan Strategy' has additionally identified a longer term need to provide additional vehicular crossing capacity between the Mainland and Penang Island, over and above that which will be provided through the opening of the Second Penang Crossing.

Given the current positioning of Penang Bridge and the Second Crossing it has been concluded that such a new facility, if it is to be a new stand alone facility, should be provided at the northern end of the island, linking the northern portion of the George Town Outer Bypass to the Butterworth Outer Ring Road.

The initial traffic modelling analysis suggests that if such a new facility is provided, total vehicle demand between Penang Island and the Mainland could increase to above 25,000 vehicles per hour two way at peak times by 2030. Given the combined two way peak hour capacity of the existing crossing and the Second Penang Crossing is limited to some 20,000 to 22,500 vehicles two way per hour the future long term need for this new crossing appears to be established. It should be noted however that provision of additional sea crossing capacity will in itself generate increased car based travel demand.

Moving forward, these issues need much more detailed study, both in terms of the ultimate form of the new crossing and its justification. A key issue in this respect is that all traffic modelling to date has been undertaken on the assumption that Penang's population will increase from its current level of 1.56 million to around 2.45 million people by 2030. Whether this level of growth will actually materialise is currently unknown

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For the purposes of assessing the resource requirements needed to implement the 'Recommended Transport Master Plan Strategy' it has been assumed that this new facility will be needed by 2025-2030. It has additionally been assumed that it will be constructed as a tunnelled sea crossing providing at least two traffic lanes in each direction.

On Penang Island access to this new tunnel will be provided from both the northern portion of the George Town Outer Bypass and from the Jelutong Expressway (Lebuhraya Tun Dr Lim Chang Eu) on the eastern side of George Town.

To facilitate the latter of these access points a new inner cross city will need to be constructed approximately on the alignment of Jalan Sungai Pinang, Jalan Perak and Jalan Pangkor. It is envisaged that this landward extension will be used solely by traffic travelling to and from Butterworth. The implementation should however subject to a more detailed feasibility study and environmental impact assessment to examine the possible issues associated with delivering the scheme, and minimise any negative impacts that may be arising.

In prioritising the allocation of future funding resources there should be a clear understanding that over the next 10 to 15 years construction of the other four highway projects outlined above, together with the improvement of existing highways and implementation of the proposed Public Transport improvements detailed in the accompanying 'Public Transport Improvement Plan' should take precedence over the construction of this Third Sea Crossing scheme.

2.9 The Costs Associated with Implementing New Highway Schemes The indicative costs associated with implementing each of the highway proposals discussed above is as set out below

It should be noted that these cost estimates are exclusive of land acquisition costs and have been prepared for the sole purpose of gaining a high level understanding of the overall costs that are likely to be associated with implementing the 'Recommended Transport Master Plan Strategy'.

As such, they are based on the adoption of a number of assumptions that are yet to be verified through the undertaking of more detailed feasibility studies. They are also based on the use of broad brush unit rates for the costs of providing new infrastructure. These unit rates have be derived from examining the costs associated with providing similar schemes, both in Malaysia and elsewhere.

At this time no detailed studies have been undertaken to determine the issues that might be associated with providing such new infrastructure schemes within Penang. The unit rates used to produce these cost estimates should therefore not be relied on for any purpose other than that of providing a high level ball park estimate of the likely costs that might be incurred in delivering the overall 'Recommended Transport Master Plan Strategy'

In preparing these cost estimates the following assumptions have been made:  Construction of the George Town Outer Bypass will require some 30 percent of the scheme to be constructed within tunnel beneath the Penang Hills

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 Construction of the North Coast Pair Road will require some 10 per of the scheme to be constructed on structures or within short tunnels  Construction of the Air Itam - Relau Pair Road will be undertaken entirely on embankment or in cuttings  Construction of North - South Expressway Link Road will generally be undertaken on embankments  Construction of the Third Sea Crossing and the proposed new access link from the Jelutong Expressway ((Lebuhraya Tun Dr Lim Chang Eu) will be undertaken exclusively through the use of tunnels

All of the above assumptions are provisional and will need to be verified as part of any future feasibility studies.

Table 2.1 sets out the unit rates that have been adopted for the purpose of providing these cost estimates. These are based on typical unit cost rates taken from other projects in Malaysia and elsewhere. As set out above these unit rates are provisional and more detailed work will need to undertaken to ascertain local unit rates for each in future feasibility studies.

Using the above information provisional costs estimates have been prepared and are set out in Table 2.2. Based on these estimates the overall costs related to providing the new highway schemes are estimated to be approximately RM 10,040 Million

Table 2.1: Units Rates for the Provision of New Highway Infrastructure

Unit Rate Facility Construction Type Unit Type (RM Millions)

Cost / km of Construction on Embankment 40 Road

Construction on Structures or within Cost / km of 125 Dual Two Short Tunnels Road Lane Highway Construction within Long Tunnels on Cost / km of 250 Land Road

Construction within Long Tunnels Under Cost / km of 600 the Sea Road

Dual Cost / km of Construction on Embankment 60 Three Road Lane Construction within Long Tunnels on Cost / km of 350 Highway Land Road

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Table 2.2: Summary of New Highway Costs

Unit Cost per Route Length Cost Scheme km (km) (RM Million) (RM Million) George Town Outer Bypass Dual 3 Lane on Embankment 10.3 60 618 Dual 3 Lane in Tunnel 4.5 350 1,575 North Coast Pair Road Dual 2 Lane on Embankment 12 40 480 Dual 2 Lane in Short Tunnel or on 1.5 125 187.5 Structure Air Itam - Relau Pair Road Dual 2 Lane on Embankment 2 40 80 Dual 3 Lane on Embankment 5.2 60 312 North - South Expressway Link Road Dual 2 Lane on Embankment 36.5 40 1460 Third Sea Crossing Dual 2 Lane in Sea Tunnel 7 600 4,200 Dual 2 Lane in Tunnel under George 4.5 250 1,125 Town Total (RM Millions) 10,037.5

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3 HIGHWAY FUNCTIONALITY

3.1 Introduction In the remainder of the report concentration is placed on improving the operation and efficiency of the existing highway network. In looking at these issues however, it has been assumed that the new highway proposals set out in Chapter 2 will be completed in accordance with the implementation programme provided therein.

As a first step towards defining a new Highway Plan it is necessary to understand the required functionality of each part of the State's existing highway system. Once this is understood then a network based approach can be adopted in terms of determining future highway improvement and management needs and identifying a plan for ensuring that these needs are satisfied.

This chapter addresses this issue, considering the future role of each part of the State's highway network in the context of the overall proposals set out within the 'Recommended Penang Transport Master Plan Strategy'

As a starting point in this process the complete State wide highway network needs to be defined in terms of its links and intersections. This has been done utilising a simplified version of the highway network defined within the 'Penang Strategic Multi-Modal Transport Model'. This State wide network, as it is proposed to be under the 'Recommended Transport Master Plan Strategy', is shown in Figure 3.1.

In the following sections the future function and role of each of these roads is considered in respect to the movement of goods vehicles, general traffic, public transport services, pedestrians and cyclists.

For this purpose a hierarchical system has been adopted. This is based around identifying the importance that each part of the road system has for each of these categories of users. This hierarchical system is set out in Table 3.1

Through using this approach the role of each road can be understood. Some roads will have a role simply related to the movement of goods vehicles and general traffic, others will serve primarily as corridors for the movement of public transport services and yet others will have a multifunctional role, catering for the needs of all users.

In the following sections each user group is examined in turn.

3.2 Good Vehicle Movement In the case of goods vehicle movement the underlying principle has been to concentrate, as far as is possible, goods vehicle activity to a limited number of corridors / roads.

The Level 1 Goods Vehicle Movement network is very much concentrated on the existing and proposed Expressway network, the crossings between the Mainland and Penang Island and a limited number of existing and proposed roads on Penang Island. This Level 1 network will allow goods vehicles to travel: .

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Figure 3.1: The Highway Network

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Table 3.1: The Functional Hierarchy

Hierarchal Goods Vehicle Private Vehicle Public Transport Pedestrian Movement Cyclist Movement Importance Movement Movement Movement

Strategic National Strategic National Corridors ultimately Corridors located within Corridors located within movement To / From and movement To / From and Level 1 identified for use by Tram Very High Pedestrian Very High Cycling Priority Through the State of Through the State of Based Services Priority Areas Areas Penang Penang

Corridors ultimately Strategic Movement Strategic Movement Corridors located within Corridors located within identified for use by Bus Level 2 Within the State of Within the State of High Pedestrian Priority High Cycling Priority Rapid Transit Based Penang Penang Areas Areas Services

Other corridors with Bus District Level Movement Corridors located within Corridors located within Access Routes to Based Services operating Level 3 within the State of Medium Pedestrian Medium Cycling Priority Premises at 15 minutes Penang Priority Areas Areas Frequencies or higher

Other Corridors carrying Corridors located within Corridors located within Local Movement within Level 4 Not Applicable Lower Frequency Bus Low to Medium Low to Medium Cycling Districts Services Pedestrian Priority Areas Priority Areas

No Public Transport Corridors located within Corridors located within Level 5 Not Applicable Not Applicable Services other Areas other Areas

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 between external locations situated in Northern Malaysia / Thailand, Southern Malaysia and the industrial areas in Kulim; and  to and from key State based origins / destinations including Penang Port, the cargo facilities at Penang Airport, Butterworth and George Town

The Level 2 Goods Vehicle Movement network is designed to provide onward connections from the Level 1 network to more local destinations including the Bayan Lepas, Perai, Bukit Minyat and Batu Kawan industrial areas and the more local centres of Batu Feringgi, Bukit Mertajam, Kepala Batas and Balik Pulau

The Level 1 and Level 2 networks, in combination, provide a backbone network for the road based movement of goods within the State.

It is envisaged that the role of all other roads within the State, in the context of goods vehicle movement, will be very much related to that of providing access to premises. Ideally these onward routeings should observe the private vehicle movement hierarchy proposals set out below.

The proposed goods vehicle movement network is set out in Figure 3.2. This comprises of the following:

The Level 1 Goods Vehicle Movement network is made up of:  the North - South Expressway;  the Butterworth - Kulim Expressway;  the Butterworth Outer Ring Road;  Penang Bridge;  part of Lebuhraya Tun Dr. Lim Chong Eu;  the two future additional Crossings;  the proposed North - South Expressway Link Road; and  the proposed George Town Outer Bypass

The Level 2 Goods Vehicle Movement network is made up primarily of:  access routes to the North - South Expressway;  Jalan Maju and Jalan Kulim to the south of Bukit Mertajam;  the existing section of Federal Highway 6 between its intersection with Jalan Tun Dr. Awang / Lebuhraya Sungai Nibong and Penang Airport;  Lebuhraya Sungai Nibong itself;  an additional part of Lebuhraya Tun Dr. Lim Chong Eu between the George Town Outer Bypass and Jalan Sungai Pinang, together with the new Third Sea Crossing access tunnel beneath George Town;  the two proposed Pair Roads (namely the North Coast Pair Road and the Air Itam - Relau Pair Road); and  Jalan Tun Sardon.

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Figure 3.2: The Goods Vehicle Movement Functional Highway Network

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3.3 Private Vehicle Movement By definition, the Level 1 and Level 2 Goods Vehicle Movement networks defined above form a good basis from which to start to identify a Private Vehicle Movement network. The remainder of the private vehicle network has been developed through consideration of the following factors  existing and future year private vehicle movement flow patterns. These are set out in Figures 3.3 and 3.4. These relate to two way vehicle flows in the 2011 and 2030 morning peak hour situation and have been derived through use of the 'Penang Strategic Multi-Modal Transport Model';  the existing route hierarchy, as indicated through the Federal Government and State Government allocation of route designation numbering;  the current highway improvement proposals, as identified through discussions with officers from JKR and MPPP; and  the current standard of existing roads and, where appropriate, available opportunities for further improvement.

Another key consideration has been the need to limit high volume traffic activity within the key centres of George Town and Butterworth and within secondary centres such as Air Itam, Batu Feringgi, Bukit Mertajam, Kepala Batas and Balik Pulau. This objective is compatible with the overall objectives of the 'Recommended Transport Master Plan Strategy'.

The proposed Private Vehicle Movement network is set out in Figure 3.5. This comprises of the following:

The Level 1 Private Vehicle Movement network mirrors that adopted for the Goods Vehicle Movement network.

The Level 2 Private Vehicle Movement network builds on the Level 2 Goods Vehicle Movement network. As such it includes the addition of:  most parts of Federal Highway 1;  all of State Highway P10;  a section of State Highway P7 between its commencement at the intersection of Jalan Baru / Jalan Kg. Pmtg. Batu / Jalan Bukit Tengah and its intersection with the North - South Expressway; and  an additional section of Federal Highway 6 between its intersection with Jalan Tun Dr. Awang / Lebuhraya Sungai Nibong and the proposed George Town Outer Bypass

The Level 3 Private Vehicle Movement network, which provides more local connectors between communities, comprises primarily of other significant sections of the existing Federal and State Highway network including:  Federal Highway 6 between Kg. Bukit and Kg. S Pinang;  the remaining sections of Federal Highway 1;  part or all of State Highways P3, P5, P7, P12, P17, P18, P139, P220 and P231; and  the Jalan Bukit Gambir / Jalan Yeop Chor Ee corridor;

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Figure 3.3: Traffic Activity - 2011 Base Year (Weekday Morning Peak Hour - Vehicles per Hour)

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Figure 3.4: Traffic Activity - 2030 Recommended Transport Master Plan Strategy (Weekday Morning Peak Hour - Vehicles per Hour)

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Figure 3.5: The Private Vehicle Movement Functional Highway Network

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together with the following roads within George Town  the Jalan Masjid Negeri / Jalan Scotland / Jalan Utama / Jalan Gottlieb / Jalan Bagan Jermal orbital corridor;  the Jalan Sungai Pinang / Jalan Perak / Jalan Pangkor orbital corridor;  the Jalan Magazine / Jalan Lim Chwee Leong / Gat Jalan Prangin and Jalan Penang one way system at Komtar;  the Jalan Sultan Ahmad Shah radial corridor between Jalan Penang and Jalan Pangkor;  the Jalan Thean Teik / Jalan Kampung Baru / Jalan Air Itam / Jalan Datuk Keramat radial corridor; and  the remaining section of Lebuhraya Tun Dr. Lim Chong Eu between Jalan Sungai Pinang and Gat Jalan Prangin

The Level 4 Private Vehicle Movement network is made up of the remainder of the roads identified in Figures 3.1.

3.4 Public Transport Network The Public Transport network has been based on the recommendations set out in the 'Public Transport Improvement Plan' and is shown in Figure 3.6. As such this network is made up as follows:

The Level 1 Public Transport network comprises of the following proposed Tram based routes  George Town - Air Itam Radial Line corridor;  George Town - North Coast Radial Line corridor;  George Town - Airport Radial Line corridor;  George Town - Macalister Radial Line corridor;  George Town CAT Orbital corridor;  George Town Times Square Orbital Line corridor; and  Georgetown Outer Orbital Line corridor.

The Level 2 Public Transport network comprises of the following proposed Bus Rapid Transit based routes  Bayan Lepas Orbital Line corridor;  Butterworth - Bukit Mertajam Radial Line corridor; and  Mainland Southern Radial Line corridor

The Level 3 Public Transport network comprises of all remaining roads that are proposed to be used either by Feeder Bus services operating in conjunction with the Tram / Bus Rapid Transit networks or other urban bus services where bus frequencies are at least every 15 minutes at peak times.

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Figure 3.6: The Public Transport Vehicle Movement Functional Highway Network

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The Level 4 Public Transport network comprises of all other roads, as shown on Figure 3.1, are proposed to be utilised by public transport services.

The Level 5 Public Transport network comprises of other roads, as shown on Figure 3.1, are not served by public transport vehicles

It should be noted that in determining the Public Transport network a general presumption has been adopted that public transport vehicles will operate two-way in all corridors that have been functionally designated as Public Transport Level 1 and Level 2 corridors. The only exceptions to this being within the Lebuh Farquhar / Lebuh Light one-way system, the Komtar area and within Air Itam Town Centre. The adoption of this presumption means that in such highway corridors that are subject to 'one-way' operation it will be necessary to introduce 'contra flow' public transport facilities.

3.5 Pedestrian Network In developing the pedestrian network hierarchy the key considerations have been as follows:  Does the road lie within the State's build up area?  Does the road lie within the UNESCO Heritage area?  Does the road lie within other established town centres?  Does the road have a significant retail frontage?  Does the road lie within, or provide access to, other significant recreational areas?

Using these criteria the sections of road network, as identified in Figures 3.1, that have a functional role in terms pedestrian activity are shown in Figure 3.7.

As such, the Pedestrian Movement network is made up as follows:

The Level 1 Pedestrian Movement network comprises of:  part or all of Gat Lebuh Chulia, Jalan Kg. Kolam, Jalan Masjid Kapitan Keling, Jalan Penang, Lebuh Campbell, Lebuh Chulia, Lebuh Pantai, Lebuh Pitt, Lebuh Buckingham, and Pengkalan Weld, all of which lie within the George Town Heritage area;  parts of Jalan Balik Pulau, Jalan Pasar and Jalan Paya Terubong, where they lie within Air Itam town centre;  Jalan Batu Feringgi, where is passes through Batu Feringgi town centre;  Persiaran Gurney; and  Jalan Datuk Ooh Chooi Cheng, where it passes through Bukit Mertajam town centre

The Level 2 Pedestrian Movement network comprises of:  part or all of Gat Lebuh Cina, Lebuh Carnavon, Lebuh Farquhar, Lebuh Kimberly, Lebuh Light, Lebuh Pitt, Lebuh Victoria and Pengkalan Weld, all of which lie within George Town Heritage area;  part or all of Jalan Lim Chwee Leong, Jalan Magazine, Jalan Penang, Jalan Ria and Lebuh Lintang, where they lie within the core part of the Komtar area;

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Figure 3.7: The Pedestrian Movement Functional Highway Network

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 parts of Jalan Burma, Jalan Cantonment, Jalan Datuk Keramat, Jalan Kelawei, Jalan Macalister, Jalan Pemenang and Jalan Sungai Dua, where they pass through significant retail areas;  Jalan Penara Bukit, within Balik Pulau town centre;  part of Jalan Arumugam Pillai, on the edge of Bukit Mertajam town centre  Jalan Air Terjun, leading to the George Town Botanical Gardens; and  Jalan Stesen Bukit Bendera, leading to Penang Hill.

The Level 3 Pedestrian Movement network comprises of:  part or all of Gat Jalan Prangin, Gat Lebuh Noordin, Jalan Arraton, Jalan Argyll, Jalan Carnavon, Jalan C. Y. Choy, Jalan Clove Hall, Jalan Gurdwara, Jalan Lim Chwee Leong, Jalan Larut, Jalan Magazine, Jalan Sri Bahari, Jalan Sultan Ahmad Shah, Jalan Transfer, Jalan Hutton, Lebuh Dickens, Lebuh Farquhar, Lebuh Macallum, Lebuh Mcnair, Lorong Selamat and Jalan Bagan Jermal, where they lie in the peripheral areas adjacent to the George Town Heritage area;  parts or all of Jalan Burma, Jalan Gottlieb, Lebuhraya Maktab and Lorong Maktab, where they pass through the Gurney Drive / Pulau Tikus areas;  parts of Jalan Datuk Keramat and Jalan Jelutong, where they pass through George Town's other retail areas;  parts of Jalan Air Itam, on the approaches to Air Itam town centre;  parts of Jalan Sungai Dua, on the approaches to Sungai Dua town centre;  parts of Jalan Dato` Ismail Hashim, where it passes through the centre of Relau;  part or all of Jalan Assumption, Jalan Bagan Luar, Jalan Chain Ferry, Jalan Heng Choon Thean, Jalan Sungai Nyior and Jalan Telaga Air, where they lie within the central area of Butterworth;  parts or all of Jalan Aston, Jalan Arumugam Pillai, Jalan Ciku, Jalan Tanah Liat and Jalan Muthu Palaniapan, on the approaches to Bukit Mertajam town centre; and  parts or all of Jalan Bertam, Jalan Datuk Haji Ahmad Badawi and Jalan Padang Kelab, where they lie within the centre of Kepala Batas

The Level 4 Pedestrian Movement network comprises of the remainder of the roads, as shown on Figure 3.1, that lie within the State's built up area, with exception of those that have no pedestrian access.

The Level 5 Pedestrian Movement network comprises of all other roads shown on Figure 3.1. These being either roads located in rural areas or roads to which there is no pedestrian access.

3.6 Cycling Desire Lines In reviewing the needs of cyclists a slightly different approach has been adopted to that employed in each of the above assessments. Despite an historic legacy of cycling being a very popular means of transport within Penang, cycling activity at the current time is low. It is therefore difficult to map out a cycle network based on current cyclist movement patterns.

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 Firstly, the issue has therefore been viewed from the perspective of cycling desire lines, rather than from the perspective of a cycling network. This is primarily because in some situations it may be better to establish cycling routes on more minor roads that run parallel to the roads identified in Figure 3.1, rather than on these roads themselves.  Secondly, it has been assumed that in general terms, cyclists desire to make the same journeys as private vehicle road users. The cycle desire lines will therefore very much mirror the private vehicle movement network;  Thirdly, however it has also been recognised cycling activity is generally not to be recommended on roads that have high volumes of goods vehicles - Where choices exist, the cycling desire lines have therefore been routed away from Level 1 and Level 2 goods vehicle movement corridors  Lastly, in many respects, cyclists can also be considered as being two-wheeled pedestrians. Areas that have a particular attraction for pedestrians are therefore also likely to be popular areas for cyclists.

Based on adoption of the above statements, a cycling hierarchy has been identified. This is set out in Figure 3.8.

3.7 Summary A detailed summary of the functional role of each part of the highway network is set out in tabular form in Appendix 1. In this appendix road sections have been ordered under their existing Federal Highway or State Highway designation. Other sections of road that do not benefit from such designations are listed in alphabetical order by geographical area.

The information contained within this Chapter has next been used next identify a series function based design / policy standards.

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Figure 3.8: The Cyclist Movement Functional Highway Network

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4 SETTING HIGHWAY STANDARDS

4.1 Introduction Based on the foregoing discussions it is apparent that while some parts of the existing highway network will continue to have only a traffic orientated role in the future, other parts of the network will be required to take on a much wider multi-functional role.

These new roles, coupled with ever increasing demands for the movement of goods and private vehicle traffic alike, will mean that in some situations the current highway network will have insufficient capacity to accommodate such demands.  At one level, some of the current highways have inadequate width to simply satisfy their future role in moving goods vehicles and general traffic.  At another level, if a high quality public transport system is to be introduced into this highway network, utilising the corridors provided by a sub-set of existing roads, there may be instances where the combined demands of traffic, public transport operations and pedestrian activity exceed the current supply of road space within such corridors

These issues are examined within this chapter through identifying a series of idealised design / policy standards which vary according to the multi-functional role of each road.

Through considering the impact that the imposition of these idealised design / policy standards will have on the current physical form of the State's highway network recommendations can subsequently be made, where necessary, for upgrading both the cross sections of individual links and the methods of traffic control employed at individual intersections.

4.2 The Proposed Highway Standards From examination of the needs of goods vehicle traffic, general vehicle traffic, public transport, pedestrians and cyclists it has been concluded that in order for the present highway network to accommodate future travel needs it will be necessary to attain a series of minimum standards for differing functional types of highway. These standards relate to:  the number of traffic lanes that should be available for general traffic;  the method of intersection control that should be adopted along the highway;  the extent to which vehicular access to the highway should be controlled;  the approach that should be adopted in integrating the proposed tram based and Bus Rapid Transit based systems into the highway network; and  the extent to which the free movement of pedestrians and cyclists should be accommodated along and across the highway corridor.

Table 4.1 sets out the proposed standards that should be adopted.

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It will be noticed from this table that some 30 differing functional categories of highway have been defined. Each is based around the functional role that the road must serve in terms of catering for goods vehicle movement, general traffic movement, public transport movement, pedestrian movement and cycling activity.

At one extreme, a road that has been designated as a Level 1 route for Goods Vehicle Movement and Private Vehicle Movement will ultimately, if it is to properly serve its traffic related functions, need to:  be constructed to a minimum dual three lane carriageway standard; and  its intersections with other roads will need to be grade separated. Also:  if such a road is to serve as a major public transport corridor (i.e. a Level 1 or Level 2 public transport corridor) then the activities of public transport vehicles will need to be physically separated from that of general traffic activity;  similarly, pedestrian access along the corridor will need to be restricted; and  pedestrian access across the corridor, or to public transit stations within the corridor, will need to be vertically segregated from other activities.

By contrast, in the case of a road that is designated as a Level 4 route for private vehicles, no specific standards have been set for accommodating general traffic. Indeed in situations where the corridor also serves as a Level 1 or Level 2 public transport corridor and a Level 1 or Level 2 pedestrian corridor a general presumption has been adopted that general traffic activity will be restricted to that of 'essential access'

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Table 4.1: Highway Standards by Functional Role

Activity Level Applicable Standards

Fully Segregated Non-tolled highways - Prohibited, but 1 and 2 from traffic within footbridges or D3 lane carriageway Full Grade Only via Grade dedicated area Fully segregated Prohibited, but footbridges or underpasses provided Separation at all Tolled highways - As Separated facilities to be underpasses provided across across road corridor so Major above, but with D2 lane Intersections provided for road corridor so as to provide as to provide access 1 1 1 to 5 1 to 5 Interchanges, carriageways , except motorcycles, access between adjoining between adjoining 3 and 4 Partial Grade No direct frontage In highway where Level of Service D adjacent to traffic communities and / or to public communities. (Such Separation access from conditions are exceeded lanes transport stations / bus stops footbridges to be co- elsewhere premises for more than 1500 hours ordinated with 5 per year No Provision pedestrian movement)

In all Rural For Levels 1 to 4, where locations, and For Levels 1 to 4: possible, off where possible in  Footways to be provided carriageway cycle lanes Fully Segregated Urban locations, adjacent to highway, should be provided 1 and 2 fully segregated adjacent to pedestrian from traffic within  At-grade crossings to be dedicated area facilities should be footways. provided for provided within all Partially Also for Levels 1 to 4, Partial Grade motorcycles. Grade Separated cyclists should be Separation to be Intersections. In other urban prohibited from using used at all Major In Highway - Bus  locations nearside Footbridges and / or the elevated portions of Intersections. Limited to Partially Activated Signals Underpasses to be Grade Separated to be provided at traffic lanes should Partially Grade 3 provided elsewhere, linking Left In / Left Out Interchanges and all Partial Grade have adequate Separated Intersections control to be width to allow a car adjoining communities and Left In / Left Out Separated For Level 5 cyclists 2 and 3 2 1 to 5 1 to 5 D2 lane carriageway. imposed at minor to overtake a paired public transport Minor Road Intersections should be prohibited all side roads. motorcycle. stations / bus stops. access to the road No direct frontage For Level 5: U - Turn facilities In all situations, access from In all situations however to be provided In Highway motorcycles under  Pedestrians should be premises (Levels 1 to 5), 4 within all Partially 250 cc should be prohibited all access to the Footbridges and / or Grade Separated prohibited from road. Underpasses should be Intersections using the elevated  However, footbridges or provided to aid portion of Partially underpasses should still be connection between Grade Separated to be provided, linking adjoining communities. Intersections, thus adjoining communities and, (These to be co- improving road 5 No Provision where applicable, paired ordinated with safety within public transport stations / pedestrian movements) carriageway Merge / bus stops Diverge areas

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Table 4.1: Highway Standards by Functional Role

Activity Level Applicable Standards

Typical Goods Private Public Minimum Highway Carriageway Public Transport Pedestrians Cyclists Intersection Motorcycle Policy Pedestrian Policy Cycling Policy Vehicles Vehicles Transport Standard Access Policy Policy Treatment Adequate footways to be On-street cycle lanes to provided be provided where space allows. 1 to 3 Fully protected 'walk with traffic' pedestrian facilities to Otherwise, parallel, off- corridor, cycle routes to 1 to 4 be provided at all Fully Segregated intersections. Intermediate be provided 1 and 2 from traffic within mid-block signalled dedicated area pedestrian crossings to be provided adjacent to all transit 4 and 5 stations No Special Provision Provision should be matched 5 to local pedestrian / public transport passenger needs Adequate footways to be On-street cycle lanes to provided be provided where space allows. 1 to 3 Fully protected 'walk with Through Signalled Where possible, Otherwise, parallel, off- intersections and In Highway with nearside traffic traffic' pedestrian facilities to Bus Responsive be provided at all corridor, cycle routes to 1 to 4 D2 lane carriageway Traffic Signal side roads lanes should have be provided outside George Town, Signals to be adequate width to intersections. Intermediate Control at all Direct frontage 3 3 3 provided at all allow a car to mid-block signalled S4 carriageway in significant access from Traffic Signal overtake a pedestrian crossings to be George Town. Intersections premises should Controlled motorcycle. provided adjacent to all be limited as much 4 and 5 Intersections paired bus stops No Special Provision as is possible Provision should be matched 5 to local pedestrian / public transport passenger needs Adequate footways to be On-street cycle lanes to provided be provided where 1 to 3 Fully protected 'walk with space allows. traffic' pedestrian facilities to Otherwise, parallel, off- corridor, cycle routes to 1 to 4 be provided at all intersections. Intermediate be provided 4 In Highway mid-block signalled pedestrian crossings to be provided adjacent to all 4 and 5 paired bus stops No Special Provision Provision should be matched 5 to local pedestrian / public transport passenger needs

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Table 4.1: Highway Standards by Functional Role

Activity Level Applicable Standards

Typical Goods Private Public Minimum Highway Carriageway Public Transport Pedestrians Cyclists Intersection Motorcycle Policy Pedestrian Policy Cycling Policy Vehicles Vehicles Transport Standard Access Policy Policy Treatment Adequate footways to be On-street cycle lanes to provided be provided where space allows. 1 to 3 Fully protected 'walk with Through Signalled Where possible, Otherwise, parallel, off- traffic' pedestrian facilities to intersections and nearside traffic corridor, cycle routes to D2 lane carriageway side roads lanes should have be provided at all 1 to 4 Traffic Signal be provided outside George Town, adequate width to intersections. Intermediate Control at all Direct frontage 3 5 No Provision allow a car to mid-block signalled S4 carriageway in significant access from overtake a pedestrian crossings to be George Town. Intersections premises should motorcycle. provided as needed to be limited as much 4 and 5 maintain community No Special Provision as is possible connectivity Provision should be matched 5 to local pedestrian needs Where possible, bearing Where possible, bearing in in mind safety needs, mind safety needs, No specific standard cyclist should be given pedestrians should be given priority over general 1 and 2 1 and 2 General presumption priority over general traffic. traffic. Pedestrian and that traffic usage is Public Transport activity Public Transport activity 3 limited to 'access only' should however have priority should however have over pedestrians priority over cyclists Through Signalled Street Running Adequate footways to be intersections and within designated provided, Traffic Signal side roads areas of carriageway. Fully protected 'walk with Control at all Direct frontage traffic' pedestrian facilities to significant access from Tram / Bus Rapid No specific 4 1 and 2 be provided at all significant Intersections to premises should Transit provision aid transit intersections. 3 and 4 No specific standard be limited as much Responsive movement as is possible so Signals to be Intermediate signal controlled General presumption as to aid transit provided at all pedestrian crossings to be 3 to 5 No specific provision that road is available for movement intersections provided, where traffic local traffic usage, where conditions warrant it, so as to width allows provide access to transit stations Provision should be matched to local pedestrian / public 5 transport passenger needs

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Table 4.1: Highway Standards by Functional Role

Activity Level Applicable Standards

Typical Goods Private Public Minimum Highway Carriageway Public Transport Pedestrians Cyclists Intersection Motorcycle Policy Pedestrian Policy Cycling Policy Vehicles Vehicles Transport Standard Access Policy Policy Treatment Where possible, bearing in mind safety needs, No specific standard cyclists should be given Where possible, bearing in General presumption priority over general 1 1 mind safety needs, that traffic usage is traffic. Pedestrian pedestrians should be given limited to 'access only' activity should however priority over general traffic. have priority over cyclists In Highway Adequate footways to be Where warranted, cycle provided, lanes and other such Bus Responsive 3 and 4 2 and 3 Where traffic signals are facilities should be Signals for Level 3 provided to encourage public transport provided, fully protected 'walk No specific standard with traffic' pedestrian cycle use 2 to 4 corridors facilities should be included General presumption that road is available for Intermediate signalled local traffic usage, where pedestrian crossings to be width allows provided where traffic 4 and 5 conditions warrant it No specific provision Traffic Signal Control at Provision should be matched No Special No specific 3 4 5 locations where to local pedestrian / public conditions provision traffic conditions transport passenger needs warrant it Where possible, bearing in mind safety needs, No specific standard cyclists should be given Where possible, bearing in General presumption priority over general 1 1 mind safety needs, that traffic usage is traffic. Pedestrian pedestrians should be given limited to 'access only' activity should however priority over general traffic. have priority over cyclists Adequate footways to be 5 No Provision provided, Where traffic signals are No specific standard Where warranted, cycle provided, fully protected 'walk lanes and other such General presumption with traffic' pedestrian 2 to 4 2 and 3 facilities should be that road is available for facilities should be included local traffic usage, where provided to encourage width allows Intermediate signalled cycle use pedestrian crossings to be provided where traffic conditions warrant it

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Table 4.1: Highway Standards by Functional Role

Activity Level Applicable Standards

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AJC Planning Consultants Sdn Bhd Singapore Cruise Centre Pte Ltd Pejabat Setiausaha Kajian/ Master Plan bagi Kerajaan Pengangkutan dan Pengurusan Negeri Pulau Lalu Lintas Pulau Pinang Pinang - The Highway Improvement Plan

5 RECOMMENDATIONS FOR IMPROVING / MODIFYING SELECTED SECTIONS OF THE HIGHWAY NETWORK

5.1 Introduction Following on from Chapters 3 and 4, where:  firstly the role of each part of the highway network has been examined; and  secondly, a series of function related highway standards have been identified this chapter presents a series of high level recommendations detailing the need, where necessary, to undertake improvements / modifications to the existing highway network.

The recommendations contained herein have been arrived at through considering:  the proposed role of each part of the existing and future highway network - This is detailed in Figure 3.2 and Figures 3.5 to 3.8 and in Appendix 1.  the proposed design / policy standards that have been deemed to be applicable to each section of the highway network - These design / policy standards being detailed in Table 4.1; and  the current physical form of each part of the highway network and its associated intersections.

In those cases where the highway's current physical form is incompatible with its future role, recommendations for improvement / modification have been identified.

The proposed improvements / modifications, and the reasons for their implementation, are detailed in the following sections.

This chapter specifically examines the highway network's cross sectional and operational form. The next chapter looks in more detail at the form of the highway network's intersections.

In presenting the information herein it has been taken as a given that the following new highway schemes will be implemented as has already been discussed in Chapter 2. These being:  George Town Outer Bypass;  North Coast Pair Road;  Air Itam - Relau Pair Road;  North - South Expressway Link Road; and  Third Sea Crossing.

The proposed implementation timing of each of these schemes has also already been discussed above.

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5.2 Goods Vehicle Movement / Private Vehicle Movement Related Highway Corridor Improvements To meet the Goods Vehicle / Private Vehicle Movement design / policy standards set out in Table 4.1 it has been determined, through an initial high level review of the highway network, that the following sections of highway are ultimately likely to need to be upgraded.

The following lists the relevant highway sections and identifies, in minimum standard terms, the levels of improvement that is likely to be needed. The form of each actual improvement will need to be determined through the undertaking of more detailed feasibility studies.  All corridors that have been designated to cater for Level 1 Goods Vehicle Movement and Level 1 Private Vehicle Movement are required to have a minimum Dual 3 lane carriageway standard where they are un-tolled and a minimum Dual 2 lane carriageway standard where they are tolled. The following sections of the existing highway network do not meet these required standards and therefore will ultimately need to be widened to Dual 3 lane carriageway standard: - Federal Highway 3113 between its intersections with Jalan Batu Maung / Penang Second Crossing and Jalan Kampung Jawa; and - Federal Highway 3113 immediately to the south of Jambatan Pulau Pinang

 All corridors that have been designated to cater for Level 2 Goods Vehicle Movement and / or Level 2 Private Vehicle Movement are required to have a minimum Dual 2 lane carriageway standard. The following sections of the existing highway network do not meet these required standards and therefore will ultimately need to be widened to Dual 2 lane carriageway standard: - Federal Highway 1 between its intersections with Jalan Bukit Panchor and Jalan Juru; - Federal Highway 1 between its intersections with Lingkaran Luar Butterworth and the State Boundary (North); - Federal Highway 6 between its intersections with Jalan Tun Dr. Awang and Jalan Permatang Damar Laut; - State Highway 7 between its intersections with Jalan Kubang Semang and Jalan Baru / Jalan Bukit Tengah / Jalan Kg. Pmtg. Batu; - State Highway 10 between its intersections with Jalan Teluk Kumbar and Lebuhraya Tun Dr. Lim Chong Eu / Penang Second Crossing; - State Highway 12 between its intersections with Jalan Maju and Jalan Sungai Lembu; - State Highway 14 between its intersections with Air Itam - Relau Pair Road / Jalan Paya Terubong / Jalan Relau and Jalan Penara Bukit; - State Highway 177 between its intersections with Jalan Besar and Jalan Bukit Tambun; - Jalan Maju between its intersections with Jalan Kulim and Jalan Kebun Sireh; and

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- Jalan Padang Kelab between its intersections with Jalan Butterworth / Jalan Kedah / Jalan Perak and Jalan Bertam / Jalan Datuk Haji Ahmad Badawi.

 All corridors that have been designated to cater for Level 3 Private Vehicle Movement are required to have a minimum Dual 2 lane carriageway standard when located outside the boundaries of George Town and a minimum Single 4 lane carriageway standard when located within George Town.

The following sections of the existing highway network located outside the boundaries of George Town do not meet these required standards and therefore will ultimately need to be widened to Dual 2 lane carriageway standard: - Federal Highway 1 between its intersections with Jalan Telaga Air and Lingkaran Luar Butterworth; - Federal Highway 6 between its intersections with Jalan Permatang Damar Laut and Jalan Pantai Acheh; - State Highway 3 between its intersections with Jalan Sri Bukit / Jalan Sungai Rambai and Jalan Muthu Palaniapan; - State Highway 3 between its intersections with Jalan Aston and Jalan Butterworth / Jalan Permatang Sintok; - State Highway 5 between its intersections with Jalan Butterworth / Jalan Kedah / Jalan Padang Kelab and Jalan Permatang Bogak; - State Highway 7 between its intersections with Jalan Bagan Ajam / Jalan Bagan Luar and Jalan Raja Uda / Jalan Siram; - State Highway 11 between its intersections with Air Itam - Relau Pair Road and Jalan Dato Ismail Hashim / Jalan Dato` Ismail Hashim; - State Highway 12 between its intersections with Jalan Padang Lalang and Jalan Muthu Palaniapan; - State Highway 17 between its intersections with Jambatan Pulau Pinang / Lebuhraya Utara - Selatan and Persimpangan Juru; - State Highway 18 between its intersections with Jalan Majuand Jalan Arumugam Pillai; - State Highway 139 between its intersections with Jalan Kulim and Jalan Permatang Tinggi; - State Highway 212 (Jalan Thean Teik) between its intersections with Jalan Kampung Pisang and Lebuhraya Thean Teik; - State Highway 220 between its intersections with Jalan Sultan Azlan Shah / Jalan Teluk Kumbar and Jalan Tun Dr Awang / Jalan Tun Dr. Awang; - State Highway 231 between its intersections with Jalan Sultan Azlan Shah and Jalan Bayan / Jalan Tengah; - Jalan Padang Lalang between its intersections with Jalan Kg. Pmtg. Batu / Jalan Permatang Rawa and Jalan Kebun Sireh / Jalan Sungai Rambai; and - Jalan Permatang Nibong between its intersections with Jalan Kubang Semang and Jalan Permatang Pauh

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In addition, the following sections of the existing highway network located within George Town do not meet these required standards and therefore will ultimately need to be widened to at least Single 4 lane carriageway standard - State Highway 19 (Jalan Bagan Jermal) between Jalan Burma / Jalan Mount Erskine and Jalan Kelawei / Jalan Tanjung Tokong / Persiaran Gurney; - State Highway 212 (Jalan Thean Teik) between its intersections with Jalan Kampung Pisang and Jalan Air Itam / Jalan Kampung Baru; - Jalan Perak between its intersections with Jalan P. Ramlee / Jalan Sungai Pinang and Jalan Anson; - Jalan Sungai Pinang between its intersections with Jalan P. Ramlee / Jalan Perak and Jalan Sungai; and - Persiaran Gurney between its intersections with the George Town Outer Bypass (E and O Link Road) / Third Sea Crossing and Jalan Kelawei / Jalan Pangkor / Jalan Sultan Ahmad Shah

5.3 Implementation Plan for Highway Improvement Proposals Each of the above highway widening improvements has been examined so as to determine a timeline for its implementation. This examination has taken into account:  JKR's current improvement plans;  the current operational performance of each highway section;  the proposed timing for the implementation of new highway proposals; and  the overall importance of each highway section in relation to the achievement of the overall objectives of the 'Recommended Transport Master Plan Strategy'.

Based on this examination an implementation phasing strategy has been developed for undertaking these Goods Vehicle Movement / Private Vehicle Movement related highway improvements. This implementation Strategy is shown graphically in Figures 5.1 to 5.4 and is set out in more detail in Table 5.1. (For completeness Figures 5.1 to 5.4 also show the new road schemes discussed within Chapter 2).

5.4 The Costs Related to the Achievement of this Highway Widening Plan In determining the costs associated with implementing this highway widening plan it has been assumed that expenditure for most of the schemes programmed for implementation between now and 2015 has already been committed within existing budgets. It is therefore not relevant to include these costs into the overall costs associated with implementing the 'Recommended Transport Master Plan Strategy'. The one exception to this is the widening of Federal Highway 3113 between its intersections with Jalan Batu Maung / Penang Second Crossing and Jalan Kampung Jawa.

All widening improvement schemes, post 2015, have not been allocated any financial resources and therefore these costs will need to be met out of the overall budget allocated for implementing the 'Recommended Transport Master Plan Strategy'.

Table 5.1 sets out the indicative costs associated with undertaking these works.

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Figure 5.1: Proposed Highway Widening Improvements - Now to 2015

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Figure 5.2: Proposed Highway Widening Improvements - Now to 2020

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Figure 5.3: Proposed Highway Widening Improvements - Now to 2025

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Figure 5.4: Proposed Highway Widening Improvements - Now to 2030

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Table 5.1: Highway Widening Plan - Implementation Timetable and Associated Costs

Section Unit Cost per Cost of Length Kilometre Improvement Route Highway Section Type of Improvement (km) (RM Million) (RM Million)

Now to 2015

Jalan Teluk Kumbar to Jalan Kampung Federal Highway 6 Widen to D2 (Committed) - - Terang / Jalan Sungai Nipah Jalan Batu Maung / Penang Second Crossing Widen to D3 4.75 20.0 95.0 Federal Highway 3113 to Jalan Kampung Jawa Immediately South of Jambatan Pulau Pinang Widen to D3 (Committed) - - - Jalan Batu Kawan / Jalan Bukit Tambun / State Highway 177 Widen to D2 (Committed) - - - North - South Expressway to Jalan Besar 2015 to 2020

Jalan Paboi to Jalan Juru Widen to D2 as Required 9.4 15.0 141.0 Federal Highway 1 Jalan Telaga Air to Butterworth Outer Ring Local Widening to S4 3.5 10.0 35.0 Road Jalan Tun Dr. Awang to Jalan Balik Pulau Widen to D2 8.5 20.0 170.0 Federal Highway 6 Jalan Kampung Terang / Jalan Sungai Nipah Widen to D2 3.0 20.0 60.0 to Jalan Sungai Pinang Jalan Sri Bukit / Jalan Sungai Rambai to State Highway 3 Local Widening to D2 0.3 10.0 3.0 Jalan Muthu Palaniapan

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Table 5.1: Highway Widening Plan - Implementation Timetable and Associated Costs

Section Unit Cost per Cost of Length Kilometre Improvement Route Highway Section Type of Improvement (km) (RM Million) (RM Million)

2015 to 2020 (Cont.)

Jalan Bagan Ajam / Jalan Bagan Luar to Widen to S4 0.8 20.0 16.0 Jalan Raja Uda / Jalan Siram State Highway 7 Jalan Kubang Semang to Jalan Baru / Jalan Widen to D2 as Required 5.5 15.0 82.5 Bukit Tengah / Jalan Kg. Pmtg. Batu Jalan Teluk Kumbar to Lebuhraya Tun Dr. State Highway 10 Widen to D2 5.5 20.0 110.0 Lim Chong Eu / Penang Second Crossing Jalan Padang Lalang to Jalan Muthu State Highway 12 Widen to D2 2.3 20.0 46.0 Palaniapan Jambatan Pulau Pinang / North - South State Highway 17 Widen to D2 5.0 20.0 100.0 Expressway to Persimpangan Juru State Highway 18 Jalan Maju to Jalan Arumugam Pillai Widen to D2 as Required 3.3 15.0 49.5 Jalan Burma / Jalan Mount Erskine to Jalan Minor Local Widening to State Highway 19 Kelawei / Jalan Tanjung Tokong / Persiaran 0.8 10.0 8.0 D2 Gurney Jalan Kulim to Jalan Permatang Tinggi State Highway 139 Local Widening to D2 5.5 10.0 55.0

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Table 5.1: Highway Widening Plan - Implementation Timetable and Associated Costs

Section Unit Cost per Cost of Length Kilometre Improvement Route Highway Section Type of Improvement (km) (RM Million) (RM Million)

2015 to 2020 (Cont.)

Jalan Kampung Pisang / George Town Outer Minor Local Widening to State Highway 212 Bypass to Jalan Air Itam / Jalan Kampung 1.0 10.0 10.0 D2 Baru Jalan Sultan Azlan Shah / Jalan Teluk State Highway 220 Kumbar to Jalan Tun Dr Awang / Jalan Tun Widen to D2 5.25 20.0 105.0 Dr. Awang Jalan Sultan Azlan Shah to Jalan Bayan / State Highway 231 Widen to D2 3.25 20.0 65.0 Jalan Tengah Jalan Maju Jalan Kulim to Jalan Kebun Sireh Widen to D2 4.25 20.0 85.0 Jalan Kg. Pmtg. Batu / Jalan Permatang Jalan Padang Lalang Rawa to Jalan Kebun Sireh / Jalan Sungai Local Widening to D2 0.25 10.0 2.5 Rambai Jalan P. Ramlee / Jalan Sungai Pinang to Minor Local Widening to Jalan Perak 0.5 10.0 5.0 Jalan Anson D2 Jalan P. Ramlee / Jalan Perak to Jalan Minor Local Widening to Jalan Sungai Pinang 1.0 10.0 10.0 Sungai D2

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Table 5.1: Highway Widening Plan - Implementation Timetable and Associated Costs

Section Unit Cost per Cost of Length Kilometre Improvement Route Highway Section Type of Improvement (km) (RM Million) (RM Million)

2020 to 2025

E and O Link Road / Third Crossing to Jalan Persiaran Gurney Kelawei / Jalan Pangkor / Jalan Sultan Widen to D3 0.25 20.0 5.0 Ahmad Shah Local Widening as Jalan Bukit Panchor to Jalan Paboi 10.5 10.0 105.0 needed to D2 Federal Highway 1 Butterworth Outer Ring Road to Jalan Widen to D2 11.25 20.0 225.0 Padang Kelab / Jalan Perak Federal Highway 6 Jalan Penara Bukit to Jalan Baru Widen to S4 2.7 20.0 54.0 State Highway 3 Jalan Aston to Jalan Kubang Ulu Widen to D2 4.0 20.0 80.0 Air Itam - Relau Pair Road to Jalan Dato Minor Local Widening to State Highway 11 1.0 10.0 10.0 Ismail Hashim / Jalan Dato` Ismail Hashim D2 State Highway 12 Jalan Rozhan to Jalan Sungai Lembu Local Widening to D2 3.75 10.0 37.5 Air Itam - Relau Pair Road / Jalan Paya State Highway 14 Terubong / Jalan Relau to Jalan Penara Bukit Widen to D2 8.25 20.0 165.0

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Table 5.1: Highway Widening Plan - Implementation Timetable and Associated Costs

Section Unit Cost per Cost of Length Kilometre Improvement Route Highway Section Type of Improvement (km) (RM Million) (RM Million)

2020 to 2025

Jalan Butterworth / Jalan Kedah / Jalan Perak Jalan Padang Kelab to Jalan Bertam / Jalan Datuk Haji Ahmad Widen to D2 0.5 20.0 10.0 Badawi Jalan Kubang Semang to Jalan Permatang Jalan Permatang Nibong Widen to D2 5.75 20.0 115.0 Pauh 2025 to 2030

Jalan Padang Kelab / Jalan Perak to State Federal Highway 1 Widen to D2 5.75 20.0 115.0 Boundary Federal Highway 6 Jalan Baru to Jalan Pantai Acheh Widen to S4 4.0 20.0 80.0 Jalan Kubang Ulu to Jalan Butterworth / Jalan State Highway 3 Widen to D2 17.75 20.0 355.0 Permatang Sintok Jalan Butterworth / Jalan Kedah / Jalan State Highway 5 Widen to D2 1.75 20.0 35.0 Padang Kelab to Jalan Permatang Bogak

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It should be noted in reviewing the information set out in Table 5.1 that no detailed studies have currently be undertaken with respect to any of these proposals. The unit rate costs shown are simply based on the typical costs for undertaking similar improvements elsewhere in Malaysia. Where possible however, account has been taken of the extent of works needed at each location. As has been set out above, more detailed feasibility studies will need to be undertaken prior to any of the above schemes being taken forward.

Based on the information provided within Table 5.1 it is estimated that overall, some RM 2.65 Billion is needed to implement this highway improvement programme. This is sub- divided into RM 95 Million during the period between now and 2015, RM 1,165 Million between 2015 and 2020, RM 800 Million between 2020 and 2025 and RM 585 Million between 2025 and 2030.

5.5 Public Transport Movement Related Highway Corridor Modifications To meet the Public Transport Movement design / policy standards set out in Table 4.1 it has been determined, through an initial high level review of the highway network, that the following sections of highway are ultimately likely to need to be modified as set out below.

The following lists out the relevant highway sections that are likely to need modification and identifies, in minimum standard terms, the levels of modification that is likely to be needed. The form of each actual modification will need to be determined through the undertaking of more detailed feasibility studies.

 In corridors where both Level 1 and Level 2 Public Transport functions are to be catered for, together with Level 1, Level 2 or Level 3 Private Vehicle Movement functions, there will be a need to horizontally or vertically segregate these two activities. This implies that in the following locations new 'off-carriageway rights of way' will ultimately need to be created to accommodate public transport vehicles. Depending on the space available this could be achieved through providing the public transport facility either adjacent to the existing highway or above the existing highway. (i.e. elevated)

George Town - Air Itam Rapid Transit Corridor - State Highway 13 corridor between its intersections with Jalan Thean Teik and Jalan Gurdwara / Jalan Macalister / Jalan Magazine / Jalan Penang.

George Town - Airport Rapid Transit Corridor - Federal Highway 6 corridor between its intersections with the proposed George Town Outer Bypass and the Airport Access Road / Jalan Tun Dr. Awang.

George Town Orbital Rapid Transit Corridor - Federal Highway 3113 corridor between its intersections with Jalan Tengku Kudin and Jalan Sungai Pinang; - Jalan Sungai Pinang corridor between its intersections with Lebuhraya Tun Dr. Lim Chong Eu and Jalan P. Ramlee / Jalan Perak; - Jalan Perak corridor between its intersections with Jalan P. Ramlee / Jalan Sungai Pinang and Jalan Pangkor / Lebuhraya Peel;

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- Jalan Pangkor corridor between its intersections with Jalan Perak / Lebuhraya Peel and Jalan Burma; and - State Highway 19 corridor between its intersections with Jalan Kelawei / Jalan Tanjung Tokong / Persiaran Gurney and Lebuhraya Tun Dr. Lim Chong Eu.

Bayan Lepas Orbital Loop Rapid Transit Corridor - Jalan Bukit Gambir corridor between its intersections with Jalan Pekaka 1 and Jalan Tun Dr. Awang; - Jalan Tun Dr. Awang corridor between its intersections with Jalan Bukit Gambir and Jalan Bayan / Jalan Tengah; and - Federal Highway 3113 corridor between its intersections with Hilir Sg. Keluang 1 and Jalan Aziz Ibrahim.

Butterworth - Bukit Mertajam Rapid Transit Corridor - Federal Highway 1 corridor between its intersections with Butterworth Outer Ring Road / Jalan Chai Leng Park and Jalan Permatang Pauh; - State Highway 12 corridor between its intersections with Jalan Baru / Jalan Bukit Tengah / Jalan Permatang Pauh and Jalan Arumugam Pillai; and - State Highway 12 corridor between its intersections with Jalan Chee Bee Noor and Jalan Besar / Jalan Kulim.

Butterworth - Southern Mainland Rapid Transit Corridor - Jalan Heng Choon Thean / Jalan Jelawat / Butterworth - Kulim Expressway (BKE) corridor between its intersections with Jalan Bagan Luar and Jalan Permatang Pauh; - State Highway 7 corridor between its intersections with Butterworth - Kulim Expressway (BKE) and Jalan Baru / Jalan Bukit Tengah / Jalan Kg. Pmtg. Batu; and - Federal Highway 1 corridor between its intersections with Jalan Baru / Jalan Permatang Pauh / Jalan Kg. Pmtg. Batu and Jalan Tasek

In all other highway corridors where Level 1 or Level 2 Public Transport functions are to be catered for (i.e. in those corridors that have been allocated a Level 4 function in respect of Private Vehicle Movement and a Level 1 or Level 2 function in respect of Public Transport movement) there is general presumption that public transport vehicles will operate within the street, albeit in their own designated lanes.

The manner in which this will be achieved is dependent on a number of factors including the available highway width, the function of the highway in respect of pedestrians and cyclists and whether the highway is subject to one way operation.

From undertaking an initial high level review of the highway network it appears that in most such situations the existing highways have sufficient width to allow both two-way general traffic and two-way public transport vehicles to be accommodated side by side with Level 1 or Level 2 public transport activity. The public transport activity being accommodated in dedicated public transport lanes located either adjacent to the kerb line or within the middle

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of the street. It should be noted that these findings are nonetheless provisional and will need to be confirmed through the undertaking of detailed feasibility studies.

Some specific exceptions to the above have however already been identified and these are set out below:  Firstly, where such highway corridors have been additionally allocated a Level 1 pedestrian / cycling activity function a general presumption has been applied that Private Vehicle Movement and Goods Vehicle Movement activity within these corridors will be restricted to 'Essential Access Only'. This implies that in the following locations the usage of such highway corridors will ultimately need to be restricted primarily to public transport vehicles / pedestrians and cyclists, rather than general traffic.

Within the Core Heritage Area - George Town - Lebuh Chulia between its intersections with Jalan Penang and Lebuh Pantai; - Gat Lebuh Chulia between its intersections with Lebuh Pantai and Pengkalan Weld; - Jalan Kg. Kolam between its intersections with Lebuh Carnavon and Jalan Masjid Kapitan Keling; - Jalan Masjid Kapitan Keling between its intersections with Jalan Kg. Kolam and Lebuh Chulia; - Jalan Penang between its intersections with Lebuh Farquhar (north) and Jalan Burma; - Lebuh Pantai between its intersections with Jalan Lim Chwee Leong and Gat Lebuh Chulia; and - Lebuh Pitt between its intersections with Lebuh Chulia and Lebuh Farquhar;

Within Air Itam Town Centre - Jalan Balik Pulau between its intersections with Jalan Pasar and Jalan Paya Terubong; and - Jalan Pasar between its intersections with Jalan Balik Pulau and Jalan Paya Terubong

Within Bukit Mertajam Town Centre - Jalan Datuk Ooh Chooi Cheng between its intersections with Jalan Arumugam Pillai and Jalan Chee Bee Noor / Jalan Kulim

 Secondly, where such highway corridors currently operate as 'one-way' roads there will, in most cases, be a need to introduce contra flow public transport lanes so as to allow public transport vehicles to operate two-way within such corridors. As outlined in Chapter 3 the key exceptions to this are within the Lebuh Farquhar / Lebuh Light one-way system, the Komtar area and within Air Itam Town Centre.

The implications of this are that dedicated contra-flow public transport lanes will ultimately need to be introduced within the following sections of highway

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Within the City of George Town - Jalan Burma between its intersections with Jalan Penang and Jalan Perak; - Jalan Macalister between its intersections with Jalan Anson and Jalan Cantonment; - Jalan Penang between its intersections with Jalan Sri Bahari and Jalan Burma; - Jalan Pangkor between its intersection with Jalan Burma and Jalan Kelawei / Jalan Sultan Ahmad Shah; - Lebuh Pantai between its intersections with Jalan Lim Chwee Leong and Gat Lebuh Chulia; and - Jalan C. Y. Choy between its intersections with Jalan Magazine and Gat Lebuh Noordin.

On Penang Mainland - Jalan Datuk Ooh Chooi Cheng between its intersections with Jalan Arumugam Pillai and Jalan Chee Bee Noor / Jalan Kulim

 Thirdly, where such highway corridors are simply too narrow to accommodate both general traffic lanes and dedicated public transport lanes there will ultimately be a need to adopt a presumption that public transport operations will take precedence over general traffic operations, thus suggesting that general traffic activity should be restricted to certain times of the day.

The key highway corridors where this applies, other than those already identified above as being public transport / pedestrian / cycling priority areas are: - Jalan C. Y. Choy between its intersections with Jalan Magazine and Gat Lebuh Noordin; - Jalan C. Y. Choy between its intersections with Lebuh Macallum and Gat Lebuh Cecil; and - Jalan Veterinari between its intersections with Jalan Sungai and Jalan Petania.

Each of the above modifications will need to be introduced, at the latest, in parallel the implementation of the proposed tram / Bus Rapid Transit system - This being between years 2020 and 2030. In some cases however there may be a case for partially implementing some of these modifications at an earlier time so as to facilitate the more efficient movement of buses. This might be particularly the case in respect of the introduction of contra public transport lanes and the restriction of general traffic activity in particular sections of highway. These issues will need to be addressed as part of the more detailed feasibility studies targeted towards improving the public transport facilities within the State.

The above findings in respect of necessary Public Transport Movement related highway network modifications are summarised in Figure 5.5. More detail information relating to the phasing of public transport improvements and the costs associated with implementing public transport improvements is set out within the 'Public Transport Improvement Plan'.

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Figure 5.5: The Proposed Public Transport Operational Regime

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5.6 Other Required Highway Corridor Improvements / Modifications In addition to undertaking the above specific highway improvements / modifications there is also an ultimate need in many locations to change the overall cross section or operational regime of many roads within the State so as to better cater for the needs of motorcyclists, pedestrians and cyclists.

In particular, there is a need to: a) Motorcyclists  Provide fully segregated facilities for motorcycles: - in all highway corridors that have been designated a function of catering for Level 1 Goods Vehicle Movement and Level 1 Private Vehicle Movement - in all rural highway corridors that have been designated a function of catering for Level 2 Goods Vehicle Movement and / or Level 2 Private Vehicle Movement - where it is practical, in all urban highway corridors that have been designated a function of catering for Level 2 Goods Vehicle Movement and / or Level 2 Private Vehicle Movement

 Provide sufficiently wide nearside traffic lanes so as to increase the safety of motorcyclists: - in all other urban highway corridors that have been designated a function of catering for Level 2 Goods Vehicle Movement and / or Level 2 Private Vehicle Movement - where it is practical, in all highway corridors that have been designated a function of catering for Level 3 Private Vehicle Movement

 Prohibit motorcycles under 250 cc from using the elevated portion of Partially Grade Separated Intersections, thus improving road safety within carriageway Merge / Diverge areas

b) Pedestrians  Prohibit all pedestrians from entering the Right of Way areas of: - all highway corridors that have been designated a function of catering for Level 1 Goods Vehicle Movement and Level 1 Private Vehicle Movement - all highway corridors that have been designated a function of catering for both Level 2 Goods Vehicle Movement and / or Level 2 Private Vehicle Movement, together with Level 5 Pedestrian Movement

In conjunction with the above however, there is a need to ensure that an adequate number of pedestrian footbridges or underpasses are provided across all such highway corridors so as to provide access between adjoining communities and to / from public transport stations / bus stops that might be located within such highway corridors

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 Provide adequate pedestrian footways adjacent to both sides of all highways that have been designated a function of catering for Level 2 to Level 4 Private Vehicle Movement and Levels 1 to 4 Pedestrian Movement. The only exceptions to the above should be where it can clearly be shown that no pedestrian demand exists

 Also, where there is a proven pedestrian need, provide adequate pedestrian footways adjacent to all highways that have been designated a function of catering for Level 3 to Level 4 Private Vehicle Movement and Level 5 Pedestrian Movement.

 Provide fully protected at grade 'walk with traffic' pedestrian crossing facilities within all partially grade separated intersections on all highways that have been designated a function of catering for Level 2 Private Vehicle Movement and Levels 1 to 4 Pedestrian Movement.

 Elsewhere, within such Level 2 Private Vehicle Movement highway corridors provide an adequate number of intermediate pedestrian footbridges or underpasses so as to provide access between adjoining communities and to / from public transport stations / bus stops that might be located within such highway corridors

 Provide fully protected at-grade 'walk with traffic' pedestrian facilities within all traffic signal controlled intersections on all highways that have been designated a function of catering for Level 3 and Level 4 Private Vehicle Movement and Levels 1 to 4 Pedestrian Movement.

 In addition provide intermediate mid-block signalled pedestrian crossings adjacent to all transit stations, paired mid block bus stops and elsewhere as needed: - within all such highway corridors that have been designated a Level 3 Private Vehicle Movement function; - where traffic conditions warrant it, within all such highway corridors that have been designated a Level 4 Private Vehicle Movement function;

c) Cyclists  Prohibit all cyclists from entering the Right of Way areas of: - all highway corridors that have been designated a function of catering for Level 1 Goods Vehicle Movement and Level 1 Private Vehicle Movement - all highway corridors that have been designated a function of catering for both Level 2 Goods Vehicle Movement and / or Level 2 Private Vehicle Movement, together with Level 5 Cyclist Movement

In conjunction with the above however, there is a need to ensure that an adequate number of footbridges or underpasses are provided across all such highway corridors so as to provide cycle based access between adjoining communities and to / from public transport stations / bus stops that might be located within such highway corridors. In all cases, the provision of such facilities should be co- ordinated with those provided for pedestrians

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 Where possible, provide 'off carriageway' cycle lanes adjacent to pedestrian footways within all highways that have been designated a function of catering for Level 2 Private Vehicle Movement and Levels 1 to 4 Cycling Movement.

 Prohibit all cyclists from using the elevated portion of Partially Grade Separated Intersections, thus improving road safety within carriageway Merge / Diverge areas

 Where space allows, provide on-street cycle lanes within the carriageway of all highway corridors that have been designated a function of catering for both Level 3 Private Vehicle Movement and Levels 1 to 3 Cyclist Movement. Where this is not possible, parallel 'off-corridor' cycle routes should be provided.

It is recommended that initially, each of the above changes should be introduced in parallel with the undertaking of other planned upgrading / highway maintenance activities to be undertaken within each highway corridor.

Ultimately however, if the objectives of the 'Recommended Transport Master Plan Strategy' are to be fully achieved in a timely fashion there will be a need to identify specific pedestrian, motorcyclist and cyclist targeted improvement projects / programmes.

To this end, it is particularly recommended that specific detailed programmes be developed to provide:  pedestrian footways and pedestrian crossing facilities within all highway corridors that are designated to cater for Level 2 to 4 Private Vehicle Movement and Levels 1 to 4 Pedestrian Movement; and  cycling facilities within or adjacent to all highway corridors that are designated to cater for Level 2 and 3 Private Vehicle Movement and Level 1 to 3 Cyclist Movement

Such detailed programmes should be prioritised both geographically and through use of the pedestrian and cyclist functional hierarchies with:  improvements within the City of George Town, within the core areas of Butterworth, within Air Itam, Relau, Batu Feringgi and Bukit Mertajam town centres being afforded highest priority;  those within the remaining built up areas of Penang Island being afforded second level medium priority; and  those in the remaining built up areas of the Mainland being afforded third priority

In timescale terms it is suggested that:  all high priority improvements be scheduled for implementation by year 2020 at the latest; and  all medium priority improvements to be scheduled for implementation by 2025 at the latest.

Adoption of this suggested timetable will ensure that a greatly improved pedestrian and cycling regime is in place in the majority of the State's built up areas prior to the opening of the proposed tram / Bus Rapid Transit networks.

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The specific issue of improving pedestrian movement is discussed again later in this Highway Improvement Plan, both in the context of identifying a highway intersection improvement strategy and in the context of identifying a traffic signal upgrading strategy.

For the purposes of costing, an overall allowance of RM 1.0 Billion, over and above the specific allowances included in specific initiatives, has been included into the implementation budget for undertaking the above pedestrian, motorcycle, and cyclist orientated improvements. It is anticipated that RM 500 Million of this expenditure will be incurred between 2015 and 2020 and the remainder will be distributed evenly between 2020 and 2030.

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6 RECOMMENDATIONS FOR IMPROVING INDIVIDUAL HIGHWAY INTERSECTIONS

6.1 Introduction In addition to improving / modifying the cross section of the State's highways it will also be necessary in many locations to change the currently adopted approach to intersection control if the proposed highway design / policy standards shown in Table 4.1 are ultimately to be achieved.

In the following sections of this chapter the issue of intersection control is discussed and recommendations are made in respect of:  Upgrading the method of intersection control through the introduction of partial or full grade separation within many of the highway corridors that have been designated a Level 1 or Level 2 Goods Vehicle Movement function and / or a Level 1 or Level 2 Private Vehicle Movement function  Introducing new traffic signal controlled intersections, with fully protected pedestrian 'walk with traffic' facilities, at many locations within the State's built up areas so as to assist pedestrian movement;  Introducing additional new traffic signal controlled intersections within those highway corridors that have been designated a Level 1 or Level 2 Public Transport Movement function, specifically so as to assist public transport movement; and  Introducing traffic signal control at other locations, primarily to assist general vehicle movement.

Again, as in Chapter 5, the recommendations contained herein have been arrived at through considering:  the proposed role of each part of the existing and future highway network - This is as detailed in Figures 3.2, 3.5, 3.6, 3.7 and 3.8 and Appendix 1.  the proposed design / policy standards that have been deemed to be applicable within each section of the highway network - These design / policy standards being detailed in Table 4.1; and  the current physical form of each part of the highway network and its associated intersections.

As previously, in those cases where the current physical form of the highway network's intersections is incompatible with its future role, recommendations for improvement / modification have been identified.

Again, in presenting the information herein it has been taken as a given that the following new highway schemes will be implemented as has already been discussed in Chapter 2. These being:  George Town Outer Bypass;  North Coast Pair Road;

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 Air Itam - Relau Pair Road;  North - South Expressway Link Road; and  Third Crossing.

The proposed implementation timing for each of these new schemes has also already been discussed within Chapter 2 and the form of the intersections along these roads will be compatible with their function classification.

The proposed intersection improvements / modifications, and the reasons for their implementation, are detailed in the following sections

6.2 Key Intersection Improvements Needed to Make the Highway Network Compatible with its Goods Vehicle Movement / Private Vehicle Movement Function To meet the Goods Vehicle / Private Vehicle Movement design / policy standards set out in Table 4.1 it has been determined, through an initial high level review of the highway network, that the following highway intersections are ultimately likely to need to be upgraded.

The following sets out the relevant highway intersections and identifies, in minimum standard terms, the levels of improvement that are likely to be needed. The form of each actual improvement will need to be determined through the undertaking of more detailed feasibility studies.  All intersections between highways that have been designated as being for use by Level 1 Goods and Private Vehicle Movement are required to be fully grade separated.

The following existing intersections do not meet these required standards and will therefore ultimately need to be improved to a fully grade separated standard (i.e. all movements within the intersection should be free flow) - North - South Expressway / Butterworth Kulim Expressway - North - South Expressway / Butterworth Outer Ring Road

 All other significant intersections along highways that have designated as being for use by Level 1 or Level 2 Goods Vehicle Movement and / or Level 1 and Level 2 Private Vehicle movement are required to be partially grade separated. (i.e. they should provide free flow movement for traffic using the Level 1 or Level 2 Goods Vehicle Movement / Private Vehicle Movement corridor).

The following existing intersections do not meet these required standards and will therefore ultimately need to be improved to a partially grade separated standard. Federal Highway 1 Corridor - Penang Mainland: - Jalan Bumbong Lima / Jalan Kedah / Jalan Permatang Damar; - Jalan Kedah / Jalan Paya Keladi; - Jalan Datuk Haji Ahmad Badawi / Jalan Kedah; - Jalan Butterworth / Jalan Kedah / Jalan Padang Kelab / Jalan Perak;

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- Jalan Butterworth / Jalan Permatang Bogak / Jalan Permatang Rambai / Jalan Permatang Sintok; - Jalan Permatang Binjai / Jalan Permatang Kuala / Jalan Permatang Sintok; - Jalan Penaga / Jalan Permatang Sintok / Jalan Telok Air Tawar; - Jalan Permatang Tok Gelam / Jalan Telok Air Tawar; - Jalan Baru / Jalan Chai Leng Park / Jalan Perusahaan / Butterworth Outer Ring Road; - Jalan Bukit Tengah / Jalan Kebun Sireh; - Jalan Alma / Jalan Bukit Minyak / Jalan Bukit Tengah; - Jalan Bukit Minyak / Jalan Juru; - Jalan Bukit Minyak / Jalan Perindustrian Bt. Minyak; - Jalan Permatang Tinggi / Jalan Rozhan; - Jalan Simpang Ampat Tasek / Jalan Tasek; - Jalan Bukit Tambun / Jalan Simpang Ampat Tasek; - Jalan Besar / New Link; - Jalan Besar / Jalan Junjung - Tasek; - Jalan Besar / Jalan Nibong Tebal / Jalan Sungai Baong; and - Jalan Changkat / Jalan Nibong Tebal.

Federal Highway 6 Corridor - Penang Island: - Hilir Pemancar / Jalan Sultan Azlan Shah; - Jalan Sultan Azlah Shah / Jalan Sultan Azlan Shah / Jalan Sungai Dua; - Jalan Kampung Jawa / Jalan Mahsuri / Jalan Sultan Azlan Shah; - Jalan Sultan Azlan Shah / Jalan Tengah; - Jalan Mayang Pasir / Jalan Sultan Azlan Shah; and - Jalan Permatang Damar Laut / Jalan Teluk Kumbar.

Federal Highway 3113 Corridor - Penang Island: - Jalan Kampung Jawa / Lebuhraya Tun Dr. Lim Chong Eu; - Lebuhraya Kampung Jawa / Lebuhraya Tun Dr. Lim Chong Eu; and - Hilir Sg. Keluang 1 / Lebuhraya Tun Dr. Lim Chong Eu.

State Highway 7 Corridor - Penang Mainland: - Jalan Kubang Semang / Jalan Permatang Pauh; and - Jalan Permatang Nibong / Jalan Permatang Pauh.

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State Highway 172 Corridor- Penang Mainland: - Jalan Bukit Tambun / Jalan Perindustrian Bt. Minyak.

Jalan Bertam Corridor, Kepala Batas - Penang Mainland: - Jalan Bertam / Jalan Datuk Haji Ahmad Badawi / Jalan Padang Kelab; and - Jalan Bertam / Jalan Bertam Indah 1.

Jalan Maju / State Highway 12 Corridor - Penang Mainland: - Jalan Maju / Jalan Kebun Sireh; - Jalan Maju / Jalan Megat Harun / Jalan Sri Bukit; - Jalan Kulim / Jalan Maju; - Jalan Kulim / Jalan Rozhan; and - Jalan Kulim / Jalan Besar.

6.3 Key Intersection Improvements Needed to Make the Highway Network Compatible with its Pedestrian Movement Function To meet the Pedestrian Movement design / policy standards set out in Table 4.1 it has been determined, through an initial high level review of the highway network, that the following highway intersections located within designated Level 3 or Level 4 Private Vehicle Movement corridors will ultimately need to be modified.

At each of the following locations the existing 'Priority' or 'Free Flow' based method of intersection control will need to be upgraded to 'full traffic signal control', incorporating fully protected 'walk with traffic' pedestrian facilities so as to assist pedestrians.

Within the Core Heritage Area of George Town: - Gat Lebuh Cina / Pengkalan Weld; - Lebuh Farquhar / Lebuh Pitt; - Lebuh Light / Lebuh Pitt; and - Lebuh Light / Pengkalan Weld.

Within the Buffer to the Heritage Area of George Town: - Lebuh Farquhar (north) / Bayview Hotel Access Road; - Lebuh Farquhar (south) / Bayview Hotel Access Road; - Jalan Penang / Jalan Sultan Ahmad Shah / Lebuh Farquhar; - Jalan Sultan Ahmad Shah / Lebuh Farquhar; - Jalan Sultan Ahmad Shah / Jalan Transfer; - Jalan Penang / Jalan Sri Bahari; - Jalan Argyll / Jalan Penang / Lebuh Chulia; - Jalan Penang / Lebuh Dickens;

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- Jalan Penang / Lebuh Kimberly; - Jalan Sri Bahari / Jalan Transfer; - Jalan Argyll / Jalan Transfer; - Jalan Transfer / Lebuh Dickens; and - Jalan Burma / Jalan Transfer.

Within the Komtar Area of George Town: - Jalan Burma / Jalan Lim Chwee Leong / Jalan Penang; - Jalan Lim Chwee Leong / Jalan Ria; and - Jalan Carnavon / Jalan Magazine.

Within the Remainder of the Inner Area of George Town: - Jalan Arraton / Jalan Sultan Ahmad Shah; - Jalan Larut / Jalan Sultan Ahmad Shah; - Jalan Argyll / Jalan Larut; - Jalan Burma / Jalan Clove Hall; - Jalan Burma / Lorong Selamat; - Jalan Macalister / Lorong Selamat; - Jalan Gurdwara / Lebuh Macallum; and - Lebuh Macallum / Lebuh Mcnair.

Within the Intermediate Area One-Way Systems within George Town - Jalan Residensi / Jalan Utama; - Jalan Cantonment / Jalan Scotland / Jalan Utama; - Jalan Macalister / Jalan Utama; - Jalan Cantonment / Jalan Macalister; - Jalan Anson / Jalan Perak; - Jalan Macalister / Jalan Perak; - Jalan Dunn / Jalan Perak; - Jalan Pangkor / Jalan Perak / Lebuhraya Peel; - Jalan Burma / Jalan Perak; - Jalan Burma / Jalan Pangkor; - Jalan Macalister / Jalan Residensi / Lebuhraya Codrington / Lebuhraya Peel; and - Jalan Dunn / Lebuhraya Peel.

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Within Air Itam Town Centre: - Jalan Kampung Pisang / Jalan Pasar / Jalan Paya Terubong; and - Jalan Air Itam / Jalan Balik Pulau / Jalan Paya Terubong

Within Relau Town Centre: - Jalan Dato` Ismail Hashim / Jalan Tun Dr Awang / Jalan Tun Dr. Awang

Within Bukit Mertajam Town Centre: - Jalan Arumugam Pillai / Jalan Muthu Palaniapan; - Jalan Arumugam Pillai / Jalan Ciku / Jalan Datuk Ooh Chooi Cheng; and - Jalan Chee Bee Noor / Jalan Datuk Ooh Chooi Cheng / Jalan Kulim.

 In addition to the above new provision, all existing traffic signal intersections within the State's built-up areas will need to be upgraded to include full protected pedestrian crossing facilities. (This issue is discussed further in Chapter 7)

6.4 Key Intersection Improvements Needed to Make the Highway Network Compatible with its Public Transport Movement Function To meet the Public Transport Movement design / policy standards set out in Table 4.1 it has been determined, through an initial high level review of the highway network, that the following additional highway intersections located within designated Level 3 or Level 4 Private Vehicle Movement corridors will ultimately need to be modified.

At each of the following locations the existing 'Priority' based or 'Free Flow' based method of intersection control will need to be upgraded to 'full traffic signal control', incorporating specific facilities to provide public transport vehicles with priority over all other road users and incorporating fully protected 'walk with traffic' pedestrian facilities so as to assist pedestrians:

Within the Core Heritage Area - George Town: - Gat Lebuh Chulia / Pengkalan Weld; - Jalan Kg. Kolam / Jalan Masjid Kapitan Keling / Lebuh Buckingham; and - Lebuh Carnavon / Lebuh Kimberly.

Within George Town - Airport Tram Corridor: - Gat Lebuh Noordin / Jalan C. Y. Choy; - Gat Lebuh Cecil / Jalan C. Y. Choy; - Jalan C. Y. Choy / Lebuh Sandilands; - Jalan C. Y. Choy / Jalan Gurdwara / Jalan Jelutong; - Jalan Jelutong / Jalan Lenggong; and - Jalan Jelutong / Jalan Perak / Jalan Tan Sri Teh Ewe Lim.

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Within the George Town Outer Orbital Loop Tram Corridor: - Jalan Brown / Jalan Utama.

Within the George Town - North Coast Tram Corridor: - Jalan Burma / Lebuhraya Codrington; - Jalan Gajah / Jalan Tanjung Tokong; and - Jalan Burma / Jalan Brown.

Within the George Town Times Square Orbital Loop Tram Corridor: - Jalan Gurdwara / Jalan Sungai; - Jalan Sungai / Jalan Veterinari; and - Jalan Petani / Jalan Petania / Jalan Veterinari.

 In addition to the above new provision, all existing traffic signal intersections that lie on the at-grade sections of the proposed Tram and Bus Rapid Transit Networks will need to be remodelled so as to afford Tram / Bus Rapid Transit vehicles priority over other traffic

6.5 Other Intersection Improvements Needed to Make the Highway Network Compatible with its Private Vehicle Movement Function To further meet solely the Private Vehicle Movement design / policy standards set out in Table 4.1 it has been determined, through an initial high level review of the highway network, that the following additional highway intersections located within designated Level 3 Private Vehicle Movement corridors will ultimately need to be modified through the introduction of Traffic Signal Control.

Federal Highway 1 Corridor - Penang Mainland: - Jalan Nibong Tebal / Jalan Atas / Jalan Bukit Panchor; and - Jalan Atas / Jalan Teluk Ipil / Jalan Ooi Kar Seng

Federal Highway 6 Corridor - Penang Island: - Jalan Gertak Sanggul / Jalan Teluk Kumbar; - Jalan Baru / Jalan Sungai Pinang / Jalan Sungai Rusa; and - Jalan Pantai Acheh / Jalan Sungai Rusa / Jalan Teluk Bahang.

State Highway 3 Corridor - Penang Mainland: - Jalan Guar Perahu / Jalan Kubang Semang / Jalan Kubang Ulu; - Jalan Jarak / Jalan Lahar Yooi / Jalan Padang Menora; - Jalan Lahar Yooi / Jalan Pokok Tampang; and - Jalan Permatang Hj Hassan / Jalan Pokok Sena.

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State Highway 18 Corridor, Bukit Mertajam - Penang Mainland: - Jalan Bukit Tambun / Jalan Perindustrian Bt. Minyak.

State Highway 12 Corridor, Bukit Mertajam - Penang Mainland: - Jalan Permatang Rawa / Jalan Muthu Palaniapan / Jalan Ciku.

Finally, although not specifically identified through applying the functional highway design / policy standards:  there is a need in the interim period, prior to the construction of the Air Itam - Relau Pair Road, for a new signalised intersection to be introduced at: - Jalan Paya Terubong / Jalan Tun Sardon

 previous proposals are already being pursued to introduce partial grade separation at the intersection of: - Jalan Masjid Negeri / Lebuhraya Batu Lancang

6.6 Implementation Plan for Highway Intersection Improvement Proposals Each of the above intersection improvements has been examined so as to determine a timeline for its implementation. This examination has taken into account:  the importance of improving pedestrian mobility within differing parts of the State;  the proposed implementation programme for generally improving the State's highway and public transport networks;  JKR's current highway improvement plans;  the current traffic related operational performance of each highway intersection; and  the overall importance of each highway intersection in relation to the achievement of the overall objectives of the 'Recommended Transport Master Plan Strategy'.

Based on this examination an implementation phasing strategy has been developed for undertaking these intersection related improvements. This implementation Strategy, together with the existing and ultimately proposed forms of intersection control, is set out graphically in Figures 6.1 to 6.6. Table 6.1 then sets out a detailed implementation plan. For completeness, both Figures 6.1 to 6.6 and Table 6.1 show both changes to existing intersections and the form of control that is proposed as part of the new road schemes discussed in Chapter 2.

Appendix 2 then sets out a summary of each intersection. This Appendix identifies:  the currently prevailing method of intersection control;  the proposed future method of intersection control; and  the proposed implementation date for the undertaking of such works.

In addition, Appendix 2 also identifies those locations where fully protected 'walk with traffic' pedestrian facilities and public transport priority detection facilities need to be incorporated into existing and proposed traffic signal intersections.

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6.7 The Costs Related to the Achievement of this Highway Intersection Improvement Plan For the purposes of determining implementation costs only those proposals that relate to pedestrian improvements, stand alone public transport improvements and stand alone traffic related improvements have been considered. The costs associated with providing new intersections on proposed new roads and those associated with implementing Tram and Bus Rapid Transit schemes are already included in other budgets.

Overall, it is estimated that some RM 2.75 Billion will be needed to undertake intersection improvements. The vast majority of this cost is associated with introducing partial and full grade separation within Level 1 and Level 2 Goods Vehicle Movement / Private Vehicle Movement corridors. The budget requirements between now and 2015 are RM 85 Million, between 2015 and 2020 are RM 790 Million, between 2020 and 2025 are RM 1,350 Million and between 2025 and 2030 are RM 515 Million. A detailed summary of these costs is set out in Table 6.2.

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Figure 6.1: 2011 Highway Network - Existing Methods of Intersection Control

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Figure 6.2: 2030 Highway Network - Future Proposed Methods of Intersection Control

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Figure 6.3: Intersection Improvement Implementation Plan - 2012 to 2015

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Figure 6.4: Intersection Improvement Implementation Plan - 2015 to 2020

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Figure 6.5: Intersection Improvement Implementation Plan - 2020 to 2025

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Figure 6.6: Intersection Improvement Implementation Plan - 2025 to 2030

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Table 6.1: Intersection Improvement Implementation Plan - Detailed Implementation Timetable Type of Upgrade General Location Intersection Details Pre-Upgrade Post - Upgrade 2012 to 2015 Core Heritage Area Gat Lebuh Cina / Pengkalan Weld Priority Control Traffic Signals - George Town Lebuh Light / Pengkalan Weld None Traffic Signals Buffer to Heritage Area Jalan Burma / Jalan Transfer None Traffic Signals - George Town Jalan Burma / Jalan Lim Chwee Leong / Jalan None Traffic Signals Penang Komtar - George Town Jalan Carnavon / Jalan Magazine None Traffic Signals Jalan Lim Chwee Leong / Jalan Ria None Traffic Signals Assist Pedestrian Inner Area - George Town Jalan Larut / Jalan Sultan Ahmad Shah None Traffic Signals Movement Jalan Air Itam / Jalan Balik Pulau / Jalan Paya Priority Control Traffic Signals Terubong Air Hitam Town Centre Jalan Kampung Pisang / Jalan Pasar / Jalan Priority Control Traffic Signals Paya Terubong Jalan Arumugam Pillai / Jalan Ciku / Jalan Datuk Priority Control Traffic Signals Ooh Chooi Cheng Bukit Mertajam Town Centre Jalan Arumugam Pillai / Jalan Muthu Palaniapan Priority Control Traffic Signals Jalan Chee Bee Noor / Jalan Datuk Ooh Chooi Priority Control Traffic Signals Cheng / Jalan Kulim Assist Public Core Heritage Area Transport Gat Lebuh Chulia / Pengkalan Weld Priority Control Traffic Signals - George Town Movement State Highway 11 Air Hitam - Relau Pair Road / Jalan Paya Priority Control Traffic Signals (Interim) Assist Traffic - Penang Island Terubong / Jalan Relau / Jalan Tun Sardon Movement Federal Highway 6 Jalan Sultan Azlah Shah / Jalan Sultan Azlan Traffic Signals (Interim) Partial Grade Separation - Penang Island Shah / Jalan Sungai Dua

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Table 6.1: Intersection Improvement Implementation Plan - Detailed Implementation Timetable Type of Upgrade General Location Intersection Details Pre-Upgrade Post - Upgrade New Road - State Highway 177 Jalan Besar / Jalan Paboi Priority Control Signal (Interim) Jalan Batu Maung / Lebuhraya Tun Dr. Lim Partial Grade Separation Traffic Signals Chong Eu / Penang Second Crossing (Interim) Part of New Penang Second Crossing / Penang Second Highway Scheme Penang Second Crossing - Partial Grade Separation Crossing Approach Roads North - South Expressway / Penang Second Full Grade Separation - Crossing (Interim) 2015 to 2020 Core Heritage Area Lebuh Farquhar / Lebuh Pitt Priority Control Traffic Signals - George Town Lebuh Light / Lebuh Pitt None Traffic Signals Jalan Argyll / Jalan Penang / Lebuh Chulia Priority Control Traffic Signals Jalan Argyll / Jalan Transfer Priority Control Traffic Signals Jalan Penang / Jalan Sri Bahari None Traffic Signals Jalan Penang / Jalan Sultan Ahmad Shah / Priority Control Traffic Signals Lebuh Farquhar Jalan Penang / Lebuh Dickens None Traffic Signals Assist Pedestrian Buffer to Heritage Area Jalan Penang / Lebuh Kimberly Priority Control Traffic Signals Movement - George Town Jalan Sri Bahari / Jalan Transfer None Traffic Signals Jalan Sultan Ahmad Shah / Jalan Transfer Priority Control Traffic Signals Jalan Sultan Ahmad Shah / Lebuh Farquhar Priority Control Traffic Signals Jalan Transfer / Lebuh Dickens None Traffic Signals Lebuh Farquhar (N) / Bayview Hotel Access Rd None Traffic Signals Lebuh Farquhar (S) / Bayview Hotel Access Rd Priority Control Traffic Signals Inner Area Jalan Argyll / Jalan Larut Priority Control Traffic Signals - George Town Jalan Arraton / Jalan Sultan Ahmad Shah None Traffic Signals Assist Pedestrian Inner Area Jalan Burma / Jalan Clove Hall None Traffic Signals

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Table 6.1: Intersection Improvement Implementation Plan - Detailed Implementation Timetable Type of Upgrade General Location Intersection Details Pre-Upgrade Post - Upgrade Jalan Burma / Lorong Selamat Priority Control Traffic Signals - George Town Jalan Macalister / Lorong Selamat Priority Control Traffic Signals Jalan Anson / Jalan Perak None Traffic Signals Jalan Burma / Jalan Pangkor None Traffic Signals Jalan Burma / Jalan Perak None Traffic Signals Jalan Cantonment / Jalan Macalister Priority Control Traffic Signals Jalan Cantonment / Jalan Scotland / Jalan None Traffic Signals Utama One - Way System Jalan Dunn / Jalan Perak None Traffic Signals Movement - George Town Jalan Dunn / Lebuhraya Peel None Traffic Signals Jalan Macalister / Jalan Perak None Traffic Signals Jalan Macalister / Jalan Residensi / Lebuhraya None Traffic Signals Codrington / Lebuhraya Peel Jalan Macalister / Jalan Utama None Traffic Signals Jalan Pangkor / Jalan Perak / Lebuhraya Peel None Traffic Signals Jalan Residensi / Jalan Utama None Traffic Signals Jalan Dato` Ismail Hashim / Jalan Tun Dr Awang Relau Town Centre Priority Control Traffic Signals / Jalan Tun Dr. Awang Jalan Bumbong Lima / Jalan Kedah / Jalan Priority Control Traffic Signals (Interim) Permatang Damar Jalan Penaga / Jalan Permatang Sintok / Jalan Assist Traffic Federal Highway 1 Priority Control Traffic Signals (Interim) Telok Air Tawar Movement - Penang Mainland Jln Permatang Tok Gelam / Jln Telok Air Tawar Priority Control Traffic Signals (Interim) Jalan Baru / Jalan Chai Leng Park / Jalan Traffic Signals Partial Grade Separation Perusahaan / Butterworth Outer Ring Road Assist Traffic Federal Highway 1 Jalan Bukit Tengah / Jalan Kebun Sireh Traffic Signals Partial Grade Separation

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Table 6.1: Intersection Improvement Implementation Plan - Detailed Implementation Timetable Type of Upgrade General Location Intersection Details Pre-Upgrade Post - Upgrade Jalan Simpang Ampat Tasek / Jalan Tasek Traffic Signals Partial Grade Separation - Penang Mainland Jalan Bukit Tambun / Jalan Simpang Ampat Traffic Signals Partial Grade Separation Tasek Hilir Pemancar / Jalan Sultan Azlan Shah Traffic Signals Partial Grade Separation Jalan Kampung Jawa / Jalan Mahsuri / Jalan Federal Highway 6 Traffic Signals Partial Grade Separation Sultan Azlan Shah - Penang Island Jalan Sultan Azlan Shah / Jalan Tengah Traffic Signals Partial Grade Separation Jalan Mayang Pasir / Jalan Sultan Azlan Shah Traffic Signals Partial Grade Separation State Highway 7 Jalan Permatang Nibong / Jalan Permatang Traffic Signals Partial Grade Separation - Penang Mainland Pauh Movement State Highway 12 Corridor - Jalan Ciku / Jalan Muthu Palaniapan / Jalan None Traffic Signals Penang Mainland Permatang Rawa State Highway 18, Bukit Jalan Arumugam Pillai / Jalan Sri Bukit / Jalan Priority Control Traffic Signals Mertajam - Penang Mainland Sungai Rambai State Highway 19 Jalan Masjid Negeri / Lebuhraya Batu Lancang Left In / Left Out Partial Grade Separation State Highway 172 Jalan Bukit Tambun / Jalan Perindustrian Bt. Traffic Signals Partial Grade Separation - Penang Mainland Minyak Jalan Kebun Sireh / Jalan Maju Priority Control Partial Grade Separation Jalan Maju / State Highway 12 Jalan Maju / Jalan Megat Harun / Jalan Sri Bukit Traffic Signals Partial Grade Separation Corridor - Penang Mainland Jalan Kulim / Jalan Maju Priority Control Partial Grade Separation Jalan Kelawei / Jalan Pangkor / Jalan Sultan Priority Control Traffic Signals Ahmad Shah / Persiaran Gurney Part of New George Town Outer Bypass Highway Scheme - Penang Island Lebuhraya Tun Dr. Lim Chong Eu / George - Full Grade Separation Town Outer Bypass Part of New George Town Outer Bypass Jalan Sultan Azlan Shah / George Town Outer - Partial Grade Separation

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Table 6.1: Intersection Improvement Implementation Plan - Detailed Implementation Timetable Type of Upgrade General Location Intersection Details Pre-Upgrade Post - Upgrade Bypass Hilir Pemancar / Jalan Bukit Gambir / Jalan Yeop Traffic Signals Partial Grade Separation Chor Ee / George Town Outer Bypass Jalan Kampung Pisang / Jalan Thean Teik / George Town Outer Bypass - Partial Grade Separation - Penang Island North Coast Pair Road / George Town Outer Highway Scheme - Full Grade Separation Bypass E and O Link Roads / George Town Outer - Partial Grade Separation Bypass E and O Link Roads / Persiaran Gurney / Third - Traffic Signals Crossing Southern Approach Road, Jalan Changkat / Penang Second Crossing - Traffic Signals Penang Second Crossing Approach Roads 2020 to 2025 Assist Pedestrian Jalan Gurdwara / Lebuh Macallum None Traffic Signals Inner Area - George Town Movement Lebuh Macallum / Lebuh Mcnair Priority Control Traffic Signals Jalan Kg. Kolam / Jalan Masjid Kapitan Keling / Within Core Heritage Area Priority Control Traffic Signals Lebuh Buckingham - George Town Lebuh Carnavon / Lebuh Kimberly Priority Control Traffic Signals Assist Public Gat Lebuh Noordin / Jalan C. Y. Choy Priority Control Traffic Signals Transport Gat Lebuh Cecil / Jalan C. Y. Choy Priority Control Traffic Signals Movement Airport Tram Corridor Jalan C. Y. Choy / Lebuh Sandilands None Traffic Signals - George Town Jalan C. Y. Choy / Jalan Gurdwara / Jalan None Traffic Signals Jelutong Assist Public Airport Tram Corridor Jalan Jelutong / Jalan Lenggong None Traffic Signals

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Table 6.1: Intersection Improvement Implementation Plan - Detailed Implementation Timetable Type of Upgrade General Location Intersection Details Pre-Upgrade Post - Upgrade Jalan Jelutong / Jalan Perak / Jalan Tan Sri Teh - George Town None Traffic Signals Ewe Lim George Town Orbital Tram Jalan Brown / Jalan Utama Priority Control Traffic Signals Corridor Transport Jalan Burma / Lebuhraya Codrington Priority Control Traffic Signals Jalan Burma - North Coast Tram Movement Jalan Brown / Jalan Burma Priority Control Traffic Signals Corridor Jalan Gajah / Jalan Tanjung Tokong Left In / Left Out Traffic Signals Jalan Gurdwara / Jalan Sungai None Traffic Signals Times Square Tram Corridor - Jalan Sungai / Jalan Veterinari None Traffic Signals George Town Jalan Petani / Jalan Petania / Jalan Veterinari Priority Control Traffic Signals Jalan Sungai Dua / Butterworth Outer Ring Road Partial Grade Separation Full Grade Separation North - South Expressway Butterworth - Kulim Expressway (BKE) / Jalan Partial Grade Separation Full Grade Separation Jelawat Jalan Butterworth / Jalan Kedah / Jalan Padang Left In / Left Out Partial Grade Separation Kelab / Jalan Perak Jalan Alma / Jalan Bukit Minyak / Jalan Bukit Traffic Signals Partial Grade Separation Tengah Assist Traffic Jalan Bukit Minyak / Jalan Juru Traffic Signals Partial Grade Separation Movement Federal Highway 1 - Penang Jalan Bukit Minyak / Jalan Perindustrian Bt. Traffic Signals Partial Grade Separation Mainland Minyak Jalan Permatang Tinggi / Jalan Rozhan Traffic Signals Partial Grade Separation Jalan Besar / Jalan Paboi Traffic Signals (Interim) Partial Grade Separation Jalan Besar / Jalan Nibong Tebal / Jalan Sungai Baong Priority Control Traffic Signals (Interim)

Assist Traffic Federal Highway 1 Jalan Changkat / Jalan Nibong Tebal Priority Control Traffic Signals (Interim)

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Table 6.1: Intersection Improvement Implementation Plan - Detailed Implementation Timetable Type of Upgrade General Location Intersection Details Pre-Upgrade Post - Upgrade Jalan Atas / Jalan Ooi Kar Seng / Jalan Teluk Ipil Priority Control Traffic Signals - Penang Mainland Jalan Atas / Jalan Bukit Panchor / Jalan Nibong Priority Control Traffic Signals Tebal Federal Highway 6 Jalan Permatang Damar Laut / Jalan Teluk Traffic Signals Partial Grade Separation - Penang Island Kumbar Jalan Kampung Jawa / Lebuhraya Tun Dr. Lim Traffic Signals Partial Grade Separation Chong Eu Lebuhraya Kampung Jawa / Lebuhraya Tun Dr. Traffic Signals Partial Grade Separation Federal Highway 3113 Lim Chong Eu - Penang Island Hilir Sg. Keluang 1 / Lebuhraya Tun Dr. Lim Traffic Signals Partial Grade Separation Chong Eu Movement Jalan Batu Maung / Lebuhraya Tun Dr. Lim Partial Grade Separation Full Grade Separation Chong Eu / Penang Second Crossing (Interim) State Highway 3 Jalan Guar Perahu / Jalan Kubang Semang / Priority Control Traffic Signals - Penang Mainland Jalan Kubang Ulu State Highway 7 Jalan Kubang Semang / Jalan Permatang Pauh Traffic Signals Partial Grade Separation - Penang Mainland Jalan Bertam / Jalan Bertam Indah 1 Traffic Signals Partial Grade Separation Jalan Bertam, Kepala Batas, Jalan Bertam / Jalan Datuk Haji Ahmad Badawi / Penang Mainland Traffic Signals Partial Grade Separation Jalan Padang Kelab Jalan Maju / State Highway 12 Jalan Besar / Jalan Kulim Traffic Signals Partial Grade Separation Corridor - Penang Mainland Jalan Kulim / Jalan Rozhan Traffic Signals Partial Grade Separation Part of New Air Hitam - Relau Pair Road - Air Hitam - Relau Pair Road / Jalan Paya Traffic Signals (Interim) Partial Grade Separation Highway Scheme Penang Island Terubong / Jalan Relau / Jalan Tun Sardon Part of New Air Hitam - Relau Pair Road Air Hitam - Relau Pair Road / Jalan Thean Teik / Roundabout Partial Grade Separation Highway Scheme - Penang Island Lebuhraya Thean Teik

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Table 6.1: Intersection Improvement Implementation Plan - Detailed Implementation Timetable Type of Upgrade General Location Intersection Details Pre-Upgrade Post - Upgrade Air Hitam - Relau Pair Road - Partial Grade Separation Air Hitam - Relau Pair Road / Jalan Relau - Traffic Signals E and O Link Roads / Jalan Tanjung Tokong - Traffic Signals E and O Development Roads E and O Link Road / E and O Local - Penang Island - Traffic Signals Development Road Jalan Bertam / Lebuhraya Utara - Selatan / Partial Grade Separation Full Grade Separation North - South Expressway Link Road North - South Expressway Link Butterworth - Kulim Expressway (BKE) / North - - Full Grade Separation Road - Penang Mainland South Expressway Link Road North - South Expressway / Penang Second Full Grade Separation Full Grade Separation Crossing / North - South Expressway Link Road (Interim) Jalan Lembah Permai / North Coast Pair Road - Partial Grade Separation North Coast Pair Road North Coast Pair Road - Partial Grade Separation - Penang Island North Coast Pair Road - Partial Grade Separation Jalan Teluk Bahang / North Coast Pair Road - Partial Grade Separation 2025 to 2030 Jalan Bumbong Lima / Jalan Kedah / Jalan Traffic Signals (Interim) Partial Grade Separation Permatang Damar Jalan Kedah / Jalan Paya Keladi Traffic Signals Partial Grade Separation Assist Traffic Federal Highway 1 Jalan Datuk Haji Ahmad Badawi / Jalan Kedah Traffic Signals Partial Grade Separation Movement - Penang Mainland Jalan Butterworth / Jalan Permatang Bogak / Traffic Signals Partial Grade Separation Jalan Permatang Rambai / Jalan Permatang Sintok Assist Traffic Federal Highway 1 Jalan Permatang Binjai / Jalan Permatang Kuala Traffic Signals Partial Grade Separation Movement - Penang Mainland / Jalan Permatang Sintok

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Table 6.1: Intersection Improvement Implementation Plan - Detailed Implementation Timetable Type of Upgrade General Location Intersection Details Pre-Upgrade Post - Upgrade Jalan Penaga / Jalan Permatang Sintok / Jalan Traffic Signals (Interim) Partial Grade Separation Telok Air Tawar Jalan Permatang Tok Gelam / Jalan Telok Air Traffic Signals (Interim) Partial Grade Separation Tawar Jalan Besar / Jalan Junjung - Tasek Traffic Signals Partial Grade Separation Jalan Besar / Jalan Nibong Tebal / Jalan Sungai Traffic Signals (Interim) Partial Grade Separation Baong Jalan Changkat / Jalan Nibong Tebal Traffic Signals (Interim) Partial Grade Separation Jalan Gertak Sanggul / Jalan Teluk Kumbar Priority Control Traffic Signals Jalan Baru / Jalan Sungai Pinang / Jalan Sungai Federal Highway 6 Priority Control Traffic Signals Rusa - Penang Island Jalan Pantai Acheh / Jalan Sungai Rusa / Jalan Priority Control Traffic Signals Teluk Bahang Jalan Jarak / Jalan Lahar Yooi / Jalan Padang Priority Control Traffic Signals State Highway 3 Menora - Penang Mainland Jalan Lahar Yooi / Jalan Pokok Tampang Priority Control Traffic Signals Jalan Permatang Hj Hassan / Jalan Pokok Sena Priority Control Traffic Signals E and O Link Road / Third Crossing - Full Grade Separation Part of New Butterworth Outer Ring Road / Third Crossing - Full Grade Separation Third Crossing Highway Scheme Third Crossing Extension Tunnel under George - Ful Grade Separation Town / Lebuhraya Tun Dr. Lim Chong Eu

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Table 6.2: Summary Costs Related to Intersection Improvements

Unit Cost per Overall Cost No of Intersection Intersections (RM Million) (RM Million)

Now to 2015 Assisting Pedestrian Movement

Introduction of New Traffic Signal Control 12 2.5 30 Assisting Public Transport Movement Introduction of New Traffic Signal Control 1 2.5 2.5 Assisting Traffic Movement Introduction of New Traffic Signal Control 1 2.5 2.5 Introduction of Partial Grade Separation 1 50.0 50 2015 to 2020 Assisting Pedestrian Movement Introduction of New Traffic Signal Control 31 2.5 77.5 Assisting Traffic Movement Introduction of New Traffic Signal Control 5 2.5 12.5 Introduction of Partial Grade Separation 14 50.0 700 2020 to 2025 Assisting Pedestrian Movement Introduction of New Traffic Signal Control 2 2.5 5 Assisting Traffic Movement Introduction of New Traffic Signal Control 5 2.5 12.5 Introduction of Partial Grade Separation 15 50.0 750 Introduction of Full Grade Separation 3 200.0 600 2025 to 2030 Assisting Traffic Movement Introduction of New Traffic Signal Control 6 2.5 15 Introduction of Partial Grade Separation 10 50.0 500 Note: Intersection implementation costs associated with Tram / Bus Rapid Transit and new highway proposals are excluded from this table - These are accounted for elsewhere

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7 RECOMMENDATIONS FOR IMPLEMENTING A TRAFFIC SIGNAL OPERATIONS IMPROVEMENT STRATEGY

7.1 Introduction Chapters 3 to 6 have set out a functional based approach to managing the State's highway network. In particular, Chapter 6 has set out a number of recommendations in respect of upgrading the highway network's intersections so as they are better able to cater for the needs of general traffic, pedestrians and public transport activity.

A key feature of these recommendations has been the identification of a programme of intersection improvements, including the upgrading of many intersections to include traffic signal control, either as a total management solution or as part of a more comprehensive partially grade separated intersection solution.

The objective of this traffic signalling strategy is to ensure that the operation of both existing traffic signal intersections and those to be provided in the future is fully optimised, thus minimising delays to all road users and maximising road safety.

The strategy has four distinct themes, these being:  the updating of all existing traffic signal equipment so as it meets current day standards;  the introduction of dedicated pedestrian facilities at all existing traffic signal intersections located in urban areas;  the reduction of cycle times at all existing traffic signal controlled intersections so as to minimise vehicular, pedestrian and public transport delays; and  ultimately, the introduction of area wide traffic signal control and co-ordination through extending the current SCOOT and SCAT based systems.

7.2 Upgrading of Existing Traffic Signal Equipment In terms of upgrading existing traffic signal equipment it is proposed that, at a minimum, all traffic signal intersections should benefit from:  the provision of both nearside and offside primary signal heads and at least one offside secondary signal head;  the provision of signal controllers that are capable of operating under local plan based control, vehicle actuated control and area wide Urban Traffic Control;  the provision of slot cut loop detectors for monitoring queues on each of the intersection's approaches; and  the provision of high intensity signal head bulbs.

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As a first step to achieving these improvements it is recommended that a comprehensive traffic signal equipment audit is undertaken of all existing traffic signal controlled intersections so as to determine current deficiencies. Based on the outcome of this audit a programme of improvement should be developed.

A key part of this audit should also be targeted towards identifying the extent to which the needs of pedestrians are currently specifically catered for within the layout of each traffic signal controlled intersection

7.3 Improving Existing Pedestrian Mobility Chapter 6 of this Highway Plan has already made a series of recommendations for introducing new traffic signal controlled intersections to assist pedestrian movement. In particular it has been recommended that new traffic signal controlled intersections should be introduced within George Town's One-Way systems. In parallel with this initiative, there is a need to vastly improve the approach taken towards catering for pedestrians at existing traffic signal controlled intersections.

Moving forward, a presumption should be adopted that all signal controlled intersections within the State's urban areas should include specific provisions to aid pedestrian movement. In particular, marked and fully protected pedestrian crossing facilities should be provided across, at a minimum, a sufficient number of approach arms so as to ensure that pedestrians have the ability to walk through the intersection when travelling between any of the approach arms.

Ideally, in most locations, such facilities should be provided by use of fully protected 'Walk with Traffic' techniques, rather than through the incorporation of full 'Pedestrian Phases'. This is so as to minimise delays to both pedestrians and traffic.

The one exception to this might be in heavily used pedestrian areas where consideration should be given to the advantages of introducing full 'Pedestrian Phases' in parallel with the use of diagonal crossings, thus allowing pedestrians to move directly between all approaches to the intersection. If such solutions are adopted however, the maximum pedestrian wait time between consecutive 'Pedestrian Phases' should not exceed 40 seconds

In future, all pedestrian crossing facilities should meet the following minimum standards:  provision of adequately marked and fully protected carriageway crossing areas, having a minimum width of 2.4 metres. Wider width crossings should be used in areas with high pedestrian activity.  the entry to all such pedestrian crossing facilities should be unimpeded by street furniture of any kind and drop kerbs should be provided at the interface between the marked pedestrian crossing facility and the adjacent footway  in all situations where pedestrian crossing facilities are provided, adequate pedestrian footways should also be provided, connecting the crossing facility to the surrounding area (including public transport bus stops)  the footway area immediately adjacent to the pedestrian crossing facility should also be of sufficient width and area to safely accommodate all pedestrians that might wish to cross the road at any given time.

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 In instances where, as part of a 'Walk with Traffic' pedestrian crossing layout, it is necessary to hold pedestrians on pedestrian traffic islands located within the intersection (i.e. between opposing traffic streams) the pedestrian holding areas provided for such pedestrians should have sufficient area to accommodate all pedestrians that might need to be stored within such an area. All such areas should be protected through use of pedestrian guard railing, provided primarily for the purpose of guiding pedestrians between intermediate crossing points. If such intermediate islands are provided however their number should be minimised so as to minimise overall pedestrian crossing times; and  In providing all pedestrian crossing facilities the green time provided to the pedestrian should be of sufficient length to allow the pedestrian to safely cross the road. At a minimum this green time should be at least 6 seconds + 1 second for each 1.2 metres of road that needs to be crossed.

Also:  in locations within urban areas where the spacing of consecutive traffic signal controlled intersections exceeds 600 metres serious consideration should be given to introducing intermediate pedestrian activated signalised crossing facilities. This is particularly the case on roads that have been designated for Level 3 Private Vehicle Movement usage.  Where such intermediate pedestrian crossing facilities are provided these should be sited so as to correspond with the positioning of public transport bus, BRT or Tram stops. . All such crossings should be designed with a maximum pedestrian wait time not exceeding 40 seconds.

All of these issues should be reviewed as part of the comprehensive traffic signal equipment audit identified above and a specific programme of pedestrian related improvements should be identified and implemented

7.4 Reducing Traffic Signal Cycle Times The efficiency of the majority of the State's current traffic signal controlled intersections is greatly impaired through the current traffic signal timing regime. The current practise of setting traffic signal cycle times at between 180 and 300 seconds invariably results in unnecessary delays to both pedestrians and traffic alike. In some instances it also leads to the unnecessary blocking back of queues between consecutive intersections.

Moving forward, there should be a general presumption that traffic signal cycle times at all signal controlled intersections should be set to a maximum cycle time of around 120 seconds. Moreover, in areas with medium to high pedestrian activity such maximum cycle times should ideally not exceed 90 seconds.

To address this issue it is recommended that:  in all instances where existing traffic signal controlled intersections are more than 800 metres from all adjacent traffic signal controlled intersections their operational phasing plans be adjusted 'pro rata' so as to provide at maximum operational cycle time of 120 seconds.

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 In other locations where traffic signal intersections form part of a closely spaced local system it will be necessary to develop new 'local area traffic signal co- ordination plans' using specifically developed traffic signal design software such as TRANSYT and in some cases through use of a traffic micro simulation package such as AIMSUM.



7.5 Introducing Area Wide Traffic Signal Control In terms of the introduction of area wide Urban Traffic Control this should be the ultimate goal, probably based around three distinct area systems, utilising the existing SCOOT system in the north of Penang Island, the existing SCATs based system in the southern part of Penang Island and a newly installed system on the Mainland. The intention of such systems should be to introduce real time responsive traffic signal operation, with data being feedback from the roadside and used to determine traffic signal settings.

The introduction of such a system should be seen however as a long term aim, rather than a short term objective. In the short term, effort should be expended on implementing much more basic improvements, particularly the reduction of existing traffic signal cycle times to 120 seconds or lower and the provision of fully protected pedestrian facilities at all urban traffic signal controlled intersections

7.6 Implementation Plan for Establishing and Maintaining a Traffic Signal Operation Improvement Strategy Figure 7.1 provides an outline implementation plan for improving the operations of traffic signals within the State. As set out in the above text the programme is centred around firstly undertaking an audit of all existing traffic signals with a view to improving the overall standard of traffic signal control, particularly reducing traffic signal cycle times and improving the offer for pedestrians.

The programme additionally sees a gradual move towards the introduction of area wide Urban Traffic Control. Key to this is the respecifying of existing traffic signal management contracts and the establishment of a fully staffed traffic control centre.

7.7 The Costs Related to the Achievement of this Traffic Signal Operations Improvement Plan In the short term, the key expenditure needs are the recruitment of staff to undertake the proposed audits and the provision of funds to undertake upgrading works. In the longer term there is a need to fund the establishment of a fully operational Traffic Control Centre and the introduction of Urban Traffic Control.

For the purposes of allocating a budget under the 'Recommended Transport Master Plan Strategy' an overall provision of RM 250 Million has been identified. This has been sub- divided as follows:

Up to 2015 - RM 25 Million for undertaking of audits and initiating an improvement programme

2015 - 2020 - RM 75 Million for undertaking pedestrian and other improvements at existing traffic signal controlled intersections In Association with 94

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- RM 75 Million for establishing and staffing a Traffic Control Centre and introducing Urban Traffic Control in the George Town area

2020 - 2030 - RM 75 Million for extending UTC across the State and for the continuing operation of the Traffic Control Centre

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Figure 7.1: The Traffic Signal Operations Improvement Strategy - Implementation Plan

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8 RECOMMENDATIONS FOR THE REGULATION AND ENFORCEMENT OF WAITING, PARKING, LOADING AND HAWKER ACTIVITY WITHIN OR ADJACENT TO THE HIGHWAY NETWORK

8.1 Introduction One of the biggest hindrances to the efficient operation of the existing highway network is the occurrence of illegal waiting, parking, loading and hawker activities within or adjacent to the highway system.

Much better management of this aspect of the highway operational regime could in itself increase the overall capacity of the existing highway network by around 10 percent or more. The key to resolving this problem is to create an environment under which it is clearly understood what the prevailing rules are and to ensure that such rules are effectively enforced.

In other international cities such enforcement regimes have been established under the banner of 'Clearways', 'Red Routes' or other such initiatives. It is suggested that a similar 'high profile initiative' be adopted in Penang, utilising the banner of a clearly understood and equitably justified State wide strategy to overcome localised opposition to such an initiative.

As such, in initiating an effective regulation and enforcement regime it will be important to adopt a consistent approach to both regulation and enforcement.  In terms of regulation, the adopted regime needs to be equitable, taking account of both the needs of those who rely on the highway network for personal or business based travel and at the same time recognising the needs of those who rely on the highway network as a means conveying goods in and out of their premises.  In terms of enforcement there is need to ensure that the initiative is respected by all - This means that firstly adequate resources need to be made available to police the regime and secondly that its regulation needs to be seen to be fair, with all offenders being dealt with in a similar way.

The functional highway hierarchy described in Chapter 3 provides a very good and easily justifiable base from which to identify a network of roads to be included within the enforcement regime. A new approach to policing is however probably needed if the initiative is to be successful. Full co-operation between the local highway authorities, the police and local politicians will be the key to achieving such a new approach.

8.2 Identification of Highways to be Regulated Based on use of the functional road hierarchy identified within Chapter 3 it is proposed that in moving forward a Core Highway network should be selected as the basis for establishing such a regime. It is further suggested that this Core highway network be sub-divided into four distinct enforcement categories, based on the specific role of each road.

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These suggested four categories of road, together with the suggested enforcement regime for each, are set out below:

'Category A' Highways - Dedicated Primarily for the Strategic Movement of Goods and the Strategic Movement of Private Vehicles It is proposed that this Category A Highway network should comprise of all those roads that have been designated as Level 1 or Level 2 Good Vehicle Movement corridors and / or Level 1 and Level 2 and Private Vehicle Movement corridors. It is further proposed that within and immediately adjacent to all such roads there should be a general presumption that a 24 hour per day / 7 days per week 'No Waiting, No Parking, No Loading, No hawker Activity' regime be established.

'Category B' Highways - Dedicated Primarily for the Movement of Core Public Transport Services It is proposed that this Category B Highway network should comprise of all those remaining roads that have been designated as Level 1 or Level 2 Public Transport Movement corridors. As such, in order to facilitate the efficient movement of such vehicles it is proposed that within and immediately adjacent to all such roads there should be a general presumption that between the hours of 06.00 h and 24.00 h / 7 days a week a similar 'No Waiting, No Parking, No Loading, No hawker Activity' regime be established

'Category C' Highways - Dedicated Primarily for the 'Working Day' Movement of Private Vehicles It is proposed that this Category C Highway network should comprise of all those remaining roads that have been designated as Level 3 Private Vehicle Movement corridors. In order to facilitate the efficient movement of such vehicles throughout the working day it is proposed that within and immediately adjacent to all such roads there should be a general presumption that between the hours of 07.00 h and 19.00 h / 5 days a week a similar 'No Waiting, No Parking, No Loading, No hawker Activity' regime be established.

'Category D' Highways - Other Routes used for the Movement of Frequent Public Transport Services It is proposed that this final Category D Highway network should comprise of all those remaining roads that have been designated as Level 3 Public Transport Vehicle Movement corridors. In order to facilitate the efficient movement of such vehicles at peak times during the working day it is proposed that within and immediately adjacent to all such roads there should be a general presumption that between the hours of 07.00 h and 10.00 h and between the hours of 16.00 h and 19.00 h / 5 days a week a similar 'No Waiting, No Parking, No Loading, No hawker Activity' regime should be established.

To safeguard the needs of local traders and residents however, it is also proposed that in the case of Category B, C and D Highways exemptions should be given to vehicles that are undertaking such 'Waiting, Parking and Loading' activities from within purpose built and properly designated Parking / Loading bays that are located outside the normal running lanes of such highways - Such designated bays should however only be provided in locations where their provision is considered to be essential so as to safeguard the needs of owners and operators of adjacent business premises. As such, there should be a general presumption against the provision of such bays in all locations where the highway benefits from the provision of adjacent and generally parallel service roads or where the servicing of premises can be easily undertaken from adjacent side streets.

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In addition to the above, in order to safeguard the needs of pedestrians, it is also proposed that within the confines of George Town, Air Itam Town Centre and Bukit Mertajam Town Centre, the above 'No Waiting, No Parking, No Loading and No Hawker activity' regime should be extended to include regulation of the undertaking of all such activities within the 'Five Foot Walkway' areas adjacent to the highway - This requirement is specifically included so as to significantly improve the pedestrian regime adjacent to the main public highways within George Town, Air Itam Town Centre and Bukit Mertajam Town Centre.

All Category A, B, C and D highways are depicted pictorially in Figure 8.1.

8.3 Steps to Implementation Prior to implementing the above regulatory regime there will be need to undertake a number of activities, including the following:  each section of designated Category B, C, and D highways will need to be visually surveyed so as to determine the specific needs and opportunities for the creation of purpose built and properly designated 'Parking or Loading' bays that are located outside the normal running lanes of the highway.  each section of designated highway and, where appropriate, its associated purpose built parking and loading bays will need to be formally gazetted by the responsible authority, be it JKR or MPPP:  all existing waiting, parking or loading related road markings and signage will need to be removed and appropriate new carriageway markings and signage will need to be introduced within all such sections of road;  each section of road will need to be regularly patrolled by enforcement officers empowered to both issue penalty enforcement notices and remove offending vehicles to an appropriate vehicle compound for later collection by the vehicle owner; and  one or more 'vehicle holding areas' (vehicle pounds) will need to be established across the State and additional tow-away vehicles will need to be purchased.

In respect of the last of these requirements it is likely, under the present legislative regime, that it will be officers from the police department, rather than from JKR or MPPP, that will need to initially undertake these enforcement activities if they are to be effective. This is because a penalty notice issued by the police can be much more easily enforced than such a notice issued by JKR or MPPP staff. The tow-away activity itself can however probably be undertaken by JKR or MPPP staff, under direction of the police.

Given this need for police involvement in these day to day enforcement activities it will be essential that representatives from each of the local police forces are fully involved in all stages of this Strategy's development and implementation.

It also needs to be recognised that such an enforcement initiative is an on-going activity. Establishing the enforcement regime is only the beginning of the story. If it is to be effective the regime must be maintained into the future, albeit, that enforcement staffing requirements may reduce once a culture of compliance has been established.

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Figure 8.1: The Proposed 'No Waiting, No Parking, No Loading, No Hawker Activity' Enforcement Regime

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Looking to the longer term situation, there may be merit in ultimately seeking to outsource such enforcement activity to a private sector contractor, thus maintaining the initiative in a cost effective way. The adoption of such a solution is likely however to require changes in enforcement legislation (i.e. allowing police powers to be delegated to such a private sector contractor) and will still require dedicated local authority / police staff inputs to properly manage such a contract.

Figure 8.2 sets out in diagrammatic form the above steps to implementation, reinforcing the need for good design, legal and institutional oversight and on-going operations, maintenance and improvement.

8.4 The Costs Related to the Achievement of this Enforcement Plan For the above to become reality there will be a need in the short term to allocate funding for the design and implementation of the enforcement regime.

In the longer term, if the initiative is to be successful in its objectives, there will also be a need to provide on-going funding to finance the staffing, maintenance and regime processing costs. Unlike parking controls, where there is an income from parking fees, this type of enforcement initiative has a limited ability to be self financing - Indeed, the higher the degree of success the lower any potential revenues through fines and tow-away fees are likely to be. There may nonetheless be opportunities in the longer term to merge the enforcement activities related to managing Controlled Parking Zones with this higher level Highway Enforcement activity.

For the purposes of allocating a budget under 'The Recommended Transport Master Plan Strategy' an overall provision of RM 200 Million has been identified. This has been sub- divided as follows:

Up to 2015 - RM 50 Million for undertaking of surveys, detailed design, purchasing equipment and land (tow-away compound areas) and implementing the enforcement regime

2015 onwards - RM 10 Million per annum for operational and maintenance expenses.

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Figure 8.2: The Highway Enforcement Strategy - Implementation Plan

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9 RECOMMENDATIONS FOR TAKING STEPS TO IMPROVE ROAD SAFETY

9.1 Introduction The above identified proposals for improving both the form and regulation of the highway network will in themselves result in improved road safety within the State.

Through:  providing purpose built highways;  introducing proper crossing facilities and footways for pedestrians;  segregating motorcycles and cyclists from general traffic; and  controlling unauthorised waiting, parking, loading and hawker activity many of the existing causes of road traffic accidents will, over time, be overcome.

At the current time however, road safety issues present a major cost to society. Penang, like Malaysia as a whole, currently suffers from unacceptably high levels of highway accidents and measures need to be taken in the short term to address these.

To improve road safety conditions within the State, in the short to medium term, a three pronged approach is proposed:

 Firstly there is a need to address road accident hot spot issues through: - gaining a much better understanding of the causes and locations of traffic accidents; - developing an action plan to address accident hot spot locations; and - monitoring success.

 Secondly, there is need to improve driver education through undertaking targeted road safety education through initiating: - road safety education campaigns within schools; and - developing media based advertising campaigns on issues such as attitudes to seat belt usage and drink driving

 Thirdly, there is a need to better enforce existing regulations in terms of; - excessive speed; - vehicle construction and use issues; and - alcohol and drug usage while driving.

To this end, it is recommended that a road safety unit be set up within the State, perhaps within JKR and / or MPPP.

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Initially, over the first two to three years, its role will primarily be to put in place systems that allow a much better understanding to be gained of the current causes and locations of road accidents. In the medium to longer term, however, its role is likely to be much more pro- active, particularly in initiating measures that are specifically targeted towards the cost effective reduction of road accidents.

As a starting point in this process, the recommendations set out below revolve primarily around establishing a comprehensive highway accident database within the State. Without such a database in existence it is very difficult to effectively address road safety problems.

Once such a database has been established more detailed proposals can be formulated to target identified problems.

9.2 Establishing a Protocol for the Collection of Road Accident Data Discussions with officers within the State, Municipalities and the police force indicate that at the current time there is no effective system in place to systematically record and understand the causes and locations of road accidents. This is despite an existing requirement for all significant road accidents to be recorded by the police for the purposes of making an insurance claim.

This issue needs to be addressed through staff from the State / Municipalities working much more closely with local police departments, both so as to ensure that data is made available, but also to ensure that information at the site of an accident is recorded in a manner that is useful for future analysis.

Simply understanding how many road accidents occur within any police administrative area is not sufficient. Much more detailed information is needed relating each accident to a geographical location, a time of day and a causation category.

To address this issue there is a need to establish;  a 'geographically' based recording system;  a standardised 'Site Investigation' form (to be completed by all 'Scene of Accident' police officers);  procedures for transmitting the data on such forms to personnel within a dedicated 'road safety unit'; and  a mechanism for ultimately manipulating such data so as regularly occurring trends in accident patterns can be identified at a precise geographical, causational and temporal level.

Establishing such a database and populating it with a meaningful sample of data is likely to take some three years from initiation to completion. Although it could be argued that this is a long time frame, the ultimate benefits of having such a database in place are likely to be significant. Once such a database is established productive pro-active actions can be taken in all of the areas highlighted in Section 9.1.

As a starting point, the link and node (intersection) system used within this report for setting out a functional road hierarchy provides a useful base for establishing a geographic referencing system, with each road accident being assigned to a specific highway link or

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highway node. Accidents on more minor roads, off of the identified network, can also be incorporated into such a system through identifying grid referenced based 'off-network' cells.

Typically, the type of information that would need to be collected and entered onto the 'Site Investigation' form would include the following:  Locational Data - Grid reference, Name of road within which the accident occurred, Associated highway link or intersection name, Distance from intersection, side road, etc  Highway Specific Data - Speed Limits, Availability of street lighting, Type of intersection control, Number of traffic lanes, Special conditions (i.e. traffic signals out of use, etc)  Temporal Data - Date, Time of Day, Day of Week of accident  Lighting Condition Data - Day light, Night (with or without street lights illuminated)  Weather Condition Data - Sun, Rain, Fog, etc  Road Surface Condition Data - Wet, Dry  Vehicle Related Information - No of vehicles involved in accident, Type of each vehicle (car, motorcycle, truck, etc), Age of each vehicle, Vehicle condition (i.e. specific issues in respect of tyres, lights, brakes, etc), Direction of travel of each vehicle, Manoeuvres by each vehicle (i.e. Overtaking, Stopping, Starting, Normal travel, etc), Severity and location of damage to each vehicle, Vehicle hierarchy in relation to accident (i.e. Primary, Secondary, etc)  Driver Related Information (for each vehicle) - Age, Sex, Seatbelt / Helmet usage, Drink / drug issues, Severity of Injury  Passenger Related Information (for each vehicle and passenger) - No of Passengers, Age, Sex, Seatbelt / Helmet usage, Severity of Injury  Pedestrian Related Information (if applicable), age, Sex, Direction of Travel, Position (on footway, in road, etc), Severity of Injury  Accident Type Related Information - (i.e. Nose to Tail, Head On, Single Vehicle / Loss of control, Hit and Run, Burst Tyre, etc)

Such information, once collected, can be readily stored and analysed within proven proprietary software packages such as those marketed by the UK's Transport Research Laboratory (Micro Computer Accident Analysis Package - MAAP) and other international institutions.

For any road accident recording system to be useful however, it is important that 'standardised' responses are recorded by all police personnel and that all accident occurrences are recorded.

A key activity in setting up any data collection system will therefore be the need to gain the co-operation of local police forces, both in terms of their willingness to adopt a standardised 'reporting form' and their willingness to ensure that it is used to record all accidents.

It is suggested that these issues are addressed at the outset in initiating any road safety improvement initiative through establishing a joint police / local authority Task Force focussed solely on this issue.

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9.3 On -going Usage of a Road Accident Database Once established, the road accident database can be used at a number of different levels.

At the micro level it can be used to identify locations that have higher than average occurrences of road accidents. Hot spot lists can be produced for both highway links and highway intersections. Once such listings are available the individual accident trends at each location can be analysed in detail and remedial actions can be taken

This type of usage is common in many local authority offices throughout the world. Often, through using such analysis, the causes of accidents at any particular location can be traced to simple factors such as poor sight lines, worn-out road surfaces or poor street lighting and simple remedial actions can be taken. Often, the 'rate of return' associated with accident cost savings from implementing such measures can be measured in months, rather than years. Such applications are therefore highly cost effective.

At a more macro level, the accident database can be used to identify common themes between accidents at different locations. This might include the identification of:  a high incidence of speed related accidents at night;  a high incidence of pedestrian child accidents around schools; or  a tendency for a certain age group of drivers / passengers to drive without the use of seatbelts / helmets.

Through understanding these trends targeted education programmes can be developed specifically to address these issues. Again ensuring that resources are effectively targeted in areas where they can produce maximum benefit.

However, as with regulation enforcement, it does need to be recognised that the initial establishment of a road accident database is only the beginning of the activity. For such a database to be useful into the future there needs to be an on-going commitment, on the part of both the police and the local authority, to continuing to collect, process and analyse new accident data into the future. This in effect means that road accident data recording needs to become an institutionalised part of routine police activities and the local authority needs to make on-going budgetary allocations to fund the staffing of an on-going road safety unit. On- going financial provision also needs to be made for the financing of accident remedial works, advertising campaigns, etc.

9.4 Implementation Plan for Improving Road Safety Figure 9.1 sets out an outline Implementation Plan for improving road safety within the State. As indicated above, the plan revolves around an initial 3 year activity designed to establish a road safety accident database and then widens out into an on-going activity based around data collection, analysis, remedial works implementation and education. A key feature of the latter on-going plan is the need to measure success through continual monitoring and reporting.

9.5 The Costs Related to the Achievement of this Road Safety Plan The costs associated with implementing a road safety improvement plan are relatively modest when compared with the benefits that the strategy is likely to produce.

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In the first three years (now to 2015) these costs are primarily limited to those associated with establishing and staffing the road safety unit. Beyond this initial three year period an annual provision needs to be made for staffing an enlarged road safety unit, together with funding implementation works and education programmes.

For the purposes of allocating a budget under 'The Recommended Transport Master Plan Strategy' an overall provision of RM 380 Million has been identified. This has been sub- divided as follows:

Up to 2015 - RM 5 Million for the initial establishment and staffing of the road safety unit, together with the purchase of necessary software, training of police officers and the establishment of communication systems between police and local authority staff

2015 onwards - RM 25 Million per annum for staffing an enlarged road safety unit, implementing remedial measures and undertaking education campaigns

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Figure 9.1: Road Safety Improvement Strategy - Implementation Plan

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10 RECOMMENDATIONS FOR REDUCING FUTURE GROWTH IN ROAD TRAFFIC ACTIVITY

10.1 Introduction A key feature of the 'Recommended Transport Master Plan Strategy' is that it is centred around improving public transport and limiting future levels of growth in private vehicle activity. Much of the background analysis undertaken during the development of this 'Recommended Transport Master Plan Strategy' has indicated that simply providing better public transport facilities will not, in itself, necessarily mean that such improved public transport services will be used. All the indications are that positive policy interventions will need to be put in place to encourage public transport usage.

As such, it has been an underlying assumption within the strategy that new policy measures will be introduced to limit future private vehicle usage growth, particularly for morning peak period trips made to the city centre of George Town.

In the short to medium term it is envisaged that such policy interventions will be primarily based around introducing and increasing car parking charges, particularly those charges that relate to commuter parking. In the longer term it is envisaged that these measures will need to be supplemented through the introduction of travel demand management measures.

In addition, discussion is also provided in respect of suggested changes to development control procedures so as to encourage developers to site new developments in locations that are accessible by public transport

An indicative implementation Plan is also provided, indicating how the introduction of such measures might be phased between now and 2030.

In reading this chapter it should be noted that the Controlled Parking Zone measures referred to herein differ from those discussed earlier in Chapter 8. The 'No waiting, No Parking, No Loading, No Hawker activity' regime discussed in Chapter 8 is proposed primarily to ensure the efficient 'free flow' operation of key routes within the Highway network. The measures discussed here will be introduced primarily in roads that do not form part of the Significant Highway Network and are targeted at reducing car based commuting, rather than ensuring the free flow of traffic.

10.2 Establishing and Maintaining Controlled Parking Areas within the State Both MPPP and MPSP already operate some degree of on-street parking control in key areas such as George Town, Butterworth, Bukit Mertajam and elsewhere. In general these schemes do not differentiate between commuter parking, short stay parking and resident parking and tend to operate using tariffs that range from a charge of RM 0.5 to RM 1.0 per hour.

The success of these existing systems in regulating car use is generally low. In some areas, particularly where parking meters are used, rather than parking attendants, the systems have also fallen into disuse for equipment maintenance reasons. It is also notable that in

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many areas where on-street parking controls currently exists it is cheaper to park on-street than in neighbouring privately operated off-street car parking facilities. Such a policy simply encourages on-street parking, rather than off-street parking, and often encourages car users to circulate the streets looking for available on-street parking spaces, thus increasing overall levels of traffic activity.

In moving forward there is a need to develop a holistic approach to the overall management of non-residential car parking within the State. This will necessitate taking the following actions  existing Controlled Parking areas will need to be reviewed and relaunched in a new format;  new controlled parking areas will need to be introduced, ultimately covering most of the State's built-up areas;  on-street parking charges will need to be gradually increased, in real terms, so as to ensure that there is a real deterrent to commuter car usage; and  in parallel, new measures will need to be introduced, through the development control process, so as to much better regulate the provision of new private off-street parking in areas that are subject to on-street parking controls.

Each of these issues is discussed below:

a) The Existing Controlled Parking Areas It is firstly suggested, as part of this new approach, that a review be initiated of all existing on-street Controlled Parking areas. Instead of continuing with the current 'all-comer' approach, on-street parking spaces in each existing Controlled Parking area should be restructured so as to provide four different tiers of on-street parking provision. These being:  On-street resident parking, targeted at providing generally low cost parking provision for those residents who live within each Controlled Parking area and do not have access to off-street parking spaces  Dedicated On-street provision for the loading and unloading of goods, particularly within streets that have a retail or commercial land use frontage.  On-Street short-stay parking provision (up to 2 hours) aimed at ensuring that car based visitors to each area can continue to park on street for short durations of time to visit local retailers and service providers  On-Street long term parking provision aimed at car based commuters who have no option but to use their cars, and do not have access to an off-street parking space.

In undertaking this review it is suggested that there should be a general presumption that:  resident based on-street parking demand and goods vehicle related loading / unloading demand should be addressed first and foremost;  any residual parking areas should be primarily allocated for short stay parking activity; and  long stay on-street parking provision should generally be restricted to areas that have limited public transport accessibility.

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In providing resident based on-street parking the approach should be to issue residents with relatively low cost monthly or annual on-street parking permits, with the definition of residents being limited to those who live within the boundary of each individual Controlled parking area.

By contrast, “Long Stay’ parking spaces in the Controlled Parking Areas should be charged a 'market rate', with this ultimately being set at a level that makes car usage less attractive than public transport usage. On-street parking fees should be levied through use of parking meters, ticket machines, a scratch card system, mobile phone initiated payments or on-site parking attendants.

In undertaking this review clear boundaries should be defined for each Controlled Parking area, with all on-street kerbside space within each such area being clearly designated as either 'Resident', 'Short Stay', 'Long Stay', 'Loading' or prohibited parking areas. To minimise the opportunity for 'residents' to utilise their cars for travel to other parts of the same Controlled Parking area the overall size of each Controlled Parking area should be minimised.

It is also suggested that in reviewing and relaunching the existing Controlled Parking areas the opportunity should be taken to adjust on-street car parking charges to a realistic level, perhaps reflecting current off-street private car parking charges. In timetabling terms, it is proposed that all of the above reviews be undertaken and implemented by 2015, with the above charging regime becoming operative at that time.

Once established, it is then recommended that the parking charges in each of these existing Controlled Parking areas be increased annually in 'real terms', with the objective of doubling (in real terms) the above on-street parking charges by 2020.

b) Extending Controlled Parking throughout the Built-up Area Following on from the above initiative it is suggested that the regulation of on-street parking be gradually extended throughout the State's built up areas. Such extensions being designed primarily to:  deter on-street commuter parking while at the same time providing:  protected on-street parking and servicing provision for local residents and local business operators; and  safeguarding the needs of local business and residents through maintaining 'Short Stay' car parking provision for those visiting the neighbourhood

In timetabling terms it is suggested that the gradual extension of Controlled Parking areas be phased in over the 10 year period between 2015 and 2025 with resources:  firstly, being targeted towards extending parking controls into the peripheral areas surrounding the current core commercial centres (i.e. within the whole of George Town and Butterworth and in areas surrounding other town centres such as Bukit Mertajam, Kepala Batas, Batu Feringgi, Air Itam, Sungai Dua and Balik Pulau)  secondly, being targeted to controlling on-street parking activity within major employment centres such as Bayan Lepas, Perai and Bukit Minyat;

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 thirdly, being extended out, as necessary, over the remainder of Penang Island's built up areas and the central Mainland's built up areas  lastly, being extended, as necessary, to the remainder of the State's built up areas

A possible implementation phasing plan, identifying; High Priority', Medium Priority' and Low Priority' areas for introducing Parking Control Zones is set out in Figure 10.1.

In applying the above implementation programme however, common sense needs to prevail. The over-riding objective of introducing Controlled Parking areas is that of deterring on-street commuter parking and protecting the needs of local residents / businesses. Obviously, in areas that are purely residential, with minimal on-street commuter parking activity both today and in the future, the rationale for introducing on-street parking controls does not exist

The on-street car parking charges within these new Controlled Parking areas should be in line with those proposed for existing Controlled Parking areas.

c) Regulation of Parking Provision within New Office, Retail and Other Commercial Developments In parallel with the introduction of on-street parking controls steps should be taken through the development control process to limit the supply of new off-street car parking provision within new non-residential developments. In particular, 'maximum provision' parking standard limits should be placed on the provision of long stay commuter / employee car parking spaces, with 'maximum provision' standards being applied, rather than 'minimum provision' standards.

Such new non-residential development car parking standards should be implemented on a sliding scale, with lower maximum standards being applied:  within the central areas of George Town and Butterworth; and  in areas in close proximity to major public transport hubs than elsewhere.

In parallel with this, there also needs to be general a shift away from the current car based 'predict and provide' development approval regime, where developers are currently encouraged to finance local car based highway improvements in the immediate vicinity or each new development, so as to accommodate newly generated car based traffic.

In future, all developers of new properties (both non-residential and residential) should be required to divert such funding into a 'Transport Related Developer Contribution Fund', with the proceeds of this fund being targeted towards the implementation of the 'Recommended Transport Master Plan Strategy', rather than towards ad-hoc local highway improvements.

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Figure 10.1: Control Parking Areas - Possible Implementation Priorities

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To this end, a new policy formula needs to be developed and implemented whereby the 'Transport Related Developer Contributions' that are to be paid in respect of any new development reflect:  the magnitude and type of development;  the development density of the development; and  the extent to which the development is accessible by public transport

The underlying presumption behind such a formula should be that the charge is structured so as the unit charge per square metre for any particular type of development is proportional to the development's public transport accessibility and density.

In terms of new non-residential developments, the combined impact of:  relatively low parking related infrastructure costs in areas of high public transport accessibility (based on lower parking provision standards); and  relatively low transport related developer contribution costs should in its own right make it financially more attractive to site such developments in locations that have good public transport accessibility

In the case of new residential developments however, where:  car parking standards should primarily continue to reflect resident occupancy levels (rather than locational issues) and therefore remain relative constant between different locations; the available financial savings related to providing such developments in 'high public transport accessible locations' are likely to be lower.

Introducing a 'residential density' variable into such a formula however addresses this issue, particularly if the magnitude of the 'Transport Related Developer Contributions' for any given development are set based on a combined measure of public transport accessibility and development density, with 'high density' development being favoured in 'high public transport accessibility locations' and deterred in 'low public transport accessibility locations'.

A possible developer contribution model, combining both 'Public Transport Accessibility' and 'Development Density' is illustrated in Figure 10.2. In addition, Figure 10.3 sets out a possible 'Public Transport Accessibility Zoning' system that could be used for this purpose - This Public Transport Accessibility Zoning system reflects the ease with which residents can reach employment opportunities.

Introducing this type of 'Transport Related Developer Contribution Model' should in itself be sufficient to prevent a migration of new developments from city centre areas to rural areas. However, to reinforce such a policy there is also merit in revisiting the land use plan zoning proposals contained within the current 'Draft Local Plans'. The current land use zoning proposals should ideally be structured such that there is a presumption that high density developments will be generally favoured in locations with good public transport accessibility and deterred in other locations

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Accessibility Very High High Public Medium Public Low Public Public Transport Transport Transport Transport Accessibility Accessibility Accessibility Density Accessibility

Very High Density Very Low Low Relatively High Very High

High Density Low Relatively Low Medium to High High

Medium Density Relatively Low Low to Medium Above Medium Relatively High

Low Density Low to Medium Below Medium Medium Medium to High

Note: The annotation in the table indicates the relative levels of 'Developer Contributions' per unit of development in differing locations, based on the prevailing levels of development density

Figure 10.2: Developer Contribution Model, Combining Public Transport Accessibility and Development Density

Finally in the context of new developments, all applications for the construction of new private purpose-built off-street car parks within areas of high public transport accessibility should be discouraged. Elsewhere, such developments should be subject to a high level of 'Transport Related Developer Contributions' and all permissions should be accompanied by binding agreements on adopted car parking rates, thus ensuring that long stay parking is deterred within any new off-street parking facilities.

These issues of reviewing non-residential car parking provision standards and moving towards the establishment of a 'Transport Related Developer Contribution Fund' are discussed in more detail within the accompanying 'Institutional Plan'.

10.3 Introducing Travel Demand Management measures In the longer term the 'Recommended Transport Master Plan Strategy' also includes proposals for travel demand management (TDM) measures. TDM is a series of complementary policy measures aimed to encourage mode shift from private vehicles to more sustainable travel modes and reduce the reliance on private vehicle usage.

Generally there are two types of approaches to achieving such mode shift. The first type of measures is generally termed as ‘carrot’ which seeks to improving efficiency and users confidence in public transport through measures such integrated ticketing, travel planning information, car-pooling, flexible working hours, promotion and marketing campaigns and priority measures for bus, taxi and pedestrian modes.

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Figure 10.3: A Possible Public Transport Accessibility Zoning System

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The second type is commonly termed as ‘stick’ which seeks to limit the use of private vehicles and create mode shift through measures such as restrictions on car use, variable parking charges, fuel and road pricing policies. The work undertaken to develop the ‘Recommended Transport Master Plan Strategy’ suggests that travel demand management measures will eventually be necessary if a substantial modal shift to public transport is to be realised. Such measures should not however be imposed until such time as there are clearly available travel alternatives in place.

A more targeted traffic restraint policy can be applied to deter private vehicle usage into city centre and encourage mode shift to public transport, At the masterplanning stage it is generally advisable to keep a degree of flexibility with respect to policy options. This will require careful planning and consultation however to ensure majority of the public is not adversely impacted, and should only be introduced once viable public transport alternative is in place. It is also proposed that a key feature of the TDM will be that the revenues raised will be ring fenced for use in improving the State's transport systems, both through the on-going improvement of infrastructure and through using revenues to cross subsidise any short falls in public transport revenue.

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10.4 Implementation Plan for Reducing Future Growth in Traffic Activity An outline implementation plan for reducing future year traffic growth is outlined in Figure 10.5. As described above, the implementation plan builds on what already exists, - redesigning the existing Controlled Parking Areas and modifying the Development Control system. It then extends these Controlled Parking Areas throughout the built-up area by 2025 and ultimately implements travel demand management measures, as needed.

A key aspect of all four strands of this traffic growth reduction strategy is that their implementation should give rise to net income surpluses. It will be important to ensure that adequate safeguards as put in place to ring fence such surpluses so as they can be targeted towards partially financing the implementation of the 'Recommended Transport Master Plan Strategy'

10.5 The Costs Related to the Achievement of this Traffic Growth Reduction Plan Despite all of these initiatives being, at a minimum, 'cost neutral' it will still be necessary to allocate some initial funding from within the overall 'Strategy Implementation' budget. This will be needed to finance the initial work necessary to redesign / modify and enforce the current Controlled Parking Areas. In the longer term this overall aspect of the strategy should, at a minimum, be self financing.

For the purposes of allocating a budget under the 'Recommended Transport Master Plan Strategy' an overall provision of RM 25 Million has been allocated. This is targeted at set up activities to be undertaken as follows:

Up to 2015 - RM 15 Million for the initial redesign / modification / operation and enforcement of the existing Controlled Parking Areas

2015 to 2020 - RM 10 Million for the setting up of further Controlled Parking Areas within the State

For the purposes of budgeting it has been assumed that no further financing will be needed beyond 2020. Indeed the combined operation of the Controlled Parking Areas, the “Transport Related Development Contribution Fund’ and TDM measures should generate surplus income that will need to be ring-fenced towards partially funding the implementation of the ‘Recommended Transport Master Plan Strategy’.

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Figure 10.4: Strategy for the Reduction of Future Traffic Growth Activity - Implementation Plan

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11 RECOMMENDATIONS FOR RATIONALISING DIRECTIONAL HIGHWAY SIGNING

11.1 Introduction Finally, in order to formalise the highway hierarchy set out in Chapter 3, there will be a need to review the current highway direction signage within the State. It should be noted however that, in general terms, road signage within the State is of a reasonably good standard.

In undertaking this formalisation the opportunity should nonetheless be taken to introduce a more defined approach to highway signage. These issues are discussed below.

11.2 The Proposed Approach The proposed approach to highway signage is based around the use of a predetermined list of National, State, District and Local place names and the application of hierarchical rules that determine the appropriate signage to be used on the approaches to each intersection.

The principle underlying this new highway signage approach should be that a driver can easily reach his or her destination through having a basic understanding of the geographical relationship between National, State, District and Neighbourhood destinations.

Other key requirements of the approach are that:  road direction signs should be provided on the approaches to all significant intersections on the National (Level 1 Private Vehicle Movement), State (Level 2 Private Vehicle Movement) and District (Level 3 Private Vehicle Movement) road networks. These road categories being as defined in Chapter 3;  drivers should generally be routed between destinations via the National, State and District road networks, with the highest status of road being used when comparable routeing choices exist;  once a destination is introduced into the signing environment that same destination should be repeated on all road direction signs at each subsequent intersection between the location of its first appearance and the destination itself; and  at any given intersection compatible destination signage should be used on all approaches to the intersection. This implies that the chosen destinations signed at any particular intersection will be primarily determined by the status of each exit road leaving the intersection, rather solely the status of the approach road itself.

11.3 The Predetermined List of National, State, District and Neighbourhood Destinations Table 11.1 sets out the suggested list of National Level, State Level, District Level and Neighbourhood Level destinations that should be adopted. These have been chosen so as, as far as possible, to correspond with destinations that are currently used on road direction signs already in existence within Penang. It should be noted that for the purposes of composing this table Butterworth, George Town and Kulim have been included for use as 'National Level', 'State Level' and 'District Level' destinations.

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Table 11.1: Suggested National, State, District and Neighbourhood Designations

Signage Level Predetermined Destinations

National Level Alor Star, Butterworth, Gerik, George Town (Pulau Penang), Ipoh, Kuala Lumpur and Kulim

State Level (for use on Penang Airport, Batu Kawan, Bayan Lepas, Butterworth, Mainland) Bukit Mertajam, George Town, Kepala Batas, Kulim, Nibong Tebal, Perai, Simpang Ampat and Sungai Pantai

State Level (for use on Penang Island) Airport, Balik Pulau, Batu Kawan (Penang Second Crossing), Bayan Lepas, Butterworth (Penang Bridge), Batu Feringgi and George Town

District Level Air Itam, Batu Maung, Butterworth, Gelugor, George Town, Jelutong, Kubang Semang, Perai, Penaga, Permatang Pauh, Seberang Jaya, Tanjung Bahang, Tasek Gelugor

Neighbourhood Level Individual settlements not included above

11.4 Signage Destinations Applicable to Level 1 Goods Vehicle / Private Vehicle Movement Intersections At each intersection on the Level 1 Goods Vehicle / Private Vehicle Movement network it is suggested that the chosen signage destinations should be determined as follows.

For direction signs located on the Level 1 Goods Vehicle / Private Vehicle Movement network the approach should be that:  for movements that continue through the intersection (i.e. continuing on the Level 1 network) or for movements that take place between one Level 1 highway corridor and another the chosen destinations should generally be restricted to 'National Level' destinations, the only exception being that any 'State Level' destinations used at the immediate next downstream exit from the Level 1 network may be introduced if it is considered appropriate  for movements that exit the Level 1 Goods Vehicle / Private Vehicle Movement network at any given intersection the chosen destinations should be limited to those 'State Level' destinations that can be directly accessed via the adjoining Level 2 / Level 3 Private Vehicle Movement network and selected 'District Level' destinations that lie within 5 kilometres of the Level 1 intersection. As a general rule 'National Level' and 'Neighbourhood Level' destinations should not be shown on signs targeted at vehicles leaving the Level 1 highway network.

For direction signs located on roads that intersect with the Level 1 Goods Vehicle / Private Vehicle Movement network the approach should be that:

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 For movements that enter the Level 1 Goods Vehicle / Private vehicle network the chosen destinations should be generally restricted to 'National Level' destinations, the only exception being that any 'State Level' destinations used at the immediate next downstream exit from the Level 1 network may be introduced if it is considered appropriate.  For movements that do not join the Level 1 Goods Vehicle / Private Vehicle Movement network (i.e. movements that continue on the Level 2 or Level 3 Private Vehicle Movement network) chosen destinations should be compatible with those used as other Level 2 / Level 3 intersections.

11.5 Signage Destinations Applicable to Level 2 Goods Vehicle / Private Vehicle Movement Intersections At each intersection on the Level 2 Goods Vehicle Movement / Private Vehicle Movement network it is suggested that the chosen signage destinations should be determined as follows.

For direction signs located on the Level 2 Goods Vehicle / Private Vehicle Movement network the approach should be that:  for movements that continue through the intersection (i.e. continuing on the Level 2 network) or for movements that take place between one Level 2 highway corridor and another the chosen destinations should be generally be restricted to 'State Level' destinations, the only exception being that any 'District Level' destinations used at the immediate next downstream exit from the Level 2 network may be introduced if it is considered appropriate  for movements that exit the Level 2 Goods Vehicle / Private Vehicle Movement network at any given intersection the chosen destinations should be limited to those 'District Level' destinations that can be directly accessed via the adjoining Level 3 / Level 4 Private Vehicle Movement network and any selected 'Neighbourhood Level' destinations that lie within 5 kilometres of the Level 2 intersection. As a general rule 'National Level' destinations should not be shown on signs targeted at vehicles leaving the Level 2 highway network. Similarly 'State Level' destinations should not be shown on signs targeted at vehicles leaving the Level 2 network unless the 'State Level' destination is in the immediate vicinity.

For direction signs located on Level 3 / Level 4 Private Vehicle Movement corridors that intersect with the Level 2 Goods Vehicle / Private Vehicle Movement network the approach should be that:  For movements that enter the Level 2 Goods Vehicle / Private vehicle network the chosen destinations should be generally restricted to 'State Level' destinations, the only exception being that any 'District Level' destinations used at the immediate next downstream exit from the Level 2 network may be introduced if it is considered appropriate.  For movements that do not join the Level 2 Goods Vehicle / Private Vehicle Movement network (i.e. movements that continue on the Level 3 or Level 4 Private Vehicle Movement network) the chosen destinations should compatible with those used at other Level 3 / Level 4 intersections.

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In addition to the above guidance rules, at all Level 2 intersections the chosen 'State Level' destinations should be compatible with the intersection's location (see Table 11.1)

11.6 Signage Destinations Applicable to Level 3 Private Vehicle Movement Intersections At each intersection on the Level 3 Private Vehicle Movement network it is suggested that the chosen signage destinations should be determined as follows.

For direction signs located on the Level 3 Private Vehicle Movement network the approach should be that:  for movements that continue through the intersection (i.e. continuing on the Level 3 Private Vehicle Movement network) or for movements that take place between one Level 3 highway corridor and another the chosen destinations should be generally be restricted to 'State Level' or 'District Level' destinations, the only exception being that any 'Neighbourhood Level' destinations used at the immediate next downstream exit from the Level 3 Private Vehicle Movement network may be introduced if it is considered appropriate  for movements that exit the Level 3 Private Vehicle Movement network at any given intersection the chosen destinations should be limited to 'Neighbourhood Level' destinations that can be best accessed via the adjoining Level 4 Private Vehicle Movement network. As a general rule 'District Level', 'State Level' and 'National Level' destinations should not be shown on signs targeted at vehicles leaving the Level 3 Private Vehicle Movement network.

For direction signs located on Level 4 Private Vehicle Movement corridors that intersect with the Level 3 Private Vehicle Movement network the approach should be that:  For movements that enter the Level 3 Private Vehicle Movement network the chosen destinations should be generally restricted to 'State Level' or 'District Level' destinations, the only exception being that any 'Neighbourhood Level destinations used at the immediate next downstream exit from the Level 3 network may be introduced if it is considered appropriate.  For movements that do not join the Level 3 Private Vehicle Movement network (i.e. movements that continue on the Level 4 Private Vehicle Movement network) chosen destinations should be compatible with those used at other Level 4 intersections.

11.7 Signage Destinations Applicable to Level 4 Private Vehicle Movement Intersections At each remaining significant intersection on the Level 4 Private Vehicle Movement network it is suggested that the chosen signage destinations should be determined as follows.

For direction signs located on the Level 4 Private Vehicle Movement network the approach should be that:  for movements that continue through the intersection (i.e. continuing on the Level 4 Private Vehicle Movement network) or for movements that take place between one Level 4 highway corridor and another the chosen destinations should be generally be restricted to 'District Level' or 'Neighbourhood Level' destinations,

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 for movements that exit the Level 4 Private Vehicle Movement network at any given intersection the chosen destinations, if they are to be shown at all, should be limited to 'Neighbourhood Level' destinations.

Finally, as a general rule, highway direction signs need not be provided on roads that are not shown in Figure 3.1.

11.8 Implementation Plan for Rationalising Highway Direction Signing As a first step in rationalising existing highway directional signing it will be necessary to undertake a visual / photographic survey of all directional signing at all intersections on the Level 1, Level 2, Level 3 and Level 4 Private Vehicle Movement network. Based on the findings of this visual / photographic survey a detailed and comprehensive highway directional signing scheme should be developed applying the principles set out above. .

However, in all there are some 330 significant intersections on the State's highway network and amending / replacing directional signs at all such intersections will be a significant activity. Where possible, in designing this new highway signing scheme, existing signing should be maintained as much as is possible, bearing in mind the above principles

Also, in terms of updating existing signing, the approach should initially be to implement the new signing scheme in conjunction with other activities. Where possible, such upgrading should be linked to other scheduled events such as the opening of new highway projects, the completion of highway improvement and intersection improvement schemes, periodic maintenance activities and damage replacement programmes.

Post 2020 a targeted signage upgrading programme should be initiated so as to complete signage changes across the whole of the State's highway network. This should be structured so as address outstanding highway signing issues on a corridor by corridor basis, commencing with intersections located on Level 1 highways and finishing with intersections located on Level 4 highways.

This implementation strategy is shown in outline terms in Figure 11.1.

11.9 The Costs Related to the Achievement of this Direction Signing Plan The budget needs for this activity are divided into three distinct tranches. Initially there will be a need to finance the design activity, subsequently there will be a need to supplement existing highway maintenance budgets so as to maximise the efficiency of the mid term renewal programme and ultimately there will be a need to allocate specific funding to complete this strategy's implementation. For the purposes of allocating a budget under 'The Recommended Transport Master Plan Strategy' an overall provision of RM 50 Million has been allocated. This is sub-divided as follows:

Up to 2015 - RM 5 Million for undertaking the initial survey and design activities

2015 to 2020 - RM 25 Million for supplementing the existing highway maintenance budget, allowing highway signage to be upgraded in a planned way in conjunction with other improvement / maintenance activities

2020 -2025 - RM 20 Million to cover the costs of completing the signage upgrading initiative.

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Figure 11.1: Strategy for Rationalising Directional Highway Signing - Implementation Plan

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12 THE HIGHWAY IMPROVEMENT PLAN - SUMMARY

12.1 Introduction Chapters 2 to 11 have presented a series of inter-linked proposals, all of which are targeted at improving the operation of the State's highway system over the next 15 to 20 years. The purpose of this chapter is to summarise the improvements that are proposed between now and 2030 and set out a profile of funding resources that will be needed in each of the four Plan periods. (i.e. now to 2015, 2015 to 2020, 2020 to 2025 and 2025 to 2030).

12.2 The Highway Infrastructure Proposals Under this 'Highway Improvement Plan' a series of new road proposals have firstly been identified and described. The need for these new roads has been demonstrated through earlier analysis undertaken as part of the strategy development activity.

On the basis that these new roads will be provided the function of each existing highway within the State has been reviewed and a functional role has been assigned to each. This functional role reflects the future importance of each highway to each group of road users. Road users being goods traffic, private vehicle traffic, public transport users, pedestrians and cyclists.

Using these functional role categorisations recommendations have been made in respect of minimum design standards that should be attained for each category of highway. Recommendations have also been made for the undertaking of improvement works to ensure that the form of the future highway network matches these minimum standards.

12.3 The Other Highway Related Proposals In addition to undertaking these specific highway infrastructure works the 'Recommended Transport Master Plan Strategy' also includes proposals to:  generally improve travel conditions for pedestrians, cyclists and motorcyclists through introducing footways adjacent to all significant urban highways, new cycling lanes and segregated facilities for motorcycles;  improve the standard, operation and co-ordination of traffic signals throughout the State. These works will include the provision of fully protected pedestrian crossing facilities at all traffic signal intersections within the State's built up areas  improve the efficiency of the strategic road network through introducing much better enforcement measures to prevent illegal parking, illegal waiting, illegal loading and illegal hawker activities;  address the current poor road safety conditions within the State through setting up a road safety unit tasked initially with understanding road accident patterns and ultimately with identifying and implementing accident remedial schemes and road safety awareness campaigns;  ensure, going forward from now, that the rate of future growth in private vehicle usage is reduced. Initially this will be achieved through the use of on-street and off- street parking controls and eventually these measures be supplemented through the introduction of travel demand management measures; and

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 rationalise existing highway direction signing within the State so that such signing reflects the proposed functional role of each part of the highway network.

12.4 The Costs Associated with Implementing this Overall Highway Improvement Plan The individual costs associated with implementing each part of the highway improvement strategy have been detailed within Chapters 2 to 11. Table 12.1 sets out an overall summary of these costs, detailing the required levels of expenditure over time.

Overall some RM 16.2 Billion will need to be spent over the next 15 to 20 years or so to improve the form, functionality, operational efficiency and safety of the State's highway network. Expenditure requirements between now and 2015 are modest, at around RM 0.3 Billion, beyond 2015 an expenditure budget of approximately RM 1.0 Billion per annum will need to be allocated if all of the highway improvement related recommendations set out in the 'Recommended Transport Master Plan Strategy' are to be achieved.

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Table 12.1: Summary of the Funding Needed to Implement the Highway Improvement Proposals Contained Within the 'Recommended Transport Master Plan Strategy'

2013- 2015- 2020- 2025- Total 2015 2020 2025 2030

Construction of New Highways 0.0 3252.5 1460.0 5,325.0 10,037.5

Highway Widening Projects 95.0 1,163.5 801.5 585.0 2,645.0

Intersection Improvement 85.0 790.0 1,367.5 515.0 2,757.5 Projects

Other Pedestrian, Motorcyclist and Cyclist Targeted - 500 250 250 1,000.0 Improvements

Traffic Signal Strategy 25.0 150.0 37.5 37.5 250.0

Regulation and Enforcement 50.0 50.0 50.0 50.0 200.0 Strategy

Road Safety Strategy 5.0 125.0 125.0 125.0 380.0

Traffic Growth Reduction 15.0 10.0 0.0 0.0 25.0 Strategy

Direction Signing Strategy 5.0 25.0 20.0 0.0 50.0

Total 280.0 6066.0 4111.5 6,887.5 17,345.0

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Part 2

Examination of Short Term Improvement Measures

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13 THE INTERSECTION OF THE NORTH - SOUTH EXPRESSWAY AND THE BUTTERWORTH - KULIM EXPRESSWAY

13.1 Introduction This chapter sets out the findings of analysis undertaken to investigate a series of possible solutions to the current traffic congestion problems at the intersection of the North - South Expressway (NSE) and the Butterworth - Kulim Expressway (BKE).

The current at-grade intersection is in the form of a Signalised Roundabout. Through traffic using the North - South Expressway passes over this signalled roundabout on an elevated flyover. Through traffic using the Butterworth - Kulim Expressway passes under the roundabout within an underpass.

As such, at-grade traffic activity within the Signalised Roundabout is limited to movements between these two Expressways together with local traffic undertaking U-Turn activities. The layout of the Signalised Roundabout is shown in Figure 13.1.

Figure 13.1: Intersection Layout, North-South Expressway / Butterworth - Kulim Expressway

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13.2 Existing Levels of Traffic Activity Classified traffic count surveys were undertaken on 16 November 2011 to determine current levels of traffic activity. These surveys were undertaken during the morning and evening peak periods. Data was collected in 15-minute intervals.

From these classified traffic count surveys it was determined that peak levels of traffic activity occur between 07:15 and 08:15 in the morning and 17:30 and 18:30 in the evening.

Figure 13.2 records peak hour traffic activity levels during the morning and evening peak hour periods.

AM 1544 427 PM 1324 482

960 546 218 1356 727 728 1869 1251

457 2273 446 2572

AM PM 1314 1416 1189 1499 1015 1922 1543 1559

922 1396 286 1812 909 1426 1363 1215

Figure 13.2: Observed Morning and Evening Peak Hour Period Traffic Activity

Figure 13.3 sets out in pie chart form the average composition of traffic using the at-grade intersection.

3% 1%

Car Motorcycle Truck 33% Bus 63%

Figure 13.3: Average Morning and Evening Peak Hour Traffic Composition

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13.3 Current Traffic issues At the current time the at-grade Signalised Roundabout operates on very long traffic signal cycle times, with each approach arm being allocated a separate green period within the overall operational traffic signal cycle. This leads to an inefficient use of carriageway space within the intersection and also results in long queues developing on the intersection's approach arms.

At peak times the intersection appears to be operating at or above its operational capacity. In addition, the queues that form on the approach arms often extend back into the main carriageways of the North - South Expressway and the Butterworth - Kulim Expressway, thus hindering through traffic movements. This is particularly the case in the evening peak hour period when queuing traffic on the southern approach to the Signalised Roundabout blokes through traffic travelling from south to north on the North - South Expressway. These issues are illustrated in figure 13.4.

Issue 1 – Long cycle time (280 s cycle)

Issue 2 – Weaving and merging issue

PM Simulated Model

Figure 13.4: Current Traffic Issues

13.4 Current Traffic Operational Conditions The current operation of the at-grade signalised roundabout has been analysed using both the TRANSYT and AIMSUN traffic analysis packages. TRANSYT provides the user with a detailed understanding of traffic conditions within intersections comprising of closely linked traffic signals. AIMSUN allows these issues to be further investigated in real-time terms, providing a detailed understanding of the interactions between differing traffic streams

For the purposes of using TRANSYT the current signal timings, traffic activity levels and operational characteristics of the intersection were input into the programme. The programme provides outputs in terms of the Degree of Saturation experienced at each traffic signal stop line. The findings of this analysis for the morning and evening peak hour periods are set out in Figures 13.5 and 13.6

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Figure 13.5: 2012 Base Year, Morning Peak Hour - Operational Analysis (TRANSYT)

J1b Saturation Degree Of J1c Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J1a J1a 5 110 2276 5800 99% J1b 120 160 386 5700 12% Exit from NSE J1c 120 160 1384 5700 42%

J2a Saturation Degree Of Exit from BKE Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J2a 215 60 964 5800 76% J2c J2b J2b 0 210 1623 5700 38% J2c 0 210 1039 5700 24%

J3 Exit from NSE

J3a Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J3c J3b J3a 140 90 1548 5800 82% J3b 235 180 1312 5700 36% J3c 235 180 1275 5700 35%

J4b J4c Saturation Degree Of Start Time Duration Total Flow Flow Saturation Exit from BKE Link (s) (s) (PCU/hr) (PCU/hr) (%) J4a J4a 95 40 729 5800 86% J4b 140 230 1041 5700 22% J4c 140 230 1819 5700 39%

Cycle Time - 280 Seconds

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Figure 13.6: 2012 Base Year, Evening Peak Hour - Operational Analysis (TRANSYT)

J1b Saturation Degree Of J1c Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J1a J1a 5 90 2276 5800 121% J1b 100 180 386 5700 10% Exit from NSE J1c 100 180 1384 5700 38%

J3 Exit from NSE

J3a Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J3c J3a 150 80 1548 5800 92% J3b J3b 235 190 1312 5700 34% J3c 235 190 1275 5700 33%

J4b Saturation Degree Of J4c Start Time Duration Total Flow Flow Saturation Exit from BKE Link (s) (s) (PCU/hr) (PCU/hr) (%) J4a 95 50 729 5800 69% J4a J4b 150 220 1041 5700 23% J4c 150 220 1819 5700 40%

Cycle Time - 280 Seconds

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13.5 Development of an AIMSUN Based Micro-simulation Model In order to better understand the issues identified in Figures 13.5 and 13.6 the AIMSUN (Advanced Interactive Microscopic Simulator for Urban and Non-Urban Networks) software package was used to develop a detailed representation of the intersection. AIMSUN models were built for both the morning and evening peak hour periods.

These AIMSUN models were firstly calibrated and validated so as to ensure that for a given set of observed inputs (i.e. traffic demand, traffic signal timings and highway geometry) they provide outputs (in terms of travel times, travel delays, queuing patterns and traffic volumes) that replicate observed conditions. These AIMSUN models has also subsequently be used to examine how the intersection will operate under changed input conditions (i.e. changed signal timings, changed geometry and change travel demands).

The following sections explain how these AIMSUN models were developed, calibrated and validated.

In general, micro-simulation models such as AIMSUN are comprised of two basic components. These being:  A representation of the Highway network – this is a theoretical representation of roads and junctions - Information needs to be assembled in respect of highway layout, highway travel speeds and traffic signal timings  A representation of traffic demand - this information in stored in the form of travel demand matrices, detailing traffic demands between origins and destinations

The modelled Base Year 2012 highway network, as included within AIMSUN, is shown in Figure 13.7. This representation was developed using geospatial data from aerial photography and CAD drawings and mirrors the actual intersection layout including correct lane widths, correct lane markings, correct entry flares and observed traffic signal timings.

Figure 13.7: The Network Representation Used within AIMSUN

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The AIMSUN micro-simulation software also includes features to set and adjust driver behaviour; to allocate the correct speed limits according to road type; to set desired speeds at bends and through junctions; etc.

Table 13.1 indicates the network link volume delay function classifications adopted for the AIMSUN modelling analysis. JKR standards and Highway Capacity Manual standards were used as the guidelines in developing these classifications.

Table 13.1: Network Link Volume Delay Function Classifications

Description Typical Free Flow speed Typical Capacity (kph) (pcu/hr/lane) 100 2380 Arterial 70 1850 Collector 60 1650 Local Street 40 1100

The Base Year traffic demand matrices used within these AIMSUN models were synthesised from the available traffic movement data discussed in Section 13.2. In all, four vehicle classifications were used within the model as indicated in Figure 13.3.

In the case of cars, trucks and buses, standard AIMSUN vehicle specifications were used. These reflect average driver behaviour specifications for each vehicle type (i.e. standard / maximum / desirable acceleration and deceleration rates).

In the case of motorcycles site specific vehicle specifications were developed, representing the lower PCU value of motorcycles, their higher acceleration rates and higher gap acceptance characteristics (Note: Standard vehicle specification parameters for motorcycles are not available within the AIMSUN software package)..

In operating the AIMSUN model:  “dynamic route choice” assignment techniques were employed. In traditional traffic modelling volume-delay functions are used to calculate route choice by calculating travel times as a function of link flow and link capacity. In AIMSUN a stochastic dynamic route choice model is used to assign paths to individual vehicles as they enter the network. The model stores the journey time recorded for each vehicle in a predefined interval (10 minutes in this case) and uses the information to adjust route choice in the next iteration (the first assignment is based on a least-cost path method). This method inherently takes account of delays encountered at signals, waiting in queues and at priority junctions.  A 15 minutes “warm-up” period was used prior to each simulation so as to avoid unrealistic congestion / delays occurring at the beginning of the modelled hour.  the model was run 5 times for each peak hour period using differing ‘random seed’ values so as to realistically replicate variations in driver behaviour from day-to-day.

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13.6 Model Validation The Base Year versions of the morning and evening peak hour AIMSUN models were both calibrated and validated. . This calibration / validation activity is necessary so as to ensure that observed traffic conditions are replicated correctly and thus to ensure that the model can be relied upon to accurately simulate changes in traffic conditions under alternative proposals.

The behaviour of the current network is defined in terms of:  traffic flows, travel speeds,  vehicle occupancy levels; and  queue lengths

All of these can be measured on site

In terms of traffic volumes, observed and modelled traffic flows have been compared by plotting the observed and modelled values on an x-y plot and performing a linear regression analysis to calculate a value for the R2 regression co-efficient and to measure the slope of the regression line through the origin.

Typically a value of R2 ≥ 0.95 and a slope within the range of 0.90 and 1.10 would imply that in traffic volume terms the outputs from the model match reality. A slope exceeding unity implies that the model is over predicting flows while a slope of less than unity suggests that the model is under predicting observed flows.

The observed traffic counts discussed in Section 13.2 were compared with the modelled flows. It was found that the models provide an excellent validation in both peak hours as shown in Table 13.2 and Figure 13.8.

Table 13.2: AIMSUN Model Validation Statistics

R2 Slope of linear regression AM 0.98 1.05 PM 0.95 1.10

AM Peak Observed Flow vs. Modelled Flow PM Peak Observed Flow vs. Modelled Flow

3000 3500 y = 0.973x 3000 y = 0.8952x 2500 2 2 R = 0.9804 s R = 0.9511 s

U 2500 U

2000 C C P

2000 P

d d 1500 e l l e 1500 l l e e d d 1000 o 1000 o M M 500 500 0 0 0 1000 2000 3000 4000 0 500 1000 1500 2000 2500 3000 Observed PCUs Observed PCUs Cars Motorcycle Truck Bus Total Linear (Total) Cars Motorcycle Truck Bus Total Linear (Total)

Figure 13.8: AIMSUN Model, Comparison of Observed and Modelled Flows

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The morning and evening peak hour versions of the Base Year AIMSUN model were also validated to ensure that queuing patterns and delay patterns, both on the approaches to the signalised roundabout and within the signalised roundabout, matched those observed on site. Again an excellent validation was achieved.

A video based version of both the morning and evening peak hour Base Year AIMSUN models is attached to this report.

In summary, in has been concluded that the Base Year AIMSUN models developed herein are satisfactorily validated. As such, they are considered to perform logically, provide a good representation to the existing road network and reproduce observed traffic demands, delays and queuing patterns. They are therefore suitable for use in analysing the performance of alternative options.

13.7 Quantification of Existing Delays, Travel Times and Travel Speeds In using these Base Year AIMSUN models for the purpose of evaluating alternative solutions to the traffic congestion problems at the intersection of the North - South Expressway / Butterworth - Kulim Expressway it is necessary to quantify how the intersection performs at the current time.

This has been done through examining current average travel delays, current average travel times and current average travel speeds through the intersection under both congested morning and evening peak hour conditions and under off-peak uncongested conditions. The last of these has been examined using both the morning and evening peak hour traffic signal timings.

These comparisons are set out in Table 13.3

Table 13.3: Existing Average Delays, Travel Times and Travel Speeds

Morning Peak Hour Evening Peak Hour Traffic Signal Traffic Signal Timings Timings

Congested Peak Hour Travel Conditions

Average Travel Time Delays (sec / veh) 194.7 315.1

Average Total Travel Times (sec / veh) 263.6 376.9

Average Travel Speeds (Km / Hr) 22.5 25.7

Uncongested Travel Conditions

Average Travel Time Delays (sec / veh) 47.5 59.0

Average Total Travel Times (sec / veh) 118.6 129.0

Average Travel Speeds (Km / Hr) 48.5 47.5

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From examination of Table 13.3 it can clearly be seen that;  During both the morning and evening peak hours traffic passing through the at- grade Signalled Roundabout experiences significant levels of traffic delay. This delay amounting to some 195 seconds per vehicle in the morning peak hour and some 315 seconds per vehicle in the evening peak hour.  It can also be seen though, even under uncongested conditions, the adoption of long cycle times at this intersection imposes significant delays on all vehicles passing through the intersection

In moving forward to examine alternative solutions at the intersection the primary objective should be to significantly reduce peak hour delays. In addition however, it should also be an objective to reduce off-peak delays.

13.8 The Possible Solutions In developing solutions, three alternative ways forward have been identified.

Option 1 - At a minimum level, Option 1 maintains the current Signalised Roundabout layout and is simply based around the adoption of shorter overall cycle times. Instead of employing the current 280 second cycle times in both the morning and evening peak hour periods these cycle times are reduced to 100 seconds in the morning peak hour and 120 seconds in the evening peak hour.

Option 2 - Option 2 is based around widening the circulatory carriageways within the Signalised Roundabout to four lanes, rather than the existing three lanes. A high level inspection of the current layout suggests that this is achievable without the need for extensive structural works. Such a solution however does nothing in terms of increasing the entry and exit capacities to the roundabout and may just result in increased internal queuing at the roundabout exits. This option is shown in cartoon format in Figure 13.9.

Option 3- Option 3 is much more adventurous than Options 1 and 2 and envisages that a third tier of grade separation will be introduced into the overall intersection. This solution, as shown in Figure 13.10, is based around adding a new uni-directional flyover from the southern entry arm of the intersection to the eastern exit arm of the intersection. Through implementing such a modification overall volumes of traffic within the at-grade Signalled Roundabout are reduced, thereby this Option should improve the overall performance of the intersection.

In order to understand the performance of each of these possible solutions a two stage evaluation approach has been adopted.  Firstly, the TRANSYT models have been used to determine an optimum operational cycle time for the intersection. In each case an optimal morning peak hour cycle time of 53 seconds and an optimal evening peak hour cycle time of 86 seconds has been adopted

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Figure 13.9: Option 2: Widening the Internal Carriageways within the Roundabout

Figure 13.10: Option 3 - Introducing a Third Tier Flyover from the Southern Entry Arm to the Eastern Exit Arm

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 These revised operational cycle times have then been used within the AIMSUN models, in combination with the proposed physical improvements, to recalculate average delays, average travel times and average travel speeds within the intersection, both under congested and uncongested traffic conditions.

From these two sets of analysis, Figures 13.11 to 13.22 set out the junction operational performance such as level of service (LOS) and queues at each of the stop lines within the intersection. The applied LOS is based on the criteria set out in the Highway capacity Manual (HCM) as shown in Table 13.4.

Table 13.4: Level of Service Criteria for Signalized Intersections

Level of Delay per vehicle Interpretation Service (seconds) Very short delay, with extremely favourable progression. A Most vehicles arrive during the green phase and do not ≤10.0 stop at all. Good progression, with more vehicles stopping than for B Level of Service A, causing higher levels of average >10 and ≤20.0 delay. Light congestion, with individual cycle failures beginning to appear, number of vehicles stopping is significant at this C >20 and ≤35 level thought many still pass through the intersection without stopping Congestion is more noticeable, with longer delays resulting from combination of unfavourable progression, D >35 and ≤55 long cycle lengths, or high V/C ratios. Many vehicles stop and the proportion of vehicles not stopping declines. Limit of acceptable delay, High delays result from poor E >55 and ≤80 progression, high cycle lengths and high V/C ratios F Unacceptable delay occurring with oversaturation. >80.0 Source: Highway Capacity Manual, 2000

Tables 13.5 and 13.6 then provide a summary of the operational performance of each solution in the morning peak hour and evening peak hour periods.

A video based version of the morning and evening peak hour Option 1, Option 2 and Option 3 AIMSUN models is attached to this report.

From examination of Tables 13.11 to 13.22 it can be seen that: For Option 1:  By simply based around the adoption of shorter overall cycle times the roundabout would still operate at an unacceptable level at LOS F during both morning AM and PM peak periods. It has not been able to demonstrate any significant improvement to the junction operation at the intersection.  Long queues on approaching arms are still observed during both morning and evening peak hours.

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For Option 2;  By widening the internal circulatory carries ways the operational performance of the roundabout showed some improvement in the morning peak where it would operate at an acceptable level at LOS D or better, compared to Option 1.

 However in evening peak hour it has not been able to show any significant improvement to the junction performance, The roundabout would still operate at an unacceptable LOS F and long queue would still be observed in the evening peak hour.

For Option 3;  Through adding a third level of grade separation it will take out the heaviest traffic flows from the southern entry arm of the NSE to the eastern exit arm of the BKE and reduce the overall traffic volumes entering the roundabout. Such improvement would allow the roundabout to operate at an acceptable LOS of B or better in both morning and evening peak periods.

 The improved operating conditions will prevent the formation of queues on the approach arms to the intersection.

13.9 Recommendations From the results shown in earlier section it can be seen that only Option 3 would show significant improvement to the roundabout performance in both morning and evening peak hours,

Therefore in the medium term consideration should be given to undertaking more extensive improvements at this location, either in the form of the Option 3 proposals or could be more extensive.

In the long term it has already been identified in Chapter 5 that this intersection ultimately needs to be fully grade separated.

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Figure 13.11: Option 1, Morning Peak Hour – Simulation (AIMSUN)

NSE (North)

Excessive queuing on Excessive queuing on NSE(North) toward BKE(West) toward BKE NSE (South) due to (East) due to poor poor performing performing junction junction

Cars slow down due to weaving issue

BKE (West) Cars slow down due to weaving issue BKE (East)

Excessive queuing on Excessive queuing on BKE(East) toward BKE NSE(South) toward (West) due to poor NSE (North) due to performing junction poor performing junction NSE (South)

Figure 13.12: Option 1, Evening Peak Hour – Simulation (AIMSUN)

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Figure 13.13: Option 1, Morning Peak Hour – Signalised Intersection LOS

Figure 13.14: Option 1, Evening Peak Hour – Signalised Intersection LOS

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Figure 13.15: Option 2, Morning Peak Hour – Simulation (AIMSUN)

Figure 13.16: Option 2, Evening Peak Hour – Simulation (AIMSUN)

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Figure 13.17: Option 2, Morning Peak Hour – Signalised Intersection LOS

Figure 13.18: Option 2, Evening Peak Hour – Signalised Intersection LOS

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Figure 13.19: Option 3, Morning Peak Hour – Simulation (AIMSUN)

Figure 13.20: Option 3, Evening Peak Hour – Simulation (AIMSUN)

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Figure 13.21: Option 3, Morning Peak Hour – Signalised Intersection LOS

Figure 13.22: Option 3, Evening Peak Hour – Signalised Intersection LOS

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Table 13.7: Predicted Average Delays, Average Travel Times and Average Travel Speeds under Options 1, 2 and 3 - Morning Peak Hour Period

Base Option1 Option2 Option3 Congested Peak Hour Travel Conditions Average Travel Time Delays (sec/veh) 194.7 421.9 138.6 74.2 Average Total Travel Times (sec/veh) 263.6 508.6 208.8 137.3 Average Travel Speeds (km/hr) 22.5 32.4 28.3 45.5 Uncongested Peak Hour Travel Conditions Average Travel Time Delays (sec/veh) 47.5 27.0 26.7 22.6 Average Total Travel Times (sec/veh) 118.6 91.8 96.8 84.5 Average Travel Speeds (km/hr) 48.5 54.8 51.3 59.0 Note - All of these figures relate to the delays, travel times and travel speeds experienced by traffic travelling through the at-grade intersection. Option 3, through grade separating the right turn movement from south to east will provide additional benefits for these travellers, each of whom will experience no significant delay in the future

Table 13.8: Predicted Average Delays, Average Travel Times and Average Travel Speeds under Options 1, 2 and 3 - Evening Peak Hour Period

Base Option1 Option2 Option3 Congested Peak Hour Travel Conditions Average Travel Time Delays (sec/veh) 315.1 617.2 207.9 87.9 Average Total Travel Times (sec/veh) 376.9 702.2 290.7 153.0 Average Travel Speeds (km/hr) 25.7 20.2 28.5 43.7 Uncongested Peak Hour Travel Conditions Average Travel Time Delays (sec/veh) 59.0 33.8 33.7 23.9 Average Total Travel Times (sec/veh) 129.0 100.9 103.0 87.7 Average Travel Speeds (km/hr) 47.5 52.6 51.0 58.1 Note - All of these figures relate to the delays, travel times and travel speeds experienced by traffic travelling through the at-grade intersection. Option 3, through grade separating the right turn movement from south to east will provide addition benefits for these travellers, each of whom will experience no significant delay in the future

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14 THE AUTO-CITY INTERSECTION

14.1 Introduction This chapter sets out the findings of analysis undertaken to investigate a series of possible solutions to the current traffic congestion problems at the Auto-City intersection. This is located on the North - South Expressway.

The current at-grade intersection at this Expressway Interchange is in the form of a Signalled Diamond Intersection. 'Through' traffic using the North - South Expressway passes over this Signalled Diamond intersection on a flyover.

Operating conditions at this Signalled Diamond intersection are also influenced by the nearby signalled intersection at Auto-City itself.

At-grade traffic activity within the Signalised Diamond interchange is limited to movements accessing / leaving the North - Expressway at this location, together with east-west traffic travelling between Federal Highway 1 and the Auto-City area. The layout of the Signalised Diamond intersection and the nearby Auto-City signalled intersection is shown in Figure 14.1.

Figure 14.1: Intersection Layout, The Auto- City Interchange on the North-South Expressway

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14.2 Existing Levels of Traffic Activity Classified traffic count surveys were undertaken on 16 November 2011 to determine current levels of traffic activity at these intersections. These surveys were undertaken during the morning and evening peak periods. Data was collected in 15-minute intervals.

From these classified traffic count surveys it was determined that peak levels of traffic activity occur between 07:15 and 08:15 in the morning and 17:30 and 18:30 in the evening.

Figure 14.2 records peak hour traffic activity levels during the morning and evening peak hour periods at both the Signalised Diamond intersection and at the nearby Auto-City signalled intersection.

Figure 14.2: Observed Morning and Evening Peak Hour Period Traffic Activity

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AM PM 787 451 818 1029 622 1781 246 616 2999 1458 174 270

AM PM

558 890 622 2162

1568 906 2217 1370 762 247 252 235

AM PM 518 1720

1682 711 1297 912 661 1333

Figure 14.3 sets out in pie chart form the average composition of traffic using the at-grade intersection.

1% 6%

Car Motocycle Truck 57% Bus 36%

Figure 14.3: Average Morning and Evening Peak Hour Traffic Composition

14.3 Current Traffic issues At the current time both the at-grade Signalised Diamond intersection and the nearby Auto- City signalled intersection operate on very long traffic signal cycle times. Each approach arm to the Signalled Diamond intersection is allocated a separate green period within the overall operational traffic signal cycle. This leads to an inefficient use of carriageway space between the two parts of the Signalled Diamond intersection and also results in long queues developing on the approach arms to the Signalled Diamond intersection.

At peak times the queues on the approaches to the Signalled Diamond intersection extend back onto the North - South Expressway, thus hindering the process of 'through' traffic using that route. In addition, queues also develop in the section of carriageway between the Signalised Diamond intersection and the signalised intersection at Auto-City. These queues

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affect the efficient operation of both sets of traffic signals. . These issues are illustrated in Figure 14.4.

Issue 1 – Long queue waiting for long signal cycles (275 seconds)

Issue 2 – High demand for turning into NSE / Weaving and merging issue

PM Simulated Model

Figure 14.4: Current Traffic Issues

14.4 Current Traffic Operational Conditions The current operation of both the at-grade Signalised Diamond intersection and the nearby Auto-City signalised intersection has been analysed using both the TRANSYT and AIMSUN traffic analysis packages. TRANSYT provides the user with a detailed understanding of traffic conditions within intersections comprising of closely linked traffic signals. AIMSUN allows these issues to be further investigated in real-time terms, providing a detailed understanding of the interactions been differing traffic streams

For the purposes of using TRANSYT the current signal timings, traffic activity levels and operational characteristics of the intersections were input into the programme. The programme provides outputs in terms of the Degree of Saturation experienced at each traffic

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signal stop line. The findings of this analysis for the morning and evening peak hour periods are set out in Figures 14.5 and 14.6.

It will be noted from these two figures that differing cycle times are currently employed within different parts of the overall traffic signal system. It will also be noted that at the current time some of the individual stop lines are operating above their operational capacity, explaining why queues currently develop at the intersection

14.5 Development of an AIMSUN Based Micro-simulation Model In order to better understand the issues identified in Figures 14.5 and 14.6 the AIMSUN (Advanced Interactive Microscopic Simulator for Urban and Non-Urban Networks) software package was used to develop a detailed representation of both the Signalised Diamond intersection and the nearby Auto-City signalised intersection. AIMSUN models were built for both the morning and evening peak hour periods.

These AIMSUN models were firstly calibrated and validated so as to ensure that, for a given set of observed inputs (i.e. traffic demand, traffic signal timings and highway geometry) each provides outputs (in terms of travel times, travel delays, queuing patterns and traffic volumes) that replicate observed conditions. These AIMSUN models have subsequently be used to examine how these closely associated intersections will operate under changed input conditions (i.e. changed signal timings and changed geometry).

The following sections explain how this AIMSUN model was developed, calibrated and validated.

In general, micro-simulation models such as AIMSUN are comprised of two basic components. These being:  A representation of the Highway network – this is a theoretical representation of roads and junctions - Information needs to be assembled in respect of highway layout, highway travel speeds and traffic signal timings  A representation of traffic demand - this information is stored in the form of travel demand matrices, detailing traffic demands between origins and destinations

The modelled Base Year 2012 highway network, as included within each of the AIMSUN models, is shown in Figure 14.7. This representation was developed using geospatial data from aerial photography and CAD drawings and mirrors the actual intersection layout including correct lane widths, correct lane markings, correct entry flares and observed traffic signal timings.

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Figure 14.5: 2012 Base Year, Morning Peak Hour - Operational Analysis (TRANSYT)

Junction 1 - Auto-City Signalised Intersection - Cycle Time = 140 seconds

J1 J1b Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) Jln Kebun Nanas J1a 0 55 1757 5000 88% J1a J1d 90 45 698 3600 120% J1c J1d J1b 60 25 100 3600 30% Jln Perusahaan J1c 60 75 873 1800 182%

Junction 2 - Western part of the Signalised Diamond Intersection - Cycle Time = 285 Seconds

J2 Enter NSE Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J2d Jln Kebun Nanas J2c 0 35 247 2000 98% J2b J2d 185 95 622 6000 31% J2a J2c J2b 40 140 1570 3000 106% Exit from NSE J2a 40 195 2216 3000 107%

Junction 3 - Eastern part of the Signalised Diamond Intersection - Cycle Time = 285 seconds

J3 Exit from NSE J3b Saturation Degree Of J3c Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J3d Jln Kebun Nanas J3b 180 55 787 3600 111% J3a J3a 0 175 2999 6000 81% J3d 240 40 245 1800 95% Enter NSE J3c 240 220 624 4000 20%

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Figure 14.6: 2012 Base Year, Evening Peak Hour - Operational Analysis (TRANSYT)

Junction 1 - Auto-City Signalised Intersection - Cycle Time = 195 seconds

J1 J1b Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) Jln Kebun Nanas J1a 0 50 665 5000 51% J1a J1d 115 75 1245 3600 127% J1c J1d J1b 55 55 893 3600 124% Jln Perusahaan J1c 55 135 100 1800 11%

Junction 2 - Western part of the Signalised Diamond Intersection - Cycle Time = 280 Seconds

J2 Enter NSE Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J2d Jln Kebun Nanas J2c 0 35 235 2000 91% J2b J2d 120 155 2162 6000 65% J2a J2c J2b 40 75 906 3000 111% Exit from NSE J2a 40 135 1371 3000 94%

Junction 3 - Eastern part of the Signalised Diamond Intersection - Cycle Time = 275 seconds

J3 Exit from NSE Saturation Degree Of J3b Start Time Duration Total Flow Flow Saturation J3c Link (s) (s) (PCU/hr) (PCU/hr) (%) J3d Jln Kebun Nanas J3b 115 60 819 3600 103% J3a J3a 0 110 1458 6000 60% J3d 180 90 617 1800 104%

Enter NSE J3c 180 205 1780 4000 59%

Base Year 2012 PM, Cycle Time = 280s

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Figure 14.7: The Network Representation Used within AIMSUN

Table 14.1 indicates the network link volume delay function classifications adopted for the AIMSUN modelling analysis. JKR standards and Highway Capacity Manual standards were used as the guidelines in developing these classifications.

Table 14.1: Network Link Volume Delay Function Classifications

Description Typical Free Flow speed Typical Capacity (kph) (pcu/hr/lane) 100 2380 Arterial 70 1850 Collector 60 1650 Local Street 40 1100

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The Base Year traffic demand matrices used within the AIMSUN model were synthesised from the available traffic movement data discussed in Section 14.2. In all, four vehicle classifications were used within the model as indicated in Figure 14.3.

14.6 Model Validation The Base Year versions of the morning and evening peak hour AIMSUN models were both calibrated and validated. . This calibration / validation activity is necessary so as to ensure that observed traffic conditions are replicated correctly and thus to ensure that the model can be relied upon to accurately simulate changes in traffic conditions under alternative proposals.

The behaviour of the current network is defined in terms of:  traffic flows;  travel speeds,  vehicle occupancy levels; and  queue lengths

All of these can be measured on site

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The observed traffic counts discussed in Section 14.2 were compared with the modelled flows. It was found that the model provides an excellent validation in both peak hours as shown in Table 14.2 and Figure 14.8.

Table 14.2: AIMSUN Model Validation Statistics

R2 Slope of linear regression AM 0.99 1.00 PM 0.99 1.10

AM Peak Observed Flow vs. Modelled Flow PM Peak Observed Flow vs. Modelled Flow

4500 y = 0.9734x 3000 4000 2 y = 0.8751x R = 0.9927 2500 3500 R2 = 0.9878 s s U 3000 U 2000 C C P P 2500

d 1500 e l 2000 e l l l e e

d 1500 d 1000 o o

M 1000 M 500 500 0 0 0 1000 2000 3000 4000 5000 0 500 1000 1500 2000 2500 3000 Observed PCUs Observed PCUs Cars Motorcycle Truck Bus Total Linear (Total) Cars Motorcycle Truck Bus Total Linear (Total)

Figure 14.8: AIMSUN Model, Comparison of Observed and Modelled Flows

The morning and evening peak hour versions of the Base Year AIMSUN model were also validated to ensure that queuing patterns and delay patterns on the approaches to the Signalised Diamond intersection, on the approaches to the Auto-City signalised intersection and within the internal sections of carriageway matched those observed on site. Again an excellent validation was achieved.

A video based version of both the morning and evening peak hour Base Year AIMSUN models is attached to this report.

In summary, in has been concluded that the Base Year AIMSUN models developed herein are satisfactorily validated. As such, both models are considered to perform logically, provide a good representation to the existing road network and reproduce observed traffic demands, delays and queuing patterns. These models are therefore suitable for use in analysing the performance of alternative options.

14.7 Quantification of Existing Delays, Travel Times and Travel Speeds In using these Base Year AIMSUN models for the purpose of evaluating alternative solutions to the traffic congestion problems at the Auto-City intersections it is necessary to quantify how the intersections perform at the current time.

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This has been done through examining current average travel delays, current average travel times and current average travel speeds through the intersections under both congested morning and evening peak hour conditions and under off-peak uncongested conditions. The last of these has been examined using both the morning and evening peak hour traffic signal timings.

These comparisons are set out in Table 14.3

Table 14.3: Existing Average Delays, Travel Times and Travel Speeds

Morning Peak Hour Evening Peak Hour Traffic Signal Traffic Signal Timings Timings

Congested Peak Hour Travel Conditions

Average Travel Time Delays (sec / veh) 168.9 345.6

Average Total Travel Times (sec / veh) 241.6 411.9

Average Travel Speeds (Km / Hr) 24.2 17.5

Uncongested Travel Conditions

Average Travel Time Delays (sec / veh) 56.4 66.9

Average Total Travel Times (sec / veh) 124.8 132.1

Average Travel Speeds (Km / Hr) 44.8 43.2

From examination of Table 14.3 it can clearly be seen that:  During both the morning and evening peak hours traffic passing through the at- grade Signalled Diamond intersection and the nearby Auto-City signalised intersection experiences significant levels of traffic delay. This delay amounting to some 170 seconds per vehicle in the morning peak hour and some 350 seconds per vehicle in the evening peak hour.  It can also be seen, even under uncongested conditions, that the adoption of long cycle times at this intersection imposes significant delays on all vehicles passing through these intersections

In moving forward to examine alternative solutions at the intersections the primary objective should be to significantly reduce peak hour delays. In addition however, it should also be an objective to reduce off-peak delays.

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14.8 The Possible Solutions In developing solutions two alternative ways forward have been identified.

Option 1 - Option 1 maintains both the current Signalised Diamond intersection layout and the current Auto-City signalised intersection layout and is simply based around the adoption of shorter overall cycle times. Instead of employing the current excessive morning peak hour and evening peak hour cycle times these cycle times are reduced to 64 seconds in the morning peak hour and 66 seconds in the evening peak hour.

Option 2 - Option 2 is based around widening the carriageway widths within the internal sections of the Signalised Diamond intersection, thereby providing increased space within the Signalised Diamond intersection to store queuing vehicles. This widening is targeted at creating two right turn lanes in each direction within the internal part of the Signalised Diamond intersection. A high level inspection of the current layout suggest that this is achievable without the need for extensive structural works. Such a solution has advantages in that these increased areas of vehicle storage allow the intersection to operate more efficiently. This option is shown in cartoon format in Figure 14.9.

Figure 14.9: Option 2: Widening the Internal Carriageways within the Signalised Diamond Intersection

Widening

In order to understand the performance of each of these possible solutions a two stage evaluation approach has been adopted.

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 Firstly, the TRANSYT models have been used to determine an optimum operational cycle time for each intersection. In each case a common optimal cycle time has been used for each of the three signalled junctions.  These revised operational cycle times have then been used within the AIMSUN models, in combination with the proposed physical improvements, to recalculate average travel delays, average travel times and average travel speeds within the whole system, both under congested and uncongested traffic conditions.

From these two sets of analysis, Figures 14.10 to 14.13 set out revised traffic signal timings, revised traffic flow demand levels and revised Degrees of Saturation at each of the stop lines within the intersection.

Tables 14.4 and 14.5 then provide a summary of the operational performance of each solution in the morning peak hour and evening peak hour periods.

A video based version of the morning and evening peak hour Option 1 and Option 2 AIMSUN models is attached to this report.

From examination of Figures 14.10 to 14.13 it will be seen that: In Option 1  through retiming the traffic light sequences and through reducing the overall intersection cycle times it has been possible to reduce the overall level of congestion at the stop lines. This is because the shorter cycle times allow much better use to be made of the internal carriageway storage areas within the Signalised Diamond interchange and to the west of this intersection.   However some of the stop lines are still operating at a Degree of Saturation exceeding 100 percent. In particular the two right turn movements for traffic exiting from the Signalised Diamond intersection onto the North - South Expressway are still congested. Some congestion also still occurs on the external approaches to the intersections

In Option 2  Through widening the internal right turn reservoirs within the Signalised Diamond interchange the internal queuing problems within the Signalled Diamond interchange are reduced. Implementing this additional improvement should therefore ensure that the internal sections of the junction operate more satisfactorily in the future

 There is nonetheless still some external congestion on the approaches to the combined intersection. However, through adopting the signal timings shown in Figure 14.12 and 14.13 these external queues are relocated from the North - South Expressway arms of the intersection to the less critical east - west approaches. Delays in the evening peak hour are still quite high nevertheless.

14.9 Recommendations Neither of the two Options examined herein provides a full solution to the problems at the Auto-City intersection.

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In the short to medium term consideration should also be given to widening the two right turn bays within the Signalised Diamond interchange to two full lanes.

In terms of the longer term solutions at this intersection two important issues need to be considered:  With the opening of the Penang Second Crossing traffic patterns in this part of the State are likely to change considerably, with usage of this part of the North - South Expressway (and perhaps the Auto City intersection) falling significantly. This in itself may well reduce current congestion problems. Figure 14.4, taken from the 'Development of the Overarching Transport Master Plan Strategy Report', demonstrates this through using the 'Strategic Multi-Modal Transport Model' to compare traffic levels within the State, both before and after the opening of the Penang Second Crossing  In the longer term the opening of the North - South Expressway Link Road, coupled with the proposed improvements to the parallel Federal Highway 1, will provide a much improved range of traffic routing choices within this area, thus further reducing the overall strategic importance of the Auto City interchange.

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Figure 14.10: 2012 Option 1, Morning Peak Hour - Operational Analysis (TRANSYT) Junction 1 - Auto-City Signalised Intersection - Cycle Time = 64 seconds

J1 J1b Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) Jln Kebun Nanas J1a 59 26 1757 5000 83% J1a J1d 38 16 698 3600 73% J1c J1d J1b 26 7 100 3600 22% Jln Perusahaan J1c 26 28 873 1800 107%

Junction 2 - Western part of the Signalised Diamond Intersection - Cycle Time = 64 Seconds

J2 Enter NSE Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J2d Jln Kebun Nanas J2c 36 10 247 2000 72% J2b J2d 51 10 622 6000 60% J2a J2c J2b 2 29 1570 3000 112% Exit from NSE J2a 51 44 2216 3000 105%

Junction 3 - Eastern part of the Signalised Diamond Intersection - Cycle Time = 64 seconds

J3 Exit from NSE J3b Saturation Degree Of J3c Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J3d Jln Kebun Nanas J3b 37 14 787 3600 93% J3a J3a 56 28 2999 6000 110% J3d 25 7 245 1800 109% Enter NSE J3c 56 40 624 4000 24%

Table 12.12: 2012 Option 1, Evening Peak Hour - Operational Analysis (TRANSYT)

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Figure 14.11: 2012 Option 1, Evening Peak Hour - Operational Analysis (TRANSYT)

Junction 1 - Auto-City Signalised Intersection - Cycle Time = 66 seconds

J1 J1b Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) Jln Kebun Nanas J1a 7 13 665 5000 63% J1a J1d 45 23 1245 3600 95% J1c J1d J1b 25 15 893 3600 102% Jln Perusahaan J1c 25 43 100 1800 8%

Junction 2 - Western part of the Signalised Diamond Intersection - Cycle Time = 66 Seconds

J2 Enter NSE Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J2d Jln Kebun Nanas J2c 40 8 235 2000 86% J2b J2d 53 26 2162 6000 88% J2a J2c J2b 18 17 906 3000 111% Exit from NSE J2a 53 48 1371 3000 62%

Junction 3 - Eastern part of the Signalised Diamond Intersection - Cycle Time = 66 seconds

J3 Exit from NSE J3b Saturation Degree Of J3c Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J3d Jln Kebun Nanas J3b 35 17 819 3600 83% J3a J3a 57 16 1458 6000 94% J3d 12 18 617 1800 119% Enter NSE J3c 57 39 1780 4000 73%

Table 12.12: 2012 Option 1, Evening Peak Hour - Operational Analysis (TRANSYT)

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Figure 14.12: 2012 Option 2, Morning Peak Hour - Operational Analysis (TRANSYT)

Junction 1 - Auto-City Signalised Intersection - Cycle Time = 64 seconds

J1 J1b Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) Jln Kebun Nanas J1a 11 27 1757 5000 80% J1a J1d 62 8 698 3600 113% J1c J1d J1b 43 14 100 3600 12% Jln Perusahaan J1c 43 27 873 1800 91%

Junction 2 - Western part of the Signalised Diamond Intersection - Cycle Time = 64 Seconds

J2 Enter NSE Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J2d Jln Kebun Nanas J2c 6 14 247 3600 29% J2b J2d 25 7 622 6000 69% J2a J2c J2b 37 28 1570 3500 89% Exit from NSE J2a 25 40 2216 4500 66%

Junction 3 - Eastern part of the Signalised Diamond Intersection - Cycle Time = 64 seconds

J3 Exit from NSE J3b Saturation Degree Of J3c Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J3d Jln Kebun Nanas J3b 5 18 787 3600 74% J3a J3a 28 24 2999 6000 100% J3d 57 7 245 3500 51% Enter NSE J3c 28 36 624 4500 22%

Table 12.12: 2012 Option 1, Evening Peak Hour - Operational Analysis (TRANSYT)

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Figure 14.13: 2012 Option 2, Evening Peak Hour - Operational Analysis (TRANSYT)

Junction 1 - Auto-City Signalised Intersection - Cycle Time = 73 seconds

J1 J1b Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) Jln Kebun Nanas J1a 43 12 665 5000 75% J1a J1d 11 27 1245 3600 90% J1c J1d J1b 60 19 893 3600 90% Jln Perusahaan J1c 60 51 100 1800 8%

Junction 2 - Western part of the Signalised Diamond Intersection - Cycle Time = 73 Seconds

J2 Enter NSE Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J2d Jln Kebun Nanas J2c 8 9 235 3600 48% J2b J2d 22 29 2162 6000 88% J2a J2c J2b 56 20 906 3500 80% Exit from NSE J2a 22 54 1371 4500 37%

Junction 3 - Eastern part of the Signalised Diamond Intersection - Cycle Time = 73 seconds

J3 Exit from NSE J3b Saturation Degree Of J3c Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J3d Jln Kebun Nanas J3b 62 23 819 3600 69% J3a J3a 17 13 1458 6000 129% J3d 35 22 617 3500 59% Enter NSE J3c 17 40 1780 4500 70%

Table 12.12: 2012 Option 1, Evening Peak Hour - Operational Analysis (TRANSYT)

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Table 14.4: Predicted Average Delays, Average Travel Times and Average Travel Speeds under Options 1 and 2 - Morning Peak Hour Period

Base Option 1 Option 2

Congested Peak Hour Travel Conditions

Average Travel Time Delays (sec / veh) 168.9 80.1 70.3

Average Total Travel Times (sec / veh) 241.6 145.2 138.8

Average Travel Speeds (Km / Hr) 24.1 32.6 33.9

Uncongested Travel Conditions

Average Travel Time Delays (sec / veh) 56.4 21.5 23.3

Average Total Travel Times (sec / veh) 124.8 88.5 90.4

Average Travel Speeds (Km / Hr) 44.8 51.5 51.1

Table 14.5: Predicted Average Delays, Average Travel Times and Average Travel Speeds under Options 1 and 2 - Evening Peak Hour Period

Base Option 1 Option 2

Congested Peak Hour Travel Conditions

Average Travel Time Delays (sec / veh) 345.6 203.2 169.4

Average Total Travel Times (sec / veh) 412.3 267.8 233.0

Average Travel Speeds (Km / Hr) 17.5 27.2 28.6

Uncongested Travel Conditions

Average Travel Time Delays (sec / veh) 66.9 25.2 25.0

Average Total Travel Times (sec / veh) 132.1 89.6 89.0

Average Travel Speeds (Km / Hr) 43.2 51.6 51.8

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Figure 14.14: Future Year 2015, Two Way Vehicle Flow Changes Due to the Introduction of Committed Highway Proposals (Including the Second Penang Crossing)

Source: Figure 9.1: Development of the Overarching Transport Master Plan Strategy Report

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15 THE KOMTAR AREA OF GEORGE TOWN

15.1 Introduction This chapter sets out the findings of analysis undertaken to investigate a series of possible solutions to the current traffic congestion and pedestrian movement problems within the Komtar area of George Town

The current one way traffic system in George Town is made up of a series of signalled and free flow intersections. Traffic circulation is currently delayed by the use of long traffic signal cycle times and pedestrian movement is hindered, both through the use of these long cycle times and through the absence of pedestrian facilities at key locations within the one way system

The objectives of this analysis are to examine the current operation of the one way system and then to examine methods that might be used to reduce traffic journey times and enhance pedestrian movement.

The analysis also reviews an improvement proposal currently being promoted by 'Think City'. This proposal has so far been primarily developed from a civic planning perspective, with little attention being given to the impact that the proposals might have on traffic movement. The analysis contained herein, in respect to this 'Think City' proposal, simply attempts to quantify the extent to which its implementation might reduce traffic capacity within the Komtar area.

The current layout of the Komtar one-way system is shown in Figure 15.1

Traffic Signals

Free Flow

Pedestrian Signals

Figure 15.1: The Komtar, George Town One-Way Traffic System

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15.2 Existing Levels of Traffic Activity Classified traffic count surveys were undertaken on weekdays between 5th and 12th June 2012 to determine current levels of traffic activity within all parts of the Komtar one-way traffic system. These surveys were undertaken during the morning and evening peak periods. Data was collected in 15-minute intervals.

From these classified traffic count surveys it was determined that peak levels of traffic activity occur between 08:00 and 09.00 in the morning and 17:00 and 18:00 in the evening.

Figures 15.3 and 15.4 record peak hour traffic activity levels during these morning and evening peak hour periods at the key intersections within the Komtar one-way system.

Figure 15.2 sets out in pie chart form the average composition of traffic using the Komtar one way system.

2% 1%

Motorcycle Car

44% Truck Bus 52%

Figure 15.2: Average Morning and Evening Peak Hour Traffic Composition

15.3 Current Traffic issues At the current time there are a number of issues of concern in respect of the operation of the Komtar one-way system.  From a traffic perspective the current long cycle times employed within the one-way system give rise to unnecessary delays to traffic and also occasionally result in traffic blocking back between intersections.  From a pedestrian point of view these long cycle times also make it very difficult to cross the road. The absence of pedestrian facilities at many of the intersections also adds to these problems - Reducing traffic signal cycle times and introducing additional signalled intersections would address this issue  In addition to the above, the operation of the one-way system is impaired due to conflicts between weaving traffic, again introducing more traffic signal control would remove these weaving conflicts; and .

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Figure 15.3: Observed Morning Peak Hour Period Traffic Activity

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Figure 15.4: Observed Evening Peak Hour Period Traffic Activity

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 Finally, the operation of the one-way system is also impaired by illegal parking activities. The Enforcement Strategy proposal discussed in Chapter 8 will address these issues.

These problems are summarised in Figure 15.5.

Taxi Stands/legal /illegal car Lack of At-grade pedestrian parking on main road crossing facilities

weaving/ merging/ dispersing issue

180s weaving/ 140s merging/ dispersing issue 180s 180s 160s

160s Long traffic signal cycle times

Figure 15.5: The Current Traffic and Pedestrian Issues

15.4 Current Traffic Operational Conditions The current operation of the Komtar one-way traffic system has been analysed using both the TRANSYT and AIMSUN traffic analysis packages. TRANSYT provides the user with a detailed understanding of traffic conditions within intersections comprising of closely linked traffic signals. AIMSUN allows these issues to be further investigated in real-time terms, providing a detailed understanding of the interactions been differing traffic streams

For the purposes of using TRANSYT the current signal timings, traffic activity levels and operational characteristics of each traffic signal controlled intersection within the Komtar one-way system were input into the programme. The programme provides outputs in terms of the Degree of Saturation experienced at each traffic signal stop line. The findings of this analysis for the morning and evening peak hour periods is set out in Figures 15.6A, 15.6B, 15.7A and 15.7B.

It will be noted from these two figures that differing cycle times are currently employed within different parts of the overall traffic signal system. It will also be noted however that at the current time most of the intersections operate within their operational capacity

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Figure 15.6A: 2012 Base Year, Morning Peak Hour - Operational Analysis (TRANSYT) Junction 1 - Intersection of Jalan Magazine / Jalan Dato Keramat / Jalan Macalister - Cycle Time = 180 seconds

Saturation Degree Of Jln Macalister J1 Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J1b J1a J1c 152 175 418 1750 24% J1b 0 147 1052 2325 55% J1e 152 93 698 3000 45% J1e J1f 0 147 1386 1700 99% J1d J1f J1c Jln Magazine J1a 70 77 981 3500 65%

Saturation Degree Of Start Time Duration Start Time Duration Total Flow Flow Saturation Link (s) (s) (s) (s) (PCU/hr) (PCU/hr) (%) J1d 70 50 152 93 469 3000 20%

Junction 5 - Intersection of Jalan Ria / Lebuh Tek Soon - Cycle Time = 150 Seconds

J5 MPPP

Saturation Degree Of Start Time Duration Total Flow Flow Saturation J5a Link (s) (s) (PCU/hr) (PCU/hr) (%) J5b J5a / J5b / J5c J5c 0 120 1304 6000 27%

Junction 6 - Intersection of Jalan Magazine / Jalan Ria - Cycle Time = 160 seconds

J6 Jln Penang J ln M a g a in e Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J6b J6a 0 90 2222 6000 65% J6a J6b 95 60 750 4500 44%

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Figure 15.6B: 2012 Base Year, Morning Peak Hour - Operational Analysis (TRANSYT) Junction 7 - Intersection of Jalan Dr Lim Chwee Leong / Lebuh Lintang - Cycle Time = 140 seconds

J7 J ln L im C h e w e e L e o n g J7a

Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J7b J7b / J7c 0 113 1042 3000 43% J7c J7a 113 112 1496 4200 44%

Junction 10 - Intersection of Jalan Dr Lim Chwee Leong / Lebuh Carnarvon - Cycle Time = 180 Seconds

J10 J10a Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) Lebuh J10a 0 100 1057 3600 52% Camarvon J10b J10c J10b 105 70 238 3300 18% J10c 105 70 85 1800 12%

Junction 13 - Intersection of Jalan Magazine / Lebuh Mcnair - Cycle Time = 160 seconds

J13

Lebuh J ln M a g a z in e Saturation Degree Of McNair Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J13b J13a 0 95 2553 5600 76% J13a J13b 100 55 670 4500 43%

Junction 14 - Pedestrian Crossing on Jalan Penang - Cycle Time = 180 seconds

J14 Jln Penang

J14a Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%)

Komtar J14a 0 145 3420 6000 62%

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Figure 15.7A: 2012 Base Year, Evening Peak Hour - Operational Analysis (TRANSYT) Junction 1 - Intersection of Jalan Magazine / Jalan Dato Keramat / Jalan Macalister - Cycle Time = 180 seconds

Saturation Degree Of Jln Macalister J1 Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J1b J1a J1c 152 148 806 1750 56% J1b 0 147 1402 2325 73% J1e 152 83 771 3000 55% J1e J1f 0 147 1299 1700 93% J1d J1f J1c Jln Magazine J1a 60 87 992 3500 58% J1d 152 148 991 3000 40%

Junction 5 - Intersection of Jalan Ria / Lebuh Tek Soon - Cycle Time = 180 Seconds

J5 MPPP

Saturation Degree Of J5a Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J5b J5a / J5b / J5c J5c 0 150 1488 6000 30%

Junction 6 - Intersection of Jalan Magazine / Jalan Ria - Cycle Time = 160 seconds

J6 Jln Penang J ln M a g a in e Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J6b J6a 0 105 2812 6000 71% J6a J6b 110 50 1054 4500 73%

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Figure 15.7B: 2012 Base Year, Evening Peak Hour - Operational Analysis (TRANSYT) Junction 7 - Intersection of Jalan Dr Lim Chwee Leong / Lebuh Lintang - Cycle Time = 140 seconds

J7 J ln L im C h e w e e L e o n g J7a

Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J7b J7b / J7c 0 105 666 3000 29% J7c J7a 105 110 2417 4200 73%

Junction 10 - Intersection of Jalan Dr Lim Chwee Leong / Lebuh Carnarvon - Cycle Time = 180 Seconds

J10 J10a Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) Lebuh J10a 0 120 2046 3600 85% Camarvon J10b J10c J10b 125 50 520 3300 56% J10c 125 50 394 1800 77%

Junction 13 - Intersection of Jalan Magazine / Lebuh Mcnair - Cycle Time = 160 seconds

J13

Lebuh J ln M a g a z in e Saturation Degree Of McNair Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J13b J13a 0 110 2310 5600 59% J13a J13b 115 40 917 4500 89%

Junction 14 - Pedestrian Crossing on Jalan Penang - Cycle Time = 180 seconds

J14 Jln Penang

J14a Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) Komtar J14a 0 140 3693 6000 94%

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15.5 Development of an AIMSUN Based Micro-simulation Model In order to better understand the impact of the issues identified in Figures 15.6A, 15.6B, 15.7A and 15.7B the AIMSUN (Advanced Interactive Microscopic Simulator for Urban and Non-Urban Networks) software package was used to develop a detailed representation of the whole of the Komtar one-way traffic system. AIMSUN models were built for both the morning and evening peak hour periods.

These AIMSUN models were firstly calibrated and validated so as to ensure that, for a given set of observed inputs (i.e. traffic demand, traffic signal timings and highway geometry) each provides outputs (in terms of travel times, travel delays, queuing patterns and traffic volumes) that replicate observed conditions. These AIMSUN models have subsequently be used to examine how the Komtar one-way system will operate under changed input conditions (i.e. changed signal timings, increased traffic signal operation, changed geometry and changed network).

The following sections explain how this AIMSUN model was developed, calibrated and validated.

The modelled Base Year 2012 highway network, as included within each of the AIMSUN models, is shown in Figure 15.8. This representation was developed using geospatial data from aerial photography and CAD drawings and mirrors the actual intersection layout including correct lane widths, correct lane markings, correct entry flares and observed traffic signal timings.

Table 15.1 indicates the network link volume delay function classifications adopted for the AIMSUN modelling analysis. JKR standards and Highway Capacity Manual standards were used as the guidelines in developing these classifications.

The Base Year traffic demand matrices used within the AIMSUN model were synthesised from the available traffic movement data discussed in Section 15.2. In all, four vehicle classifications were used within the model as indicated in Figure 15.2.

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Figure 15.8: The Network Representation Used within AIMSUN

Table 15.1: Network Link Volume Delay Function Classifications

Description Typical Free Flow speed Typical Capacity (kph) (pcu/hr/lane)

100 2380

Arterial 70 1850

Collector 60 1650

Local Street 40 1100

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15.6 Model Validation The Base Year versions of morning and evening peak hour AIMSUN models were both calibrated and validated. . This calibration / validation activity is necessary so as to ensure that observed traffic conditions are replicated correctly and thus to ensure that the model can be relied upon to accurately simulate changes in traffic conditions under alternative proposals.

The behaviour of the current network is defined in terms of:  traffic flows;  travel speeds,  vehicle occupancy levels; and  queue lengths

All of these can be measured on site

Typically a value of R2 ≥ 0.95 and a slope within the range of 0.90 and 1.10 would imply that in traffic volume terms the outputs from the model match reality. A slope exceeding unity implies that the model is over predicting flows while a slope less that unity suggests that the model is under predicting observed flows.

The observed traffic counts discussed in Section 15.2 were compared with the modelled flows. It was found that the model provides an excellent validation in both peak hours as shown in Table 15.2 and Figure 15.9.

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Table 15.2: AIMSUN Model Validation Statistics

R2 Slope of linear regression AM 0.98 1.07 PM 0.97 1.10

AM Peak Observed Flow vs. Modelled Flow PM Peak Observed Flow vs. Modelled Flow 5000 y = 0.9288x 4500 2 5000 R = 0.981 y = 0.9113x 4000 4500 2 R = 0.9795 4000 3500 s s 3500 U 3000 U C C 3000 P P

d 2500 d 2500 e e l l l l e 2000 e 2000 d d o 1500 o 1500 M M 1000 1000 500 500 0 0 0 1000 2000 3000 4000 5000 0 1000 2000 3000 4000 5000 Observed PCUs Observed PCUs Cars MC Truck Bus Total Linear (Total) Cars Motorcycle Truck Bus Total Linear (Total)

Figure 15.9: AIMSUN Model, Comparison of Observed and Modelled Flows

The morning and evening peak hour versions of the Base Year AIMSUN model were also validated to ensure that queuing patterns and delay patterns on the approaches to and within the Komtar one-way system matched those observed on site. Again an excellent validation was achieved.

A video based version of both the morning and evening peak hour Base Year AIMSUN models is attached to this report.

15.7 Quantification of Existing Delays, Travel Times and Travel Speeds In using these Base Year AIMSUN models for the purpose of evaluating alternative solutions to the traffic congestion and pedestrian movement problems at the Komtar one-way system it is necessary to quantify how the intersections perform at the current time.

These comparisons are set out in Table 15.3

Table 15.3: Existing Average Delays, Travel Times and Travel Speeds

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Morning Peak Hour Evening Peak Hour Traffic Signal Traffic Signal Timings Timings

Congested Peak Hour Travel Conditions

Average Travel Time Delays (sec / veh) 189.9 83.7

Average Total Travel Times (sec / veh) 259.8 145.7

Average Travel Speeds (Km / Hr) 25.9 27.8

Uncongested Travel Conditions

Average Travel Time Delays (sec / veh) 48.7 44.9

Average Total Travel Times (sec / veh) 112.1 104.8

Average Travel Speeds (Km / Hr) 36.0 37.4

From examination of Table 15.3 it can clearly be seen that;  During both the morning and evening peak hours traffic passing through the Komtar one-way system experiences significant levels of traffic delay. This delay amounting to some 190 seconds per vehicle in the morning peak hour and some 85 seconds per vehicle in the evening peak hour.  It can also be seen, even under uncongested conditions, the adoption of long cycle times at this location imposes significant delays on all vehicles passing through these intersections

In moving forward to examine alternative solutions for the Komtar one-way system the primary objective, in traffic terms, should be to significantly reduce peak hour delays. In addition however, it should also be an objective to reduce off-peak delays.

15.8 The Possible Solutions In developing solutions two alternative new ways forward have been identified. These are as follows:

Option 1 - Option 1 is primarily based around the adoption of shorter overall cycle times. Instead of employing the current excessive morning peak hour and evening peak hour cycle times these are reduced to 106 seconds in the morning peak hour and 116 seconds in the evening peak hour.

In addition, Option 1 also includes:  changes to the traffic signal phasing arrangements at the intersection of Jalan Magazine with Jalan Penang;

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 the widening of the right turn movement from Jalan Magazine to Jalan Penang from one traffic lane to two traffic lanes; and  the widening of the exit carriageway available for the ahead movement from Jalan Dato Keramat to Jalan Penang from two lanes to three lanes.

These changed arrangements are shown in cartoon format Figure 15.10

Figure 15.10: Option 1: Reduced Traffic Signal Cycle Times and Changes to the Intersection of Jalan Magazine with Jalan Dato Keramat and Jalan Penang

Reduce traffic Signal cycle times

Widen straight movement from Jalan Dato Keramat to Jalan Penang to three traffic lanes

Widen right turn Movement from Jalan Magazine to Jalan Penang to two traffic lanes

Option 2 - Option 2 incorporates the Option 1 improvements described above, but additionally includes:  the introduction of at-grade pedestrian movements at the intersections of Jalan Dr Lim Chwee Leong with Jalan Penang and Lebuh Ria - These changes are made to assist pedestrian movement; and  The introduction of a fully signalised intersection at Jalan Penang / Lebuh Tek Soon. This change is made to improve traffic safety and assist pedestrian movement.

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This option is shown in cartoon format in Figure 15.11.

Figure 15.11: Option 2: Introducing New At-grade Pedestrian Crossing Facilities at the Intersections of Jalan Dr Lim Chwee Leong with Jalan Penang and Lebuh Ria together with the Introduction of Full Traffic Signal Control at the Intersection of Jalan Penang and Lebuh Tek Soon

Reduce traffic Signal cycle times

Introduce traffic Signals to assist Fully signalise pedestrian Intersection of movements Jalan Penang/ Lebuh Tek Soon

Widen straight movement from Jalan Dato Keramat to Jalan Penang to three traffic lanes

Widen right turn Movement from Jalan Magazine to Jalan Penang to two traffic lanes

15.9 The Operational Analysis In order to understand the performance of each of these two possible solutions a two stage evaluation approach has been adopted.  Firstly, the TRANSYT models have been used to determine an optimum operational cycle time for each intersection. In each case a common optimal cycle time has been adopted for use throughout the one-way system  These revised operational cycle times have then been used within the AIMSUN models, in combination with the proposed physical improvements, to recalculate average travel delays, average travel times and average speeds within the whole system, both under congested and uncongested traffic conditions.

From these two sets of analysis Figures 15.12A to 15.15C set out revised traffic signal timings and revised Degrees of Saturation at each of the stop lines within the Komtar one- way system.

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Tables 15.4 and 15.5 then provide a summary of the operational performance of each solution in the morning peak hour and evening peak hour periods.

A video based version of the morning and evening peak hour Option 1 and Option 2 AIMSUN models is attached to this report.

From examination of Tables 15.12A to 15.15C it will be seen that: In Option 1  From traffic perspective reducing overall cycle time and changing signal phasing will not result significant adverse impact to the junction operation performance. From pedestrian point of view however the reduced cycle time would make it more convenient to cross the road.

In option 2  the addition of at-grade pedestrian traffic signal facilities at the intersections of Jalan Dr Lim Chwee Leong with Jalan Penang and Jalan Ria, together with the introduction of full traffic signal control at the intersection of Jalan Penang and Lebuh Tek Soon has no adverse affect on the capacity of the one-way system. It does however improve pedestrian movement and road safety.

15.10 Recommendations In line with one of the aims of the study to make roads safe and user-friendly for all (including pedestrian) it is recommended that in short to medium term:  that at-grade pedestrian facilities be introduced at the intersections of Jalan Dr Lim Chwee Leong with Jalan Penang and Jalan Ria. This is compatible with the recommendations set out in Chapter 6; and.  full traffic signalisation should also be introduced at the intersection of Jalan Penang with Lebuh Tek Soon.

15.11 The 'Think City' Scheme In addition to reviewing the two options outlined above, the TRANSYT and AIMSUN models have also been used to assess the impact that introduction of 'Think City' proposals will have on traffic capacity within the Komtar one-way system.

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Figure 15.12A: 2012 Option 1, Morning Peak Hour - Operational Analysis (TRANSYT) Junction 1 - Intersection of Jalan Magazine / Jalan Dato Keramat / Jalan Macalister - Cycle Time = 106 seconds

Saturation Degree Of Jln Macalister Start Time Duration Total Flow Flow Saturation J1 Link (s) (s) (PCU/hr) (PCU/hr) (%) J1b J1c 25 86 418 1750 29% J1a J1b 28 56 1052 2325 84% J1e 25 58 698 3000 42% J1e J1f 28 56 1386 3000 86% J1d J1f J1a 89 25 981 5000 80% J1c Jln Magazine J1d 25 86 469 3000 19%

Junction 5 - Intersection of Jalan Ria / Lebuh Tek Soon - Cycle Time = 106 Seconds

J5 MPPP

Saturation Degree Of J5a Start Time Duration Total Flow Flow Saturation J5b Link (s) (s) (PCU/hr) (PCU/hr) (%) J5c J5a / J5b / J5c 40 81 1304 6000 28%

Junction 6 - Intersection of Jalan Magazine / Jalan Ria - Cycle Time = 106 seconds

Jln Penang

J6 J ln M a g a in e

Saturation Degree Of Start Time Duration Total Flow Flow Saturation J6b Link (s) (s) (PCU/hr) (PCU/hr) (%) J6a 33 56 2222 6000 69% J6a J6b 94 40 750 4500 43%

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Figure 15.12B: 2012 Option 1, Morning Peak Hour - Operational Analysis (TRANSYT) Junction 7 - Intersection of Jalan Dr Lim Chwee Leong / Lebuh Lintang - Cycle Time = 106 seconds

J7 J ln L im C h e w e e L e o n g J7a

Saturation Degree Of Start Time Duration Total Flow Flow Saturation J7b Link (s) (s) (PCU/hr) (PCU/hr) (%) J7c J7b / J7c 58 81 1042 3000 45% J7a 33 81 1496 4200 46%

Junction 10 - Intersection of Jalan Dr Lim Chwee Leong / Lebuh Carnarvon - Cycle Time = 106 Seconds

J10 J10a Saturation Degree Of Start Time Duration Total Flow Flow Saturation (s) (s) (PCU/hr) Lebuh Link (PCU/hr) (%) Camarvon J10b J10a 46 77 1057 3600 40% J10c J10b 22 19 238 3300 38% J10c 22 19 85 1800 25%

Junction 13 - Intersection of Jalan Magazine / Lebuh Mcnair - Cycle Time = 106 seconds

J13

Lebuh J ln M a g a z in e McNair Saturation Degree Of Start Time Duration Total Flow Flow Saturation J13b Link (s) (s) (PCU/hr) (PCU/hr) (%) J13a J13a 27 66 2553 5600 72% J13b 98 30 670 4500 51%

Junction 14 - Pedestrian Crossing on Jalan Penang - Cycle Time = 106 seconds

J14 Jln Penang

J14a Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) Komtar J14a 101 76 3420 6000 78%

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Figure 15.13A: 2012 Option 1, Evening Peak Hour - Operational Analysis (TRANSYT) Junction 1 - Intersection of Jalan Magazine / Jalan Dato Keramat / Jalan Macalister - Cycle Time = 116 seconds

Saturation Degree Of Jln Macalister Start Time Duration Total Flow Flow Saturation J1 Link (s) (s) (PCU/hr) (PCU/hr) (%) J1b J1c 14 96 806 1750 55% J1a J1b 19 69 1402 2325 100% J1e 14 71 771 3000 41% J1e J1f 19 69 1299 3000 72% J1d J1f J1a 93 22 992 5000 100% J1c Jln Magazine J1d 14 96 991 3000 40%

Junction 5 - Intersection of Jalan Ria / Lebuh Tek Soon - Cycle Time = 116 Seconds

J5 MPPP

J5a Saturation Degree Of Start Time Duration Total Flow Flow Saturation J5b Link (s) (s) (PCU/hr) (PCU/hr) (%) J5c J5a / J5b / J5c 73 91 1488 6000 31%

Junction 6 - Intersection of Jalan Magazine / Jalan Ria - Cycle Time = 116 seconds

Jln Penang

J6 J ln M a g a in e Saturation Degree Of Start Time Duration Total Flow Flow Saturation J6b Link (s) (s) (PCU/hr) (PCU/hr) (%) J6a 56 74 2812 6000 72% J6a J6b 19 32 1054 4500 82%

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Figure 15.13B: Option 1, Evening Peak Hour - Operational Analysis (TRANSYT) Junction 7 - Intersection of Jalan Dr Lim Chwee Leong / Lebuh Lintang - Cycle Time = 116 seconds

J7 J ln L im C h e w e e L e o n g J7a

Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J7b J7c J7b / J7c 88 91 666 3000 28% J7a 63 91 2417 4200 73%

Junction 10 - Intersection of Jalan Dr Lim Chwee Leong / Lebuh Carnarvon - Cycle Time = 116 Seconds

J10 J10a Saturation Degree Of Start Time Duration Total Flow Flow Saturation Lebuh Link (s) (s) (PCU/hr) (PCU/hr) (%) Camarvon J10b J10a 85 77 2046 3600 85% J10c J10b 51 29 520 3300 61% J10c 51 29 394 1800 85%

Junction 13 - Intersection of Jalan Magazine / Lebuh Mcnair - Cycle Time = 116 seconds

J13

Lebuh J ln M a g a z in e McNair Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J13b J13a J13a 79 65 2310 5600 73% J13b 33 41 917 4500 56%

Junction 14 - Pedestrian Crossing on Jalan Penang - Cycle Time = 116 seconds

J14 Jln Penang

J14a Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) Komtar J14a 25 86 3693 6000 82%

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Figure 15.14A: Option 2, Morning Peak Hour - Operational Analysis (TRANSYT)

Junction 1 - Intersection of Jalan Magazine / Jalan Dato Keramat / Jalan Macalister - Cycle Time = 100 seconds

Saturation Degree Of Jln Macalister Start Time Duration Total Flow Flow Saturation J1 Link (s) (s) (PCU/hr) (PCU/hr) (%) J1b J1c 16 80 418 1750 29% J1a J1b 19 51 1052 2325 87% J1e 16 53 698 3000 43% J1e J1f 19 51 1386 3000 89% J1d J1f J1a 75 24 981 5000 78% J1c Jln Magazine J1d 16 80 469 3000 19%

Junction 2 - Intersection of Jalan Penang / / Lebuh Tek Soon - Cycle Time = 100 Seconds

J2 Jln Penang

J2a Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%)

Komtar J2a 0 75 3420 6500 69%

Junction 3 - Intersection of Jalan Penang / Jalan Dr Lim Chwee Leong / Jalan Burma - Cycle Time = 100 Seconds

J3 Jln Burma Saturation Degree Of Start Time Duration Total Flow Flow Saturation J3a Link (s) (s) (PCU/hr) (PCU/hr) (%) J3b J3a 0 80 2182 3600 75% J3c J3b 80 80 1465 3600 50% J3d J3c 80 80 722 2700 33% J3d 0 80 1011 2700 46%

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Figure 15.14B: Option 2, Morning Peak Hour - Operational Analysis (TRANSYT)

Junction 4 - Intersection of Jalan Penang / Jalan Dr Lim Chwee Leong / Jalan Ria - Cycle Time = 100 Seconds

J4 Jln Burma J4b J4a J4c Saturation Degree Of Start Time Total Flow Flow Saturation Komtar Link (s) Duration (s) (PCU/hr) (PCU/hr) (%) J4a / J4b / J4d J4c 20 75 2476 5500 59% 354 J4d 20 75 400 2100 25%

Junction 5 - Intersection of Jalan Ria / Lebuh Tek Soon - Cycle Time = 100 Seconds

J5 MPPP

Saturation Degree Of J5a Start Time Duration Total Flow Flow Saturation J5b Link (s) (s) (PCU/hr) (PCU/hr) (%) J5c J5a / J5b / J5c 33 75 1304 6000 29%

Junction 6 - Intersection of Jalan Magazine / Jalan Ria - Cycle Time = 100 seconds

J6 Jln Penang J ln M a g a in e Saturation Degree Of Start Time Duration Total Flow Flow Saturation J6b Link (s) (s) (PCU/hr) (PCU/hr) (%) J6a 28 62 2222 6000 59% J6a J6b 95 28 750 4500 57%

Junction 7 - Intersection of Jalan Dr Lim Chwee Leong / Lebuh Lintang - Cycle Time = 100 Seconds

J7 J ln L im C h e w e e L e o n g J7a

Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J7b J7c J7b / J7c 25 75 1042 3000 46% J7a 25 75 1496 4200 47%

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Figure 15.14C: Option 2, Morning Peak Hour - Operational Analysis (TRANSYT)

Junction 10 - Intersection of Jalan Dr Lim Chwee Leong / Lebuh Carnarvon - Cycle Time = 100 seconds

J10 J10a Saturation Degree Of Start Time Duration Total Flow Flow Saturation Lebuh Link (s) (s) (PCU/hr) (PCU/hr) (%) Camarvon J10b J10a 34 74 1057 3600 39% J10c J10b 13 16 238 3300 42% J10c 13 16 85 1800 28%

Junction 13 - Intersection of Jalan Magazine / Lebuh Mcnair - Cycle Time = 100 Seconds

J13

Lebuh J ln M a g a z in e McNair Saturation Degree Of Start Time Duration Total Flow Flow Saturation J13b Link (s) (s) (PCU/hr) (PCU/hr) (%) J13a J13a 16 62 2553 5600 72% J13b 83 28 670 4500 51%

Junction 14 - Pedestrian Crossing on Jalan Penang - Cycle Time = 100 seconds

J14 Jln Penang

J14a Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) Komtar J14a 95 75 3420 6000 75%

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Figure 15.15A: Option 2, Evening Peak Hour - Operational Analysis (TRANSYT)

Junction 1 - Intersection of Jalan Magazine / Jalan Dato Keramat / Jalan Macalister - Cycle Time = 120 seconds

Saturation Degree Of J1 Jln Macalister Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J1b J1a J1c 119 100 806 1750 55% J1b 2 72 1402 2325 99% J1e 119 74 771 3000 41% J1e J1f 2 72 1299 3000 71% J1d J1f J1c Jln Magazine J1a 79 23 992 5000 99% J1d 119 100 991 3000 39%

Junction 2 - Intersection of Jalan Penang / / Lebuh Tek Soon - Cycle Time = 120 Seconds

J2 Jln Penang

J2a Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%)

Komtar J2a 0 95 3693 6500 71%

Junction 3 - Intersection of Jalan Penang / Jalan Dr Lim Chwee Leong / Jalan Burma - Cycle Time = 120 Seconds

J3 Jln Burma Saturation Degree Of Start Time Duration Total Flow Flow Saturation J3a Link (s) (s) (PCU/hr) (PCU/hr) (%) J3b J3a 0 100 2077 3600 69% J3c J3b 100 100 2090 3600 69% J3d J3c 100 100 1415 2700 62% J3d 0 100 1677 2700 74%

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Figure 15.15B: Option 2, Evening Peak Hour - Operational Analysis (TRANSYT)

Junction 4 - Intersection of Jalan Penang / Jalan Dr Lim Chwee Leong / Jalan Ria - Cycle Time = 120 Seconds

J4 Jln Burma J4b J4a J4c Saturation Degree Of Start Time Total Flow Flow Saturation Komtar Link (s) Duration (s) (PCU/hr) (PCU/hr) (%) J4a / J4b / J4d J4c 20 95 3767 5500 86% 354 J4d 20 95 265 2100 16%

Junction 5 - Intersection of Jalan Ria / Lebuh Tek Soon - Cycle Time = 120 Seconds

J5 MPPP

Saturation Degree Of J5a Start Time Duration Total Flow Flow Saturation J5b Link (s) (s) (PCU/hr) (PCU/hr) (%) J5c J5a / J5b / J5c 33 95 1488 6000 31%

Junction 6 - Intersection of Jalan Magazine / Jalan Ria - Cycle Time = 120 seconds

J6 Jln Penang J ln M a g a in e Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J6b J6a 7 71 2812 6000 78% J6a J6b 83 39 1054 4500 70%

Junction 7 - Intersection of Jalan Dr Lim Chwee Leong / Lebuh Lintang - Cycle Time = 120 Seconds

J7 J ln L im C h e w e e L e o n g J7a

Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J7b J7c J7b / J7c 24 95 666 3000 28% J7a 24 95 2417 4200 72%

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Figure 15.15C: Option 2, Evening Peak Hour - Operational Analysis (TRANSYT)

Junction 10 - Intersection of Jalan Dr Lim Chwee Leong / Lebuh Carnarvon - Cycle Time = 120 seconds

J10 J10a Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) Lebuh Camarvon J10b J10a 30 78 2046 3600 86% J10c J10b 113 32 520 3300 57% J10c 113 32 394 1800 80%

Junction 13 - Intersection of Jalan Magazine / Lebuh Mcnair - Cycle Time = 120 Seconds

J13

Lebuh J ln M a g a z in e McNair Saturation Degree Of Start Time Duration Total Flow Flow Saturation J13b Link (s) (s) (PCU/hr) (PCU/hr) (%) J13a J13a 8 65 2310 5600 75% J13b 78 45 917 4500 53%

Junction 14 - Pedestrian Crossing on Jalan Penang - Cycle Time = 120 seconds

J14 Jln Penang

J14a Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) Komtar J14a 115 95 3693 6000 77%

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Table 15.4: Options 1 and 2 - Predicted Average Delays, Average Travel Times and Average Travel Speeds under Options 1 and 2 - Morning Peak Hour Period

Base Option 1 Option 2

Congested Peak Hour Travel Conditions

Average Travel Time Delays (sec / veh) 189.9 74.6 78.3

Average Total Travel Times (sec / veh) 259.8 139.0 143.7

Average Travel Speeds (Km / Hr) 25.9 30.1 29.5

Uncongested Travel Conditions

Average Travel Time Delays (sec / veh) 48.7 42.1 41.9

Average Total Travel Times (sec / veh) 112.1 104.5 104.2

Average Travel Speeds (Km / Hr) 36.0 36.9 36.9

Table 15.5: Options 1 and 2 - Predicted Average Delays, Average Travel Times and Average Travel Speeds under Options 1 and 2 - Evening Peak Hour Period

Base Option 1 Option 2

Congested Peak Hour Travel Conditions

Average Travel Time Delays (sec / veh) 83.7 70.8 61.6

Average Total Travel Times (sec / veh) 145.7 133.6 122.3

Average Travel Speeds (km / Hr) 27.8 30.0 29.6

Uncongested Travel Conditions

Average Travel Time Delays (sec / veh) 44.9 37.4 38.5

Average Total Travel Times (sec / veh) 104.8 97.8 98.3

Average Travel Speeds (km / Hr) 37.4 38.5 38.1

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These proposals, termed the 'George Town Business Improvement District Scheme', have been developed by APUDG and aim to bring about a regeneration of the Komtar area. As such, a key feature of the proposals is that they seek to transform Komtar from a traffic dominated area into a pedestrian friendly location. This is done through introducing a much greener environment, improving facilities for Public Transport and pedestrians and removing general traffic from the southern section of Jalan Ria and from Lebuh Lintang. These proposals are shown in Figure 15.16.

To assess the impacts of this scheme on traffic movement the proposals have been analysed using the two traffic assessment packages. Firstly, TRANSYT has been used to assess the capacity impacts that are likely to be associated with reducing traffic capacity within the one-way traffic system and then AIMSUN has been used to assess traffic delays, traffic travel times and traffic speeds.

These assessments have shown that if traffic demand within the Komtar one-way system remains at current levels then the proposed reductions in available road space will have the impact of significantly increasing queuing, both on the approach roads leading into Komtar and within the one-way system. This is particularly the case in the evening peak hour period.

The TRANSYT analysis, showing resulting traffic demand and Degrees of Saturation at each of the stop lines that make up the intersections within the Komtar one-way system are set out in Figures 15.17A to 15.18C. The findings of the AIMSUN analysis, showing resulting average travel delays, total travel times and average travel speeds are set out in Tables 15.6 to 15.7. Video based versions of the morning and evening peak hour 'Think City' Plan AIMSUN models are attached to this report. The models show traffic behaviour under both current day traffic demands and under a reduced traffic demand, as discussed below.

Based on the information provided above it has been concluded that traffic demand within the Komtar area will need to be reduced by some 35 percent if these proposals are to be acceptable. This in effect means that some 35 percent of the traffic currently using the Komtar area in the morning and evening peak hour periods will need to reroute onto other roads to the east and west. In the context of the current road network and the current prevailing levels of public transport mode share such traffic reductions are unlikely to be acceptable.

Within the context of the 'Recommended Transport Master Plan Strategy' however, with:  the George Town Outer Bypass having been constructed;  new tram based public transport services being operational;  extensive parking controls and travel demand management measures being in place; and  the ferry services being upgraded and extended then such an aspiration may be achievable.

In this context it recommended that the 'Think City' proposals, in their current form or in some modified form, should be considered as a possible long term solution to improving pedestrian conditions within the Komtar area. In the short to medium term however it is recommended that the proposals contained within Options 1 and 2 be taken forward, perhaps in combination with some of the less intrusive features of the 'Think City' Plan.

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Figure 15.16: The Think City Proposals, Komtar One Way System

Traffic signal

Traffic signal Bus only lane

Pedestrian road

Traffic signal

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Figure 15.17A: The 'Think City' Plan, Morning Peak Hour - Operational Analysis (TRANSYT)

Junction 1 - Intersection of Jalan Magazine / Jalan Dato Keramat / Jalan Macalister - Cycle Time = 120 seconds

J1 Jln Macalister Saturation Degree Of Start Time Duration Total Flow Flow Saturation (s) (s) (PCU/hr) (PCU/hr) (%) J1b Link J1a J1a 32 38 1118 4500 76% J1b 70 52 1052 3600 66%

J1e J1e 75 47 705 3600 49% J1d J1f J1f 32 90 2340 1800 171% J1c Jln Magazine J1c 32 90 887 3600 32%

Junction 2 - Intersection of Jalan Penang / / Lebuh Tek Soon - Cycle Time = 120 Seconds

J2 Jln Penang

J2a Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%)

Komtar J2a 31 85 4373 5400 113%

Junction 3 - Intersection of Jalan Penang / Jalan Dr Lim Chwee Leong / Jalan Burma - Cycle Time = 120 Seconds

J3 Jln Burma Saturation Degree Of Start Time Duration Total Flow Flow Saturation J3a Link (s) (s) (PCU/hr) (PCU/hr) (%) J3b J3a 0 103 2182 2700 93% J3c J3b 103 103 2257 2700 96% J3d J3c 103 103 722 2700 31% J3d 0 103 1018 2700 44%

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Figure 15.17B: The 'Think City' Plan, Morning Peak Hour - Operational Analysis (TRANSYT) Junction 4 - Intersection of Jalan Penang / Jalan Dr Lim Chwee Leong / Jalan Ria - Cycle Time = 120 Seconds

J4 Jln Burma J4b J4a J4c

Saturation Degree Of Komtar Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J4a / J4b / 354 J4c 30 95 3275 5400 76%

Junction 6 - Intersection of Jalan Magazine / Jalan Ria - Cycle Time = 120 seconds

J6 Jln Penang

J ln M a g a in e Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J6b J6a 8 85 3804 5400 98% J6b 98 25 145 4500 15% J6a

Junction 10 - Intersection of Jalan Dr Lim Chwee Leong / Lebuh Carnarvon - Cycle Time = 120 seconds

J10 Saturation Degree Of Start Time Duration Total Flow Flow Saturation J10e J10a J10d Link (s) (s) (PCU/hr) (PCU/hr) (%) J10a 0 68 1057 3000 61% Lebuh J10b 73 22 238 3300 38% Camarvon J10b J10e 0 68 724 1800 70% J10c J10d 0 68 883 1800 85% J10c 73 22 85 1800 25%

Junction 12 - Intersection of Jalan Magazine / Lebuh Carnarvon - Cycle Time = 120 seconds

J12 Jln Penang

J ln M a g a in e Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J12a J12b 15 72 2305 7200 53% J12a 92 38 879 7400 37% J12b

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Figure 15.17C: The 'Think City' Plan, Morning Peak Hour - Operational Analysis (TRANSYT) Junction 13 - Intersection of Jalan Magazine / Lebuh Mcnair - Cycle Time = 120 Seconds

J13

Lebuh J ln M a g a z in e McNair Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J13b J13a J13a 10 75 3134 5400 92% J13b 90 35 670 4500 50%

Junction 14 - Pedestrian Crossing on Jalan Penang - Cycle Time = 120 seconds

J14 Jln Penang

J14a Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%)

Komtar J14a 32 95 4373 5400 101%

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Figure 15.18A: The 'Think City' Plan, Evening Peak Hour - Operational Analysis (TRANSYT)

Junction 1 - Intersection of Jalan Magazine / Jalan Dato Keramat / Jalan Macalister - Cycle Time = 110 seconds

J1 Jln Macalister Saturation Degree Of Start Time Duration Total Flow Flow Saturation (s) (s) (PCU/hr) (PCU/hr) (%) J1b Link J1a J1a 96 23 1129 4500 115% J1b 9 57 1402 3600 74%

J1e J1e 14 52 777 3600 45% J1d J1f J1f 96 80 1869 1800 141% J1c Jln Magazine J1c 96 80 1797 3600 68%

Junction 2 - Intersection of Jalan Penang / / Lebuh Tek Soon - Cycle Time = 110 Seconds

J2 Jln Penang

J2a Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J2a 87 75 4263 5400 114% Komtar

Junction 3 - Intersection of Jalan Penang / Jalan Dr Lim Chwee Leong / Jalan Burma - Cycle Time = 110 Seconds

J3 Jln Burma Saturation Degree Of Start Time Duration Total Flow Flow Saturation J3a Link (s) (s) (PCU/hr) (PCU/hr) (%) J3b J3a 0 93 2077 2700 90% J3c J3b 93 93 2660 2700 115% J3d J3c 93 93 1415 2700 61% J3d 0 93 1683 2700 73%

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Figure 15.18B: The 'Think City' Plan, Evening Peak Hour - Operational Analysis (TRANSYT)

Junction 4 - Intersection of Jalan Penang / Jalan Dr Lim Chwee Leong / Jalan Ria - Cycle Time = 110 Seconds

J4 Jln Burma J4b J4a J4c

Saturation Degree Of Komtar Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J4a / J4b / 354 J4c 30 85 4343 5400 103%

Junction 6 - Intersection of Jalan Magazine / Jalan Ria - Cycle Time = 110 seconds

J6 Jln Penang J ln M a g a in e Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J6b J6a 68 75 4249 5400 114% J6a J6b 38 25 192 4500 18%

Junction 10 - Intersection of Jalan Dr Lim Chwee Leong / Lebuh Carnarvon - Cycle Time = 110 seconds

J10 Saturation Degree Of Start Time Duration Total Flow Flow Saturation J10a Link (s) (s) (PCU/hr) (PCU/hr) (%) J10a 80 53 2046 3000 139% Lebuh J10b 28 27 515 3300 61% Camarvon J10b J10e 80 53 1049 1800 119% J10c J10d 80 53 671 1800 76% J10c 28 27 394 1800 86%

Junction 12 - Intersection of Jalan Magazine / Lebuh Carnarvon - Cycle Time = 120 seconds

J12 Jln Penang J ln M a g a in e Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J12a J12b 50 60 1589 7200 40% J12b J12a 5 40 1744 7400 63%

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Figure 15.18C: The 'Think City' Plan, Evening Peak Hour - Operational Analysis (TRANSYT)

Junction 13 - Intersection of Jalan Magazine / Lebuh Mcnair - Cycle Time = 110 Seconds

J13

Lebuh J ln M a g a z in e McNair Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%) J13b J13a J13a 50 77 3333 5400 87% J13b 22 23 917 4500 93%

Junction 14 - Pedestrian Crossing on Jalan Penang - Cycle Time = 110 seconds

J14 Jln Penang

J14a Saturation Degree Of Start Time Duration Total Flow Flow Saturation Link (s) (s) (PCU/hr) (PCU/hr) (%)

Komtar J14a 84 85 4263 5400 101%

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Table 15.6: The 'Think City' Plan - Predicted Average Delays, Average Travel Times and Average Travel Speeds - Morning Peak Hour Period

Base 'Think City' Plan

Congested Peak Hour Travel Conditions

Average Travel Time Delays (sec / veh) 189.9 256

Average Total Travel Times (sec / veh) 259.8 357.1

Average Travel Speeds (Km / Hr) 25.9 22.9

Uncongested Travel Conditions

Average Travel Time Delays (sec / veh) 48.7 55.8

Average Total Travel Times (sec / veh) 112.1 126.3

Average Travel Speeds (Km / Hr) 36.0 33.7

Table 15.7: The 'Think City' Plan - Predicted Average Delays, Average Travel Times and Average Travel Speeds - Evening Peak Hour Period

Base 'Think City' Plan

Congested Peak Hour Travel Conditions

Average Travel Time Delays (sec / veh) 83.7 547.3

Average Total Travel Times (sec / veh) 145.7 655.7

Average Travel Speeds (Km / Hr) 27.8 19.3

Uncongested Travel Conditions

Average Travel Time Delays (sec / veh) 44.9 57.2

Average Total Travel Times (sec / veh) 104.8 124.5

Average Travel Speeds (Km / Hr) 37.4 33.5

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Appendix A

Details of Highway Functionality

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AJC Planning Consultants Sdn Bhd Singapore Cruise Centre Pte Ltd Pejabat Setiausaha Kajian/ Master Plan bagi Pengangkutan dan Kerajaan Pengurusan Lalu Lintas Pulau Pinang Negeri Pulau - The Highway Improvement Plan Pinang

Function Level Public Highway Corridor Street Name Highway Section Good Vehicle Private Vehicle Transport Pedestrian Cyclist Movement Movement Vehicle Movement Movement Movement State Boundary to Jalan Bertam / North - South Expressway Link Road 1 1 5 5 5 Jalan Bertam / North - South Expressway Link Road to Jalan Sungai Dua / 1 1 5 5 5 Butterworth Outer Ring Road Jalan Sungai Dua / Butterworth Outer Ring Road to Jalan Permatang Pauh 1 1 5 5 5 Jalan Permatang Pauh to Butterworth - Kulim Expressway (BKE) / Jalan 1 1 5 5 5 Jelawat Butterworth - Kulim Expressway (BKE) / Jalan Jelawat to Jalan Siakap 1 1 5 5 5 Jalan Siakap to Jalan Baru 1 1 5 5 5 Expressway 1 North - South Expressway Jalan Baru to Jalan Perusahaan / Jambatan Pulau Pinang 1 1 5 5 5 Jalan Perusahaan / Jambatan Pulau Pinang to Persimpangan Juru 1 1 5 5 5 Persimpangan Juru to Jalan Batu Kawan / Jalan Bukit Tambun / New Link 1 1 5 5 5 Jalan Batu Kawan / Jalan Bukit Tambun / New Link to North - South 1 1 5 5 5 Expressway Link Road / Penang Second Crossing Approach Roads North - South Expressway Link Road / Penang Second Crossing Approach 1 1 5 5 5 Roads to Jalan Nibong Tebal / Penang Second Crossing Approach Roads Jalan Nibong Tebal / Penang Second Crossing Approach Roads to State 1 1 5 5 5 Boundary State Boundary to Jalan Mengkuang Interchange 1 1 5 5 5 Jalan Mengkuang Interchange to Kg. Petani Interchange 1 1 5 5 5 Kg. Petani Interchange to North - South Expressway Link Road 1 1 5 5 5 Butterworth - Kulim Expressway (BKE) Kg. Petani Interchange to Jalan Permatang Nibong 1 1 5 5 5 North - South Expressway Link Road to Jalan Permatang Pauh 1 1 5 5 5 Expressway 15 Jalan Permatang Pauh to North - South Expressway 1 1 2 5 5 North - South Expressway to Jalan Tenggiri 3 2 2 5 5 Jalan Jelawat Jalan Tenggiri to Jalan Todak 3 2 2 5 5 Jalan Todak to Jalan Siram / Jalan Sungai Nyior 3 3 2 5 3 Jalan Siram / Jalan Sungai Nyior to Jalan Bagan Luar 3 3 2 3 3 Jalan Heng Choon Thean Jalan Bagan Luar to Butterworth Outer Ring Road 3 3 5 5 3 Jalan Baru / Jalan Chai Leng Park / Jalan Perusahaan to Jalan Assumption 1 1 5 5 5 Jalan Assumption to George Town - Butterworth Ferry / Jalan Chain Ferry 1 1 5 5 5 George Town - Butterworth Ferry / Jalan Chain Ferry to Jalan Heng Choon 1 1 5 5 5 Expressway 17 Butterworth Outer Ring Road Thean Jalan Heng Choon Thean to Third Crossing 1 1 5 5 5 Third Crossing to Jalan Bagan Ajam / Jalan Telok Air Tawar 1 1 5 5 5 Jalan Bagan Ajam / Jalan Telok Air Tawar to Jalan Raja Uda 1 1 4 5 5

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Function Level Public Highway Corridor Street Name Highway Section Good Vehicle Private Vehicle Transport Pedestrian Cyclist Movement Movement Vehicle Movement Movement Movement Jalan Raja Uda to Jalan Bagan Lalang / Jalan Sungai Puyu 1 1 4 5 5 Expressway 17 (Cont.) Butterworth Outer Ring Road Jalan Bagan Lalang / Jalan Sungai Puyu to Jalan Sungai Lokan 1 1 4 5 5 Jalan Sungai Lokan to Jalan Sungai Dua / North - South Expressway 1 1 4 5 5 Lebuhraya Tun Dr. Lim Chong Eu to Jalan Perusahaan / North - South Expressway 36 Existing Penang Bridge 1 1 4 5 5 Expressway Jalan Teluk Ipil State Boundary to Jalan Ooi Kar Seng 2 2 4 5 3 Jalan Atas Jalan Ooi Kar Seng to Jalan Bukit Panchor 2 2 4 5 3 Jalan Bukit Panchor to North - South Expressway / Penang Second Crossing 2 2 4 5 3 Approach Roads Jalan Nibong Tebal North - South Expressway / Penang Second Crossing Approach Roads to Jalan 2 2 4 5 3 Changkat Jalan Changkat to Jalan Sungai Baong 2 2 4 5 3 Jalan Sungai Baong to Jalan Junjung - Tasek 3 2 4 4 3 Jalan Besar Jalan Junjung - Tasek to New Link 3 2 4 4 3 New Link to Jalan Simpang Ampat Tasek 3 2 4 4 3 Jalan Besar to Jalan Bukit Tambun 3 2 4 4 3 Jalan Simpang Ampat Tasek Jalan Bukit Tambun to Jalan Tasek 3 2 3 4 3 Jalan Tasek to Jalan Permatang Tinggi 3 2 2 4 3 Jalan Simpang Ampat Tasek to Jalan Rozhan 3 2 2 4 3 Jalan Permatang Tinggi Jalan Rozhan to Jalan Bukit Minyak 3 2 2 4 3 Federal Highway 1 Jalan Permatang Tinggi to Jalan Perindustrian Bt. Minyak 3 2 2 4 3 Jalan Bukit Minyak Jalan Perindustrian Bt. Minyak to Jalan Juru 3 2 2 4 3 Jalan Juru to Jalan Alma 3 2 2 4 3 Jalan Alma to Persimpangan Juru 3 2 2 4 3 Jalan Bukit Tengah Persimpangan Juru to Jalan Kebun Sireh 2 2 2 4 3 Jalan Kebun Sireh to Jalan Kg. Pmtg. Batu / Jalan Permatang Pauh 3 2 2 4 3 Jalan Kg. Pmtg. Batu / Jalan Permatang Pauh to North - South Expressway 3 2 2 4 3 Jalan Baru North - South Expressway to Jalan Kurau 1 1 2 4 4 Jalan Kurau to Jalan Perusahaan / Butterworth Outer Ring Road 1 1 2 4 4 Jalan Perusahaan / Butterworth Outer Ring Road to Jalan Todak 3 3 2 4 3 Jalan Chai Leng Park Jalan Todak to Jalan Bagan Dato 3 3 2 4 3 Jalan Chain Ferry Jalan Bagan Dato to Jalan New Ferry 3 3 2 4 3 Jalan New Ferry Jalan Chain Ferry to Jalan Assumption / Jalan Sungai Nyior 3 3 2 4 3 Jalan Chain Ferry Jalan Assumption / Jalan Sungai Nyior to Jalan Bagan Luar 3 3 2 3 3 Jalan Bagan Luar Jalan Chain Ferry to Jalan Heng Choon Thean 3 3 2 3 3

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Function Level Public Highway Corridor Street Name Highway Section Good Vehicle Private Vehicle Transport Pedestrian Cyclist Movement Movement Vehicle Movement Movement Movement Jalan Bagan Luar Jalan Heng Choon Thean to Jalan Telaga Air 3 3 3 3 3 Jalan Bagan Ajam Jalan Telaga Air to Butterworth Outer Ring Road 3 3 3 4 3 Butterworth Outer Ring Road to Jalan Permatang Tok Gelam 3 2 3 4 3 Jalan Telok Air Tawar Jalan Permatang Tok Gelam to Jalan Penaga 3 2 3 5 3 Jalan Penaga to Jalan Permatang Binjai / Jalan Permatang Kuala 3 2 3 5 3 Jalan Permatang Sintok Jalan Permatang Binjai / Jalan Permatang Kuala to Jalan Permatang Bogak / 3 2 3 5 3 Federal Highway 1 (Continued) Jalan Permatang Rambai Jalan Permatang Bogak / Jalan Permatang Rambai to Jalan Padang Kelab / Jalan Butterworth 2 2 3 5 3 Jalan Perak Jalan Padang Kelab / Jalan Perak to Jalan Datuk Haji Ahmad Badawi 3 2 3 4 3 Jalan Kedah Jalan Datuk Haji Ahmad Badawi to Jalan Paya Keladi 3 2 3 4 3 Jalan Paya Keladi to Jalan Permatang Damar 3 2 5 5 3 Jalan Bumbong Lima Jalan Permatang Damar to State Boundary 3 2 5 5 3 Jalan Datuk Keramat / Jalan Macalister / Jalan Magazine / Jalan Penang / to 3 4 5 3 3 Lebuh Macallum Jalan Gurdwara Lebuh Macallum to Jalan Sungai 3 4 5 4 3 Jalan Sungai to Lebuh Sandilands 3 4 1 5 3 Lebuh Sandilands Jalan Gurdwara to Lebuh Mcnair 3 4 1 4 3 Jalan Magazine to Lebuh Macallum 3 4 5 3 3 Lebuh Mcnair Lebuh Macallum to Lebuh Sandilands 3 4 5 4 3 Lebuh Sandilands Lebuh Mcnair to Jalan C. Y. Choy 3 4 1 4 3 Jalan C. Y. Choy Lebuh Sandilands to Jalan Jelutong 3 4 1 4 3 Jalan Gurdwara Jalan Jelutong to Lebuh Sandilands 3 4 1 4 3 Jalan C. Y. Choy to Jalan Sungai Pinang 3 4 1 4 3 Federal Highway 6 Jalan Sungai Pinang to Lorong Perak 3 4 1 3 3 Lorong Perak to Jalan Lenggong 3 4 1 3 3 Jalan Jelutong Jalan Lenggong to Jalan Perak / Jalan Tan Sri Teh Ewe Lim 3 4 1 3 3 Jalan Perak / Jalan Tan Sri Teh Ewe Lim to Lebuhraya Gelugor 3 4 1 3 3 Lebuhraya Gelugor to Jalan Masjid Negeri / Jalan Tengku Kudin 3 4 1 4 3 Jalan Masjid Negeri / Jalan Tengku Kudin to George Town Outer Bypass 3 3 1 4 3 George Town Outer Bypass to Hilir Pemancar 3 2 1 5 3 Hilir Pemancar to Jambatan Pulau Pinang 3 2 1 4 3 Jalan Sultan Azlan Shah Jambatan Pulau Pinang to Jalan Sungai Dua 3 2 1 4 3 Jalan Sungai Dua to Lorong Sungai Dua 3 2 1 4 3 Lorong Sungai Dua to Jalan Aziz Ibrahim / Jalan Sungai Dua 3 2 1 4 3

In Association with 217

A CH2M HILL COMPANY Halcrow Consultants Sdn Bhd

Function Level Public Highway Corridor Street Name Highway Section Good Vehicle Private Vehicle Transport Pedestrian Cyclist Movement Movement Vehicle Movement Movement Movement Jalan Aziz Ibrahim / Jalan Sungai Dua to Jalan Kampung Relau 3 2 1 4 3 Jalan Sultan Azlan Shah Jalan Kampung Relau to Lebuhraya Sungai Nibong 3 2 1 4 3 Lebuhraya Sungai Nibong to Jalan Kampung Relau 3 3 4 4 3 Jalan Tun Dr. Awang Jalan Kampung Relau to Jalan Bukit Gambir 3 3 4 4 3 Jalan Bukit Gambir to Jalan Dato` Ismail Hashim / Jalan Tun Dr Awang 3 3 2 4 3 Jalan Sultan Azlan Shah Lebuhraya Sungai Nibong to Jalan Kampung Jawa / Jalan Mahsuri 2 2 1 4 3 Lebuhraya Tun Dr. Lim Chong Eu / Persiaran Bayan Indah to Jalan Tun Dr. Lebuhraya Sungai Nibong 2 2 4 4 3 Awang Jalan Kampung Jawa / Jalan Mahsuri to Lebuhraya Kampung Jawa 2 2 1 4 3 Lebuhraya Kampung Jawa to Jalan Tengah 2 2 1 4 3 Jalan Tengah to Hilir Sg. Keluang 4 2 2 1 4 3 Jalan Sultan Azlan Shah Hilir Sg. Keluang 4 to Jalan Mayang Pasir 2 2 1 4 3 Jalan Mayang Pasir to Jalan Tun Dr. Awang 2 2 1 4 3 Jalan Tun Dr. Awang to Jalan Dato Ismail Hashim 3 2 4 4 3 Jalan Dato Ismail Hashim to Jalan Permatang Damar Laut 3 2 4 4 3 Jalan Permatang Damar Laut to Jalan Gertak Sanggul 3 3 4 4 3 Jalan Teluk Kumbar Jalan Gertak Sanggul to Jalan Kampung Masjid 3 3 4 4 3 Federal Highway 6 (Continued) Jalan Kampung Masjid to Jalan Balik Pulau 3 3 4 5 3 Jalan Balik Pulau Jalan Teluk Kumbar to Jalan Kampung Terang / Jalan Sungai Nipah 3 3 4 5 3 Jalan Genting Jalan Kampung Terang / Jalan Sungai Nipah to Jalan Balik Pulau 3 3 4 4 3 Jalan Balik Pulau Jalan Genting to Jalan Penara Bukit 3 3 4 4 3 Jalan Sungai Pinang Jalan Penara Bukit to Jalan Baru 3 3 4 4 3 Jalan Sungai Rusa Jalan Baru to Jalan Pantai Acheh 3 3 4 4 3 Jalan Pantai Acheh to North Coast Pair Road 3 4 4 5 5 Jalan Teluk Bahang North Coast Pair Road to Jalan Teluk Bahang (E-W) 3 4 4 4 4 Jalan Teluk Bahang (N-S) to Jalan Batu Feringgi 3 4 3 4 3 Jalan Teluk Bahang to North Coast Pair Road 3 4 3 1 1 Jalan Batu Feringgi North Coast Pair Road to North Coast Pair Road 3 4 3 1 1 North Coast Pair Road to Jalan Tanjung Bunga 3 4 3 4 3 Jalan Batu Feringgi to Jalan Lembah Permai 3 4 1 4 3 Jalan Tanjung Bunga Jalan Lembah Permai to Jalan Tanjung Tokong 3 4 1 4 3 Jalan Tanjung Bunga to Jalan Gajah 3 4 1 4 3 Jalan Tanjung Tokong Jalan Gajah to E and O Link Road (North) 3 4 1 4 3 E and O Link Road (north) to E and O Development Loop Road (north) 3 4 1 4 3

In Association with 218

A CH2M HILL COMPANY Halcrow Consultants Sdn Bhd

Function Level Public Highway Corridor Street Name Highway Section Good Vehicle Private Vehicle Transport Pedestrian Cyclist Movement Movement Vehicle Movement Movement Movement E and O Development Loop Road (north) to Jalan Gajah 3 4 1 4 3 Jalan Tanjung Tokong Jalan Gajah to Jalan Fettes 3 4 1 4 3 Jalan Fettes to Jalan Bagan Jermal / Persiaran Gurney 3 4 1 4 3 Jalan Bagan Jermal / Persiaran Gurney to Lebuhraya Maktab 3 4 5 2 2 Lebuhraya Maktab to Lorong Maktab 3 4 5 2 2 Jalan Kelawei Lorong Maktab to Jalan Cantonment / Jalan Pemenang 3 4 5 2 2 Jalan Cantonment / Jalan Pemenang to Jalan Pangkor / Persiaran Gurney 3 4 3 4 3 Jalan Pangkor / Persiaran Gurney to Jalan Arraton 3 3 3 4 3 Jalan Arraton to Jalan Clove Hall 3 3 5 4 3 Jalan Sultan Ahmad Shah Jalan Clove Hall to Jalan Larut 3 3 3 4 3 Jalan Larut to Jalan Transfer 3 3 5 4 3 Jalan Transfer to Lebuh Farquhar 3 3 5 3 3 Jalan Sultan Ahmad Shah to Jalan Penang 3 3 5 3 3 Lebuh Farquhar Jalan Penang to Bayview Hotel Access Road 3 3 1 2 2 Bayview Hotel Access Road Lebuh Farquhar (N) to Lebuh Farquhar (S) 3 3 5 2 2 Lebuh Farquhar Bayview Hotel Access Road to Jalan Penang 3 3 1 2 2 Jalan Sultan Ahmad Shah Jalan Penang to Lebuh Farquhar 3 3 5 3 3 Federal Highway 6 (Continued) Lebuh Farquhar to Jalan Sri Bahari 3 4 1 1 1 Jalan Sri Bahari to Jalan Argyll / Lebuh Chulia 3 4 1 1 1 Jalan Argyll / Lebuh Chulia to Jalan Hutton / Lebuh Campbell 3 4 1 1 1 Jalan Penang Jalan Hutton / Lebuh Campbell to Lebuh Dickens 3 4 1 1 1 Lebuh Dickens to Lebuh Kimberly 3 4 1 1 1 Lebuh Kimberly to Jalan Burma 3 4 1 1 1 Jalan Burma to Jalan Ria 3 3 1 2 2 Jalan Lim Chwee Leong Jalan Ria to Lebuh Lintang 3 3 1 2 2 Lebuh Lintang to Lebuh Carnavon 3 3 1 3 3 Jalan Carnavon Lebuh Carnavon to Jalan Magazine 3 3 5 3 3 Jalan Carnavon to Lebuh Mcnair 3 3 1 3 3 Lebuh Mcnair to Lebuh Lintang 3 3 1 3 3 Jalan Magazine Lebuh Lintang to Jalan Ria 3 3 1 2 2 Jalan Ria to Jalan Datuk Keramat / Jalan Gurdwara / Jalan Macalister 3 3 1 2 2 Jalan Datuk Keramat / Jalan Gurdwara / Jalan Macalister to Jalan Lim Chwee Jalan Penang 3 3 1 2 2 Leong Jalan Burma Jalan Penang / Jalan Lim Chwee Leong to Jalan Transfer 3 4 1 2 2

In Association with 219

A CH2M HILL COMPANY Halcrow Consultants Sdn Bhd

Function Level Public Highway Corridor Street Name Highway Section Good Vehicle Private Vehicle Transport Pedestrian Cyclist Movement Movement Vehicle Movement Movement Movement Jalan Burma to Lebuh Dickens 3 4 4 3 3 Lebuh Dickens to Jalan Hutton 3 4 4 3 3 Federal Highway 6 (Continued) Jalan Transfer Jalan Hutton to Jalan Argyll 3 4 4 3 3 Jalan Argyll to Jalan Sri Bahari 3 4 4 3 3 Jalan Sri Bahari to Jalan Sultan Ahmad Shah 3 4 5 3 3 Jalan Perusahaan (E-W) to Jalan Baru / Jalan Chai Leng Park / Butterworth Federal Highway 3112 Jalan Perusahaan 3 3 3 4 3 Outer Ring Road Jalan Batu Maung / Penang Second Crossing to Hilir Sg. Keluang 1 1 1 5 5 5 Hilir Sg. Keluang 1 to Lebuhraya Kampung Jawa 1 1 2 5 5 Lebuhraya Kampung Jawa to Jalan Kampung Jawa 1 1 2 5 5 Jalan Kampung Jawa to Lebuhraya Sungai Nibong / Persiaran Bayan Indah 1 1 2 5 5 (south) Lebuhraya Sungai Nibong / Persiaran Bayan Indah (south) to Jalan Aziz 1 1 2 5 5 Ibrahim Jalan Aziz Ibrahim to Persiaran Bayan Indah (north) 1 1 5 5 5 Federal Highway 3113 Lebuhraya Tun Dr. Lim Chong Eu Persiaran Bayan Indah (north) to Jambatan Pulau Pinang 1 1 4 5 5 Jambatan Pulau Pinang to George Town Outer Bypass 1 1 4 5 5 George Town Outer Bypass to Jalan Tengku Kudin 2 2 4 5 3 Jalan Tengku Kudin to Jalan Sungai Pinang 2 2 1 5 3 Jalan Sungai Pinang to Gat Lebuh Cecil 3 3 4 4 3 Gat Lebuh Cecil to Lebuh Macallum 3 3 4 4 3 Lebuh Macallum to Gat Lebuh Noordin 3 3 4 4 3 Gat Lebuh Noordin to Jalan Magazine 3 3 4 4 3 Jalan Magazine to Gat Jalan Prangin / Pengkalan Weld 3 3 1 4 3 Jalan Permatang Sintok / Jalan Telok Air Tawar to Jalan Permatang Kuala 3 4 4 5 5 Jalan Penaga Jalan Permatang Kuala to Jalan Permatang Rambai 3 4 4 5 5 State Highway 1 Jalan Permatang Rambai to Jalan Pasir Gebu 3 4 4 5 5 Jalan Pasir Gebu to Jalan Rantau Pangang 3 4 5 5 5 Jalan Permatang Bendahari Jalan Rantau Pangang to Jalan Pulau Mertajam 3 4 4 5 5 Jalan Sri Bukit / Jalan Sungai Rambai to Jalan Muthu Palaniapan 3 3 3 3 3 Jalan Arumugam Pillai Jalan Muthu Palaniapan to Jalan Ciku / Jalan Datuk Ooh Chooi Cheng 3 3 3 2 2 Jalan Ciku / Jalan Datuk Ooh Chooi Cheng to Jalan Aston 3 3 4 2 2 State Highway 3 Jalan Tanah Liat Jalan Aston to Jalan Berapit 3 3 3 3 3 Jalan Sungai Semambu Jalan Berapit to Jalan Kubang Semang 3 3 3 4 3 Jalan Kubang Semang Jalan Sungai Semambu to Jalan Permatang Nibong 3 3 3 4 3

In Association with 220

A CH2M HILL COMPANY Halcrow Consultants Sdn Bhd

Function Level Public Highway Corridor Street Name Highway Section Good Vehicle Private Vehicle Transport Pedestrian Cyclist Movement Movement Vehicle Movement Movement Movement Jalan Kubang Semang Jalan Permatang Nibong to Jalan Kubang Ulu 3 3 3 5 3 Jalan Guar Perahu Jalan Kubang Ulu to Jalan Padang Menora 3 3 4 4 3 Jalan Padang Menora Jalan Guar Perahu to Jalan Jarak 3 3 4 5 3 Jalan Jarak to Jalan Pokok Tampang 3 3 4 5 3 Jalan Lahar Yooi Jalan Pokok Tampang to Jalan Sungai Dua 3 3 5 5 3 Jalan Sungai Dua to Jalan Permatang Hj Hassan 3 3 4 5 3 Jalan Pokok Sena State Highway 3 (Cont.) Jalan Permatang Hj Hassan to Jalan Pokok Machang 3 3 4 5 3 Jalan Pokok Machang to Jalan Datuk Haji Ahmad Badawi / Jalan Permatang Jalan Pongsu Seribu 3 3 4 4 3 Buloh Jalan Datuk Haji Ahmad Badawi / Jalan Permatang Buloh to Jalan Permatang Jalan Perak 3 3 4 4 3 Bogak Jalan Permatang Bogak Jalan Perak to Jalan Butterworth / Jalan Permatang Sintok 3 3 5 5 3 Jalan Permatang Rambai Jalan Butterworth / Jalan Permatang Sintok to Jalan Penaga 3 4 4 5 5 Jalan Tanjung Bunga to North Coast Pair Road 3 4 3 4 4 Jalan Lembah Permai State Highway 4 North Coast Pair Road to Jalan Fettes 3 4 5 4 4 Jalan Fettes Jalan Lembah Permai to Jalan Mount Erskine 3 4 5 4 4 Jalan Butterworth / Jalan Kedah / Jalan Padang Kelab to Jalan Permatang State Highway 5 Jalan Perak 3 3 4 4 3 Bogak Jalan Telaga Air Jalan Bagan Ajam / Jalan Bagan Luar to Jalan Raja Uda / Jalan Siram 3 3 4 3 3 Jalan Raja Uda / Jalan Siram to Jalan Fettes 3 3 4 4 3 Jalan Bagan Dato to Jalan Bagan Lalang 3 3 4 4 3 Jalan Bagan Lalang to North - South Expressway 3 3 4 5 3 State Highway 7 North - South Expressway to Jalan Kubang Semang 3 2 4 5 3 Jalan Permatang Pauh Jalan Kubang Semang to Butterworth - Kulim Expressway (BKE) 3 2 4 4 3 Butterworth - Kulim Expressway (BKE) to Jalan Permatang Nibong 3 2 2 4 3 Jalan Permatang Nibong to Jalan Baru / Jalan Bukit Tengah / Jalan Kg. Pmtg. 3 2 2 4 3 Batu Jalan Dato Ismail Hashim / Jalan Sungai Ara to Jalan Tun Dr Awang / Jalan Jalan Bayan 3 4 3 4 4 Tun Dr. Awang State Highway 8 Jalan Tun Dr Awang / Jalan Tun Dr. Awang to Persiaran Mahsuri 3 4 2 4 4 Jalan Tengah Persiaran Mahsuri to Jalan Mayang Pasir 3 4 2 4 4 Jalan Mayang Pasir to Jalan Sultan Azlan Shah 3 4 2 4 4 Jalan Permatang Damar Laut Jalan Teluk Kumbar to Jalan Batu Maung 3 2 4 4 3 State Highway 10 Jalan Permatang Damar Laut to Lebuhraya Tun Dr. Lim Chong Eu / Penang Jalan Batu Maung 3 2 4 4 3 Second Crossing

In Association with 221

A CH2M HILL COMPANY Halcrow Consultants Sdn Bhd

Function Level Public Highway Corridor Street Name Highway Section Good Vehicle Private Vehicle Transport Pedestrian Cyclist Movement Movement Vehicle Movement Movement Movement State Highway 10 (Cont.) Jalan Batu Maung Lebuhraya Tun Dr. Lim Chong Eu / Penang Second Crossing to Jalan Baru 3 4 3 4 4 Jalan Kampung Pisang / Jalan Pasar to Lebuhraya Thean Teik 3 4 1 4 3 Jalan Paya Terubong Lebuhraya Thean Teik to proposed Tram Terminus 3 4 1 4 3 Proposed Tram terminus to Air Itam - Relau Pair Road / Jalan Tun Sardon 3 4 3 4 3 State Highway 11 Air Itam - Relau Pair Road / Jalan Tun Sardon to Air Itam - Relau Pair Road 3 4 3 5 3 Jalan Relau Air Itam - Relau Pair Road to Jalan Dato Ismail Hashim / Jalan Dato` Ismail 3 3 3 4 3 Hashim Jalan Baru / Jalan Bukit Tengah / Jalan Permatang Pauh to Jalan Padang Jalan Kg. Pmtg. Batu 3 3 2 4 3 Lalang Jalan Permatang Rawa Jalan Padang Lalang to Jalan Muthu Palaniapan 3 3 2 4 3 Jalan Ciku Jalan Muthu Palaniapan to Jalan Arumugam Pillai 3 3 2 3 3 State Highway 12 Jalan Datuk Ooh Chooi Cheng Jalan Arumugam Pillai to Jalan Chee Bee Noor 3 3 2 1 1 Jalan Chee Bee Noor to Jalan Maju 3 3 2 4 3 Jalan Maju to Jalan Rozhan 2 2 2 4 3 Jalan Kulim Jalan Rozhan to Jalan Besar 2 2 2 4 3 Jalan Besar to Jalan Sungai Lembu 2 2 5 5 3 Jalan Paya Terubong Jalan Kampung Pisang / Jalan Pasar to Jalan Balik Pulau 3 3 1 1 1 Jalan Balik Pulau to Jalan Stesen Bukit Bendera 3 4 1 3 3 Jalan Air Itam Jalan Stesen Bukit Bendera to Jalan Kampung Melayu / Jalan Sempadan 3 4 1 3 3 Jalan Kampung Melayu / Jalan Sempadan to Jalan Thean Teik 3 4 1 4 3 Jalan Kampung Baru Jalan Thean Teik to Jalan Batu Lancang / Jalan Padang Tembak 3 3 1 4 3 Jalan Batu Lancang / Jalan Padang Tembak to Jalan Masjid Negeri / Jalan 3 3 1 4 3 Scotland State Highway 13 Jalan Air Itam Jalan Masjid Negeri / Jalan Scotland to Jalan Tereugganu 3 3 1 4 3 Jalan Tereugganu to Jalan Datuk Keramat 3 3 1 4 3 Jalan Air Itam to Jalan Utama 3 3 1 4 3 Jalan Utama to Jalan Perak 3 3 1 3 3 Jalan Datuk Keramat Jalan Perak to Jalan Petania 3 3 1 3 3 Jalan Petania to Jalan Gurdwara / Jalan Macalister / Jalan Magazine / Jalan 3 3 1 2 2 Penang / Air Itam - Relau Pair Road / Jalan Paya Terubong / Jalan Relau to Jalan State Highway 14 Jalan Tun Sardon 2 2 3 5 3 Penara Bukit Jalan Aziz Ibrahim / Jalan Sultan Azlan Shah to Jalan Pekaka 1 3 4 2 3 3 State Highway 15 Jalan Sungai Dua Jalan Pekaka 1 to Lorong Sungai Dua 3 4 2 2 2 Lorong Sungai Dua to Jalan Sultan Azlah Shah / Jalan Sultan Azlan Shah 3 4 2 3 3

In Association with 222

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Function Level Public Highway Corridor Street Name Highway Section Good Vehicle Private Vehicle Transport Pedestrian Cyclist Movement Movement Vehicle Movement Movement Movement State Highway 16 Jalan Sungai Nipah Jalan Balik Pulau / Jalan Genting / Jalan Kampung Terang to Jln Sungai Baru 3 4 5 4 4 Jalan Perusahaan (N-S) to Jambatan Pulau Pinang / North - South Expressway 3 3 3 4 3 Jalan Perusahaan State Highway 17 Jambatan Pulau Pinang / North - South Expressway to Persimpangan Juru 3 3 3 4 3 Unknown Persimpangan Juru to Jalan Juru / Jalan Kebun Baru 3 4 3 4 4 Jalan Bukit Tengah to Jalan Maju 2 2 3 4 3 Jalan Kebun Sireh Jalan Maju to Jalan Padang Lalang 3 3 3 4 3 State Highway 18 Jalan Sungai Rambai Jalan Padang Lalang to Jalan Arumugam Pillai 3 3 3 4 3 Jalan Sri Bukit Jalan Arumugam Pillai to Jalan Maju 3 4 4 4 4 Jalan Megat Harun Jalan Maju to Jalan Alma 3 4 4 4 4 Jalan Tengku Kudin Lebuhraya Tun Dr. Lim Chong Eu to Jalan Jelutong / Jalan Sultan Azlan Shah 3 3 1 4 3 Jalan Jelutong / Jalan Sultan Azlan Shah to Jalan Yeop Chor Ee 3 3 1 4 3 Jalan Yeop Chor Ee to Lebuhraya Batu Lancang 3 3 1 4 3 Lebuhraya Batu Lancang to Jalan Gangsa / Jalan Tan Sri Teh Ewe Lim 3 3 1 4 3 Jalan Masjid Negeri Jalan Gangsa / Jalan Tan Sri Teh Ewe Lim to Jalan Batu Lancang / Jalan 3 3 1 4 3 Hamilton Jalan Batu Lancang / Jalan Hamilton to Jalan Free School 3 3 1 4 3 Jalan Free School to Jalan Air Itam 3 3 1 4 3 State Highway 19 Jalan Scotland Jalan Air Itam to Jalan Cantonment 3 3 1 4 3 Jalan Utama Jalan Cantonment to Jalan Macalister 3 3 1 4 3 Jalan Macalister Jalan Utama to Jalan Cantonment 3 3 1 4 3 Jalan Cantonment Jalan Macalister to Jalan Scotland 3 3 5 4 3 Jalan Macalister to Jalan Brown 3 3 1 4 3 Jalan Utama Jalan Brown to Jalan Air Terjun 3 3 1 4 3 Jalan Gottlieb Jalan Air Terjun to Jalan Burma / Jalan Mount Erskine 3 3 1 3 3 Jalan Burma / Jalan Mount Erskine to Jalan Kelawei / Jalan Tanjung Tokong / Jalan Bagan Jermal 3 3 1 3 3 Persiaran Gurney State Highway 100 Jalan Pasir Gebu Jalan Pulau Mertajam to Jalan Penaga / Jalan Permatang Bendahari 3 4 5 5 5 State Highway 101 Jalan Pulau Mertajam Jalan Permatang Bendahari to Jalan Pasir Gebu 3 4 4 5 5 State Highway 102 Jalan Rantau Pangang Jalan Permatang Bendahari to State Boundary 3 4 5 5 5 Jalan Kedah to Jalan Bertam Indah 1 3 4 3 5 5 Jalan Paya Keladi State Highway 110 Jalan Bertam Indah 1 to Jalan Pinang Tunggal 3 4 3 5 5 Jalan Pinang Tunggal Jalan Paya Keladi to Jalan Tasek Gelugor 3 4 5 5 5 State Highway 112 Jalan Tasek Gelugor Jalan Ara Kuda / Jalan Hashim Awang to Jalan Pinang Tunggal 3 4 4 5 5 State Highway 116 Jalan Jarak Jalan Lahar Yooi / Jalan Padang Menora to Jalan Ara Kuda 3 4 5 4 4 State Highway 118 Jalan Lunas Jalan Ara Kuda to State Boundary 3 4 4 5 5

In Association with 223

A CH2M HILL COMPANY Halcrow Consultants Sdn Bhd

Function Level Public Highway Corridor Street Name Highway Section Good Vehicle Private Vehicle Transport Pedestrian Cyclist Movement Movement Vehicle Movement Movement Movement Jalan Pokok Machang Jalan Pokok Sena / Jalan Pongsu Seribu to Jalan Hashim Awang 3 4 4 5 5 Jalan Pokok Machang to Jalan Kubang Menerong / Jalan Pokok Tampang 3 4 4 5 5 Jalan Hashim Awang State Highway 119 Jalan Kubang Menerong / Jalan Pokok Tampang to Jalan Tasek Gelugor 3 4 4 5 5 Jalan Tasek Gelugor to Jalan Jarak / Jalan Lunas 3 4 5 5 5 Jalan Ara Kuda Jalan Jarak / Jalan Lunas to Jalan Kubang Ulu / Jalan Mengkuang 3 4 4 5 5 North - South Expressway / North - South Expressway Link Road to Jalan Jalan Bertam 3 4 4 5 5 Kubang Menerong State Highway 123 Jalan Kubang Menerong Jalan Bertam to Jalan Hashim Awang 3 4 4 5 5 Jalan Pokok Tampang Jalan Hashim Awang to Jalan Lahar Yooi 3 4 4 5 5 Jalan Simpang Ampat Tasek to Jalan Besar 3 4 3 4 4 State Highway 124 Jalan Tasek Jalan Besar to Jalan Junjung - Tasek 3 4 3 4 4 Jalan Kubang Ulu Jalan Guar Perahu / Jalan Kubang Semang to Jalan Ara Kuda 3 4 4 4 4 Jalan Ara Kuda to Butterworth - Kulim Expressway (BKE) 3 4 4 5 5 State Highway 129 Jalan Mengkuang Butterworth - Kulim Expressway (BKE) to Jalan Berapit 3 4 4 5 5 Jalan Sungai Lembu Jalan Berapit to Jalan Kulim 3 4 5 5 5 Jalan Mengkuang / Jalan Sungai Lembu to Jalan Sungai Semambu / Jalan State Highway 131 Jalan Berapit 3 4 5 5 5 Tanah Liat State Highway 134 Jalan Sungai Baong Jalan Besar / Jalan Nibong Tebal to State Boundary 3 4 5 5 5 Jalan Kulim to Jalan Alma 3 3 3 4 3 State Highway 139 Jalan Rozhan Jalan Alma to Jalan Permatang Tinggi 3 3 3 4 3 State Highway 141 Jalan Besar Jalan Kulim to Jalan Tasek 3 4 5 5 5 Jalan Besar to Jalan Tasek 3 4 5 5 5 State Highway 145 Jalan Junjung - Tasek Jalan Tasek to State Boundary 3 4 3 5 5 State Highway 146 Jalan Bukit Panchor Jalan Atas / Jalan Nibong Tebal to State Boundary 3 4 5 5 5 Jalan Nibong Tebal to Penang Second Crossing Approach Roads 3 4 5 5 5 State Highway 162 Jalan Changkat Penang Second Crossing Approach Roads to Jalan Ooi Kar Seng 3 4 5 5 5 Jalan Simpang Ampat Tasek to Jalan Perindustrian Bt. Minyak 2 2 3 4 3 Jalan Bukit Tambun Jalan Perindustrian Bt. Minyak to North - South Expressway / New Link 2 2 3 4 3 State Highway 172 North - South Expressway / New Link to Penang Second Crossing Approach 2 2 3 5 3 Jalan Batu Kawan Roads Penang Second Crossing Approach Roads to Batu Kawan 3 4 5 5 5 State Highway 175 Jalan Ooi Kar Seng Jalan Changkat to Jalan Atas / Jalan Teluk Ipil 3 4 5 4 4 State Highway 176 Jalan Juru Jalan Bukit Minyak to Jalan Kebun Baru 3 4 3 4 4 Jalan Batu Kawan / Jalan Bukit Tambun / North - South Expressway to Jalan State Highway 177 Jalan Paboi 3 2 5 5 3 Besar

In Association with 224

A CH2M HILL COMPANY Halcrow Consultants Sdn Bhd

Function Level Public Highway Corridor Street Name Highway Section Good Vehicle Private Vehicle Transport Pedestrian Cyclist Movement Movement Vehicle Movement Movement Movement Jalan Rozhan to Jalan Megat Harun 3 4 4 4 4 State Highway 178 Jalan Alma Jalan Megat Harun to Jalan Bukit Minyak / Jalan Bukit Tengah 3 4 4 4 4 State Highway 183 Jalan Kebun Baru Ujong Bukit to Jalan Juru 3 4 5 4 4 Jalan Permatang Pauh to Jalan Permatang Pasir 3 4 5 5 5 State Highway 188 Jalan Kubang Semang Jalan Permatang Pasir to Jalan Guar Perahu / Jalan Kubang Ulu 3 4 3 4 4 Jalan Assumption Butterworth Outer Ring Road to Jalan Chain Ferry / Jalan New Ferry 3 4 5 3 3 Jalan Chain Ferry / Jalan New Ferry to Jalan Bagan Dato / Jalan Heng Choon Jalan Sungai Nyior 3 4 5 3 3 Thean State Highway 191 Jalan Bagan Dato / Jalan Heng Choon Thean to Jalan Permatang Pauh / Jalan Jalan Siram 3 4 4 4 4 Telaga Air Jalan Raja Uda Jalan Permatang Pauh / Jalan Telaga Air to Butterworth Outer Ring Road 3 4 5 4 4 Jalan Sungai Puyu Jalan Bagan Lalang / Butterworth Outer Ring Road to Jalan Pekan Darat 3 4 4 4 4 Jalan Sungai Lokan Jalan Pekan Darat to Butterworth Outer Ring Road 3 4 4 4 4 State Highway 198 North - South Expressway / Butterworth Outer Ring Road to Jalan Sungai Dua Jalan Sungai Dua 3 4 4 5 5 (E) Jalan Permatang Pasir Jalan Sungai Dua to Jalan Kubang Semang 3 4 3 5 5 Jalan Pekan Darat (N-S) to Jalan Permatang Buloh / Jalan Permatang Sungai Jalan Pekan Darat 3 4 5 5 5 State Highway 200 Dua Jalan Permatang Hj Hassan Jalan Permatang Buloh / Jalan Permatang Sungai Dua to Jalan Pokok Sena 3 4 5 5 5 Jalan Permatang Sungai Dua Jalan Sungai Dua to Jalan Pekan Darat / Jalan Permatang Hj Hassan 3 4 3 4 4 Jalan Pekan Darat / Jalan Permatang Hj Hassan to Jalan Perak / Jalan Pongsu Jalan Permatang Buloh 3 4 3 4 4 State Highway 203 Seribu Jalan Perak / Jalan Pongsu Seribu to Jalan Bertam / Jalan Padang Kelab 3 4 3 3 3 Jalan Datuk Haji Ahmad Badawi Jalan Bertam / Jalan Padang Kelab to Jalan Kedah 3 4 3 3 3 State Highway 204 Jalan Permatang Tok Gelam Jalan Telok Air Tawar to Jalan Pekan Darat / Jalan Permatang Binjai 3 4 4 5 5 State Highway 205 Jalan Sungai Dua Jalan Lahar Yooi / Jalan Pokok Sena to Jalan Permatang Sungai Dua 3 4 4 5 5 Jalan Sungai Lokan / Jalan Sungai Puyu to Jalan Pekan Darat (E-W) 3 4 4 4 4 Jalan Pekan Darat Jalan Pekan Darat (E-W) to Jalan Permatang Tok Gelam 3 4 4 5 5 State Highway 207 Jalan Permatang Binjai Jalan Permatang Tok Gelam to Jalan Permatang Sintok 3 4 4 5 5 Jalan Permatang Kuala Jalan Permatang Sintok to Jalan Penaga 3 4 5 5 5 Lebuhraya Thean Teik Jalan Paya Terubong to Air Itam - Relau Pair Road 3 4 3 4 3 Air Itam - Relau Pair Road to Jalan Kampung Pisang / George Town Outer 2 2 3 4 3 State Highway 212 Bypass Jalan Thean Teik Jalan Kampung Pisang / George Town Outer Bypass to Jalan Air Itam / Jalan 3 3 5 4 3 Kampung Baru

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Function Level Public Highway Corridor Street Name Highway Section Good Vehicle Private Vehicle Transport Pedestrian Cyclist Movement Movement Vehicle Movement Movement Movement Persiaran Bayan Indah to Lebuhraya Tun Dr. Lim Chong Eu 3 4 5 5 5 State Highway 218 Jalan Aziz Ibrahim Lebuhraya Tun Dr. Lim Chong Eu to Jalan Sultan Azlan Shah / Jalan Sungai 3 4 2 4 4 Dua Jalan Dato Ismail Hashim Jalan Sultan Azlan Shah / Jalan Teluk Kumbar to Jalan Sungai Ara 3 3 4 4 3 Jalan Sungai Ara Jalan Dato Ismail Hashim to Jalan Bayan 3 3 3 4 3 State Highway 220 Jalan Bayan to Jalan Relau 3 3 3 3 3 Jalan Dato Ismail Hashim Jalan Relau to Jalan Tun Dr Awang / Jalan Tun Dr. Awang 3 3 5 3 3 Jalan Padang Tembak Jalan Air Itam / Jalan Batu Lancang / Jalan Kampung Baru to Jalan Sempadan 3 4 5 4 4 State Highway 221 Jalan Sempadan Jalan Padang Tembak to Jalan Air Itam / Jalan Kampung Melayu 3 4 5 4 4 State Highway 224 Jalan Gertak Sanggul Jalan Teluk Kumbar to Jalan Kampung Masjid 3 4 4 4 4 Jalan Sultan Azlan Shah to Jalan Bayan / Jalan Tengah 3 3 5 4 3 State Highway 231 Jalan Tun Dr. Awang Jalan Bayan / Jalan Tengah to Jalan Mahsuri 3 3 2 4 3 Jalan Mahsuri to Jalan Dato` Ismail Hashim / Jalan Tun Dr. Awang 3 3 2 4 3 State Highway 235 Jalan Kampung Masjid Jalan Gertak Sanggul to Jalan Teluk Kumbar 3 4 4 4 4 State Highway 237 Jalan Sungai Baru Jalan Baru / Jalan Sungai Nipah to Jalan Kampung Perlis 3 4 4 4 4 Jalan Balik Pulau / Jalan Genting / Jalan Sungai Nipah to Jalan Datuk Lim State Highway 239 Jalan Kampung Terang 3 4 4 4 4 Choong Koi State Highway 243 Jalan Pantai Acheh Jalan Sungai Rusa / Jalan Teluk Bahang to K. Pantai Aceh 3 4 4 4 4 E and O Development Loop Jalan Fettes / Jalan Tanjung Tokong to E and O Link Roads 3 4 3 4 4 Road Jalan Tanjung Tokong to E and O Link Roads 3 4 3 4 4 Jalan C. Y. Choy / Jalan Lim Chwee Leong / Lebuh Pantai to Lebuhraya Tun Gat Jalan Prangin 3 3 1 3 3 Dr. Lim Chong Eu / Pengkalan Weld Gat Lebuh Cecil Lebuhraya Tun Dr. Lim Chong Eu to Jalan C. Y. Choy 3 4 1 4 4 Pengkalan Weld to Lebuh Victoria 3 4 5 2 2 Gat Lebuh Cina Lebuh Victoria to Lebuh Pantai 3 4 5 2 2 Gat Lebuh Noordin Jalan C. Y. Choy to Lebuhraya Tun Dr. Lim Chong Eu 3 4 5 3 3 George Town - Butterworth Ferry Pengkalan Weld to Jalan Chain Ferry / Butterworth Outer Ring Road 3 4 1 5 5 Jalan Sultan Azlan Shah to Jalan Bukit Gambir / Jalan Yeop Chor Ee / George Hilir Pemancar 3 4 3 4 4 Town Outer Bypass Hilir Sg. Keluang 1 Lebuhraya Tun Dr. Lim Chong Eu to Lintang Bayan Lepas 6 3 4 2 4 4 Hilir Sg. Keluang 2 Lintang Bayan Lepas 6 to Hilir Sg. Keluang 4 3 4 2 4 4 Hilir Sg. Keluang 4 Hilir Sg. Keluang 2 to Jalan Sultan Azlan Shah 3 4 2 4 4 Jalan Air Terjun Jalan Gottlieb / Jalan Utama to Botanical Gardens 3 4 3 2 2 Jalan Perak to Jalan Macalister 3 3 5 4 3 Jalan Anson Jalan Macalister to Jalan Burma / Jalan Larut 3 4 5 4 4

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Function Level Public Highway Corridor Street Name Highway Section Good Vehicle Private Vehicle Transport Pedestrian Cyclist Movement Movement Vehicle Movement Movement Movement Jalan Penang / Lebuh Chulia to Jalan Transfer 3 4 5 3 3 Jalan Argyll Jalan Transfer to Jalan Larut 3 4 5 3 3 Jalan Arraton Jalan Burma to Jalan Sultan Ahmad Shah 3 4 5 3 3 Jalan Aston Jalan Arumugam Pillai / Jalan Tanah Liat to Jalan Chee Bee Noor 3 3 5 3 3 Jalan Bagan Dato Jalan Chain Ferry / Jalan Chai Leng Park to Jalan Permatang Pauh 3 3 3 4 3 Jalan Bagan Lalang Jalan Sungai Puyu / Butterworth Outer Ring Road to Jalan Permatang Pauh 3 4 4 4 4 Jalan Balik Pulau Jalan Pasar to Jalan Air Itam / Jalan Paya Terubong 3 4 1 1 1 Lorong Batu Maung to Jalan Batu Maung 3 4 3 4 4 Jalan Baru Jalan Sungai Nipah to Jalan Sungai Pinang / Jalan Sungai Rusa 3 4 4 4 4 Jalan Air Itam / Jalan Kampung Baru / Jalan Padang Tembak to Lebuhraya 3 4 5 4 4 Jalan Batu Lancang Thean Teik Lebuhraya Thean Teik to Jalan Hamilton / Jalan Masjid Negeri 3 4 3 4 4 North - South Expressway / North - South Expressway Link Road to Jalan 2 2 4 4 3 Jalan Bertam Bertam Indah 1 Jalan Bertam Indah 1 to Jalan Datuk Haji Ahmad Badawi / Jalan Padang Kelab 2 2 4 3 3 Jalan Bertam Indah 1 Jalan Paya Keladi to Jalan Bertam 3 4 4 5 5 Jalan Brown Jalan Utama to Jalan Burma 3 4 5 4 4 Hilir Pemancar / Jalan Yeop Chor Ee / George Town Outer Bypass to Jalan 3 3 3 4 3 Jalan Bukit Gambir Pekaka 1 Jalan Pekaka 1 to Jalan Tun Dr. Awang 3 3 2 4 3 Jalan Transfer to Lorong Selamat 3 4 1 2 2 Lorong Selamat to Jalan Anson / Jalan Larut 3 4 1 2 2 Jalan Anson / Jalan Larut to Jalan Clove Hall 3 4 1 3 3 Jalan Clove Hall to Jalan Arraton 3 4 1 3 3 Jalan Arraton to Jalan Pangkor 3 4 1 3 3 Jalan Pangkor to Jalan Perak 3 3 1 4 3 Jalan Burma Jalan Perak to Lebuhraya Codrington 3 4 1 4 3 Lebuhraya Codrington to Jalan Cantonment 3 4 1 3 3 Jalan Cantonment to Lorong Maktab 3 4 1 2 2 Lorong Maktab to Lebuhraya Maktab 3 4 1 3 3 Lebuhraya Maktab to Jalan Brown 3 4 1 3 3 Jalan Brown to Jalan Bagan Jermal / Jalan Gottlieb / Jalan Mount Erskine 3 4 1 3 3 Gat Jalan Prangin / Jalan Lim Chwee Leong / Lebuh Pantai to Jalan Magazine 3 4 1 3 3 Jalan C. Y. Choy Jalan Magazine to Gat Lebuh Noordin 3 4 1 3 3 Gat Lebuh Noordin to Lebuh Macallum 3 4 1 3 3

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Function Level Public Highway Corridor Street Name Highway Section Good Vehicle Private Vehicle Transport Pedestrian Cyclist Movement Movement Vehicle Movement Movement Movement Lebuh Macallum to Gat Lebuh Cecil 3 4 1 4 4 Jalan C. Y. Choy (Cont.) Gat Lebuh Cecil to Lebuh Sandilands 3 4 1 4 4 Jalan Macalister to Jalan Burma 3 4 3 4 4 Jalan Cantonment Jalan Burma to Jalan Kelawei / Jalan Pemenang 3 4 3 2 2 George Town - Butterworth Ferry / Butterworth Outer Ring Road to Jalan Jalan Chain Ferry 3 3 2 5 3 Bagan Luar Jalan Chee Bee Noor Jalan Aston to Jalan Datuk Ooh Chooi Cheng / Jalan Kulim 3 3 5 5 3 Jalan Clove Hall Jalan Sultan Ahmad Shah to Jalan Burma 3 4 5 3 3 Jalan Datuk Lim Choong Koi Jalan Kampung Perlis to Jalan Kampung Terang 3 4 4 4 4 Jalan Dunn Jalan Perak to Lebuhraya Peel 3 4 5 4 4 Jalan Fettes Jalan Tanjung Tokong to Jalan Mount Erskine 3 4 3 4 4 Jalan Perak / Lorong Perak to Jalan Hamilton / Jalan Terengganu 3 4 3 4 4 Jalan Free School Jalan Hamilton / Jalan Terengganu to Jalan Masjid Negeri 3 4 3 4 4 Jalan Gajah Jalan Tanjung Tokong to Jalan Tanjung Tokong 3 4 3 4 4 Jalan Gangsa Jalan Masjid Negeri / Jalan Tan Sri Teh Ewe Lim to Bukit Rumani 3 4 3 4 4 Jalan Free School / Jalan Terengganu to Jalan Batu Lancang / Jalan Masjid Jalan Hamilton 3 4 3 4 4 Negeri Jalan Larut to Jalan Transfer 3 4 5 3 3 Jalan Hutton Jalan Transfer to Jalan Penang / Lebuh Campbell 3 4 5 3 3 Jalan Kampung Jawa Jalan Mahsuri / Jalan Sultan Azlan Shah to Lebuhraya Tun Dr. Lim Chong Eu 3 4 3 4 4 Jalan Kampung Melayu Jalan Air Itam / Jalan Sempadan to Jalan Pisang Rastali 3 4 5 4 4 Jalan Kampung Perlis Jalan Datuk Lim Choong Koi to Jalan Sungai Baru 3 4 4 4 4 Jalan Pasar / Jalan Paya Terubong to Jalan Pisang Rastali 3 4 3 4 4 Jalan Kampung Pisang Jalan Pisang Rastali to Jalan Thean Teik / George Town Outer Bypass 3 4 3 4 4 Jalan Kampung Relau Jalan Sultan Azlan Shah to Jalan Tun Dr. Awang 3 4 5 4 4 Jalan Kurau Jalan Baru to Jalan Siakap / Jalan Tenggiri 3 4 5 4 4 Jalan Anson / Jalan Burma to Jalan Hutton 3 4 3 3 3 Jalan Larut Jalan Hutton to Jalan Argyll 3 4 5 3 3 Jalan Argyll to Jalan Sultan Ahmad Shah 3 4 3 3 3 Jalan Lenggong Jalan Jelutong to Jalan Perak 3 4 5 4 4 Jalan Carnavon / Lebuh Carnavon to Gat Jalan Prangin / Jalan C. Y. Choy / Jalan Lim Chwee Leong 3 3 1 3 3 Lebuh Pantai Jalan Datuk Keramat / Jalan Gurdwara / Jalan Magazine / Jalan Penang / to 3 4 1 2 2 Jalan Macalister Lorong Selamat Lorong Selamat to Jalan Anson 3 4 1 2 2

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Function Level Public Highway Corridor Street Name Highway Section Good Vehicle Private Vehicle Transport Pedestrian Cyclist Movement Movement Vehicle Movement Movement Movement Jalan Anson to Jalan Perak 3 3 1 4 3 Jalan Macalister (Cont.) Jalan Perak to Jalan Residensi / Lebuhraya Codrington / Lebuhraya Peel 3 3 1 4 3 Jalan Residensi / Lebuhraya Codrington / Lebuhraya Peel to Jalan Cantonment 3 4 1 4 4 Jalan Carnavon to Jalan C. Y. Choy 3 3 1 3 3 Jalan Magazine Jalan C. Y. Choy to Lebuhraya Tun Dr. Lim Chong Eu 3 3 1 3 3 Jalan Tun Dr Awang to Persiaran Mahsuri 3 4 4 4 4 Jalan Mahsuri Persiaran Mahsuri to Jalan Mayang Pasir 3 4 4 4 4 Jalan Mayang Pasir to Jalan Kampung Jawa / Jalan Sultan Azlan Shah 3 4 5 4 4 Jalan Kulim to Jalan Megat Harun / Jalan Sri Bukit 2 2 3 4 3 Jalan Maju Jalan Megat Harun / Jalan Sri Bukit to Jalan Kebun Sireh 2 2 3 4 3 Jalan Mahsuri to Jalan Tengah 3 4 4 4 4 Jalan Mayang Pasir Jalan Tengah to Jalan Sultan Azlan Shah 3 4 5 4 4 Jalan Mount Erskine Jalan Bagan Jermal / Jalan Burma / Jalan Gottlieb to Jalan Fettes 3 4 3 4 4 Jalan Muthu Palaniapan Jalan Arumugam Pillai to Jalan Ciku / Jalan Permatang Rawa 3 3 4 3 3 Jalan P. Ramlee Jalan Perak / Jalan Sungai Pinang to Jalan Terengganu / Jalan Tereugganu 3 4 3 4 4 Jalan Butterworth / Jalan Kedah / Jalan Perak to Jalan Bertam / Jalan Datuk Jalan Padang Kelab 2 2 4 3 3 Haji Ahmad Badawi Jalan Kg. Pmtg. Batu / Jalan Permatang Rawa to Jalan Kebun Sireh / Jalan Jalan Padang Lalang 3 3 5 4 3 Sungai Rambai Jalan Kelawei / Jalan Sultan Ahmad Shah / Persiaran Gurney to Jalan Burma 3 3 1 4 3 Jalan Pangkor Jalan Burma to Jalan Perak / Lebuhraya Peel 3 3 1 4 3 Jalan Pasar Jalan Kampung Pisang / Jalan Paya Terubong to Jalan Balik Pulau 3 4 1 1 1 Jalan Pekaka 1 Jalan Sungai Dua to Jalan Bukit Gambir 3 4 2 4 4 Jalan Pemenang Jalan Cantonment / Jalan Kelawei to Persiaran Gurney 3 4 5 2 2 Jalan Penang Lebuh Farquhar to Jalan Sultan Ahmad Shah / Lebuh Farquhar 3 4 1 1 1 Jalan Penara Bukit Jalan Balik Pulau / Jalan Sungai Pinang to Jalan Tun Sardon 3 3 3 2 2 Jalan Jelutong / Jalan Tan Sri Teh Ewe Lim to Jalan Lenggong 3 4 3 4 4 Jalan Lenggong to Jalan Free School / Lorong Perak 3 4 5 4 4 Jalan Free School / Lorong Perak to Jalan P. Ramlee / Jalan Sungai Pinang 3 4 3 4 4 Jalan P. Ramlee / Jalan Sungai Pinang to Jalan Datuk Keramat 3 3 1 4 3 Jalan Perak Jalan Datuk Keramat to Jalan Anson 3 3 1 4 3 Jalan Anson to Jalan Macalister 3 3 1 4 3 Jalan Macalister to Jalan Dunn 3 3 1 4 3 Jalan Dunn to Jalan Pangkor / Lebuhraya Peel 3 3 1 4 3 Jalan Pangkor / Lebuhraya Peel to Jalan Burma 3 3 5 4 3

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Function Level Public Highway Corridor Street Name Highway Section Good Vehicle Private Vehicle Transport Pedestrian Cyclist Movement Movement Vehicle Movement Movement Movement Jalan Perindustrian Bt. Minyak Jalan Bukit Tambun to Jalan Bukit Minyak 3 4 5 4 4 Jalan Permatang Damar Jalan Bumbong Lima / Jalan Kedah to State Boundary 3 4 5 5 5 Jalan Permatang Nibong Jalan Kubang Semang to Jalan Permatang Pauh 3 3 5 5 3 Jalan Sungai Pinang to Jalan Veterinari 3 4 4 4 4 Jalan Petani Jalan Veterinari to Jalan Datuk Keramat 3 4 1 4 4 Jalan Pisang Rastali Jalan Kampung Pisang to Jalan Kampung Melayu 3 4 5 4 4 Jalan Residensi Jalan Macalister / Lebuhraya Codrington / Lebuhraya Peel to Jalan Utama 3 4 5 4 4 Jalan Ria Jalan Lim Chwee Leong to Jalan Magazine 3 4 1 2 2 Jalan Siakap North - South Expressway to Jalan Kurau / Jalan Tenggiri 3 4 5 4 4 Jalan Sri Bahari Jalan Transfer to Jalan Penang 3 4 4 3 3 Jalan Stesen Bukit Bendera Jalan Air Itam to Penang Hill 3 4 3 2 2 Jalan Veterinari to Jalan Sungai Pinang 3 4 5 4 4 Jalan Sungai Jalan Veterinari to Jalan Gurdwara 3 4 1 4 4 Jalan Sungai Dua Jalan Permatang Sungai Dua to Jalan Permatang Pasir 3 4 3 5 5 Jalan P. Ramlee / Jalan Perak to Jalan Petani 3 3 1 4 3 Jalan Petani to Jalan Sungai 3 3 1 4 3 Jalan Sungai Pinang Jalan Sungai to Jalan Jelutong 3 3 1 4 3 Jalan Jelutong to Lebuhraya Tun Dr. Lim Chong Eu 3 3 1 4 3 Jalan Gangsa / Jalan Masjid Negeri to Lengkok Batu Lancang 3 4 3 4 4 Jalan Tan Sri Teh Ewe Lim Lengkok Batu Lancang to Lebuhraya Batu Lancang 3 4 3 4 4 Lebuhraya Batu Lancang to Jalan Jelutong / Jalan Perak 3 4 3 4 4 Jalan Tenggiri Jalan Kurau / Jalan Siakap to Jalan Jelawat 3 4 4 4 4 Jalan Free School / Jalan Hamilton to Jalan P. Ramlee 3 4 3 4 4 Jalan Terengganu Jalan P. Ramlee to Jalan Air Itam 3 4 5 4 4 Jalan Todak Jalan Chai Leng Park to Jalan Bagan Dato / Jalan Jelawat 3 4 5 4 4 Jalan Datuk Keramat to Jalan Residensi 3 3 3 4 3 Jalan Utama Jalan Residensi to Jalan Cantonment / Jalan Scotland 3 3 5 4 3 Jalan Veterinari Jalan Petani / Jalan Petania to Jalan Sungai 3 4 1 4 4 Jalan Masjid Negeri to Hilir Pemancar / Jalan Bukit Gambir / George Town Jalan Yeop Chor Ee 3 3 4 4 3 Outer Bypass Jambatan Pulau Pinang Lebuhraya Tun Dr. Lim Chong Eu to Jalan Sultan Azlan Shah 3 2 5 5 3 Lebuh Campbell Jalan Hutton / Jalan Penang to Lebuh Buckingham 3 4 5 1 1 Jalan Carnavon / Jalan Lim Chwee Leong to Lebuh Kimberly 3 4 1 2 2 Lebuh Carnavon - Pitt Corridor Lebuh Carnavon Lebuh Kimberly to Jalan Kg. Kolam 3 4 1 2 2

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Function Level Public Highway Corridor Street Name Highway Section Good Vehicle Private Vehicle Transport Pedestrian Cyclist Movement Movement Vehicle Movement Movement Movement Jalan Kg. Kolam Lebuh Carnavon to Lebuh Buckingham 3 4 1 1 1 Lebuh Carnavon - Pitt Corridor Jalan Masjid Kapitan Keling Lebuh Buckingham to Lebuh Chulia 3 4 1 1 1 (Cont.) Lebuh Pitt Lebuh Chulia to Lebuh Farquhar 3 4 1 1 1 Jalan Argyll / Jalan Penang to Jalan Masjid Kapitan Keling / Lebuh Pitt 3 4 1 1 1 Lebuh Chulia Jalan Masjid Kapitan Keling / Lebuh Pitt to Lebuh Pantai 3 4 1 1 1 Lebuh Chulia Corridor Lebuh Pantai to Lebuh Victoria 3 4 1 1 1 Gat Lebuh Chulia Lebuh Victoria to Pengkalan Weld 3 4 1 1 1 Lebuh Dickens Jalan Penang to Jalan Transfer 3 4 5 3 3 Lebuh Kimberly Lebuh Carnavon to Jalan Penang 3 4 5 2 2 Pengkalan Weld to Lebuh Pantai 3 4 1 2 2 Lebuh Light Lebuh Pantai to Lebuh Pitt 3 4 1 2 2 Lebuh Pitt Lebuh Light to Lebuh Farquhar 3 4 1 2 2 Lebuh Light - Farquhar Corridor Lebuh Farquhar Bayview Hotel Access Road to Lebuh Light 3 4 1 2 2 Lebuh Light Lebuh Farquhar to Lebuh Pitt 3 4 1 2 2 Lebuh Pitt to Lebuh Light 3 4 1 2 2 Lebuh Farquhar Lebuh Light to Bayview Hotel Access Road 3 4 1 2 2 Lebuh Lintang Jalan Magazine to Jalan Lim Chwee Leong 3 4 5 2 2 Jalan Gurdwara to Lebuh Mcnair 3 4 5 3 3 Lebuh Macallum Lebuh Mcnair to Jalan C. Y. Choy 3 4 5 3 3 Jalan C. Y. Choy to Lebuhraya Tun Dr. Lim Chong Eu 3 4 1 3 3 Gat Jalan Prangin / Jalan C. Y. Choy / Jalan Lim Chwee Leong to Gat Lebuh 3 4 1 1 1 Chulia / Lebuh Chulia Lebuh Pantai Gat Lebuh Chulia / Lebuh Chulia to Gat Lebuh Cina 3 4 5 1 1 Gat Lebuh Cina to Lebuh Light 3 4 5 1 1 Lebuh Victoria Gat Lebuh Chulia to Gat Lebuh Cina 3 4 5 2 2 Jalan Masjid Negeri to Lebuhraya Gelugor 3 4 5 4 4 Lebuhraya Batu Lancang Lebuhraya Gelugor to Lengkok Batu Lancang 3 4 5 4 4 Lengkok Batu Lancang to Jalan Tan Sri Teh Ewe Lim 3 4 5 4 4 Lebuhraya Codrington Jalan Macalister / Jalan Residensi / Lebuhraya Peel to Jalan Burma 3 4 5 4 4 Lebuhraya Gelugor Lebuhraya Batu Lancang to Jalan Jelutong 3 4 5 4 4 Lebuhraya Kampung Jawa Jalan Sultan Azlan Shah to Lebuhraya Tun Dr. Lim Chong Eu 3 4 5 4 4 Lebuhraya Maktab Jalan Burma to Jalan Kelawei 3 4 5 3 3 Jalan Macalister / Jalan Residensi / Lebuhraya Codrington to Jalan Dunn 3 3 5 4 3 Lebuhraya Peel Jalan Dunn to Jalan Pangkor / Jalan Perak 3 3 5 4 3

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Function Level Public Highway Corridor Street Name Highway Section Good Vehicle Private Vehicle Transport Pedestrian Cyclist Movement Movement Vehicle Movement Movement Movement Lebuhraya Thean Teik Air Itam - Relau Pair Road / Jalan Thean Teik to Jalan Batu Lancang 3 4 3 4 4 Lebuh Buckingham Lebuh Campbell to Jalan Kg. Kolam / Jalan Masjid Kapitan Keling 3 4 5 1 1 Lengkok Batu Lancang Jalan Tan Sri Teh Ewe Lim to Lebuhraya Batu Lancang 3 4 5 4 4 Lintang Bayan Lepas 6 Hilir Sg. Keluang 1 / Hilir Sg. Keluang 2 to Lorong Batu Maung 3 4 3 4 4 Lorong Batu Maung Lintang Bayan Lepas 6 to Jalan Baru 3 4 3 4 4 Lorong Maktab Jalan Kelawei to Jalan Burma 3 4 5 3 3 Lorong Perak Jalan Jelutong to Jalan Free School / Jalan Perak 3 4 3 4 4 Lorong Selamat Jalan Macalister to Jalan Burma 3 4 5 3 3 Lorong Sungai Dua Jalan Sungai Dua to Jalan Sultan Azlah Shah / Jalan Sultan Azlan Shah 3 4 5 4 4 Lebuh Light to Gat Lebuh Cina 3 4 1 2 2 Gat Lebuh Cina to George Town - Butterworth Ferry 3 4 1 2 2 Pengkalan Weld George Town - Butterworth Ferry to Gat Lebuh Chulia 3 4 1 2 2 Gat Lebuh Chulia to Gat Jalan Prangin / Lebuhraya Tun Dr. Lim Chong Eu 3 4 1 2 2 Lebuhraya Tun Dr. Lim Chong Eu to Jalan Aziz Ibrahim 3 4 4 4 4 Persiaran Bayan Indah Jalan Aziz Ibrahim to Persiaran Bayan Indah (north) 3 4 4 4 4 Persiaran Bayan Indah (north) Lebuhraya Tun Dr. Lim Chong Eu to Persiaran Bayan Indah 3 4 4 4 4 Jalan Bagan Jermal / Jalan Kelawei / Jalan Tanjung Tokong to E and O Link 3 3 1 1 1 Roads E and O Link Roads to Jalan Pemenang 3 4 1 1 1 Persiaran Gurney Jalan Pemenang to E and O Link Roads / Third Crossing 3 4 1 1 1 E and O Link Roads / Third Crossing to Jalan Kelawei / Jalan Pangkor / Jalan 3 3 1 5 3 Sultan Ahmad Shah Persiaran Mahsuri Jalan Tengah to Jalan Mahsuri 3 4 5 4 4 Jalan Bukit Tengah to North - South Expressway 2 2 5 4 3 Persimpangan Juru North - South Expressway to Jalan Perusahaan 2 2 3 4 3 Jalan Thean Teik / Lebuhraya Thean Teik to Relau Interchange 2 2 5 5 5 Air Itam - Relau Pair Road Relau Interchange to Jalan Relau 3 3 5 5 5 Jalan Paya Terubong / Jalan Relau / Jalan Tun Sardon to Relau Interchange 2 2 5 5 5 Jalan Tanjung Tokong to E and O Development 3 4 3 4 4 E and O Development to George Town Outer Bypass 3 4 5 4 4 E and O Link Roads Persiaran Gurney to Penang Third Crossing 1 1 5 5 5 E and O Development to Penang Third Crossing 1 1 5 5 5 Persiaran Gurney to George Town Outer Bypass 3 3 1 5 3 George Town Outer Bypass to Jalan Lembah Permai 2 2 5 5 5 North Coast Pair Road Jalan Lembah Permai to Batu Feringgi No 1 Interchange 2 2 5 5 5

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Function Level Public Highway Corridor Street Name Highway Section Good Vehicle Private Vehicle Transport Pedestrian Cyclist Movement Movement Vehicle Movement Movement Movement Jalan Batu Feringgi to Batu Feringgi No 1 Interchange 2 2 5 5 5 Batu Feringgi No 1 Interchange to Batu Feringgi No 2 Interchange 2 2 5 5 5 North Coast Pair Road (Cont.) Batu Feringgi No 1 Interchange to Batu Feringgi No 2 Interchange 2 2 5 5 5 Batu Feringgi No 2 Interchange to Jalan Teluk Bahang 2 2 5 5 5 Lebuhraya Tun Dr. Lim Chong Eu to Jalan Sultan Azlan Shah 1 1 3 5 5 Jalan Sultan Azlan Shah to Hilir Pemancar / Jalan Bukit Gambir / Jalan Yeop 1 1 5 5 5 Chor Ee George Town Outer Bypass Hilir Pemancar / Jalan Bukit Gambir / Jalan Yeop Chor Ee to Jalan Kampung 1 1 5 5 5 Pisang / Jalan Thean Teik Jalan Kampung Pisang / Jalan Thean Teik to North Coast Pair Road 1 1 5 5 5 North Coast Pair Road to E and O Link Roads 1 1 5 5 5 North - South Expressway / Penang Second Crossing Approach Roads to 1 1 5 5 5 North - South Expressway Link Butterworth - Kulim Expressway (BKE) Road Butterworth - Kulim Expressway (BKE) to Jalan Bertam / North - South 1 1 5 5 5 Expressway Jalan Batu Maung / Lebuhraya Tun Dr. Lim Chong Eu to Eastern Approach Penang Second Crossing 1 1 4 5 5 Roads Penang Second Crossing to North - South Expressway / North - South 1 1 5 5 5 Expressway Link Road Penang Second Crossing Jalan Batu Kawan to Penang Second Crossing 3 3 3 5 3 Approach Roads Jalan Changkat to Penang Second Crossing 3 3 5 5 3 Jalan Nibong Tebal / North - South Expressway to Jalan Changkat 3 3 5 5 3 Third Crossing E and O Link Road to Butterworth Outer Ring Road 1 1 5 5 5

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Appendix B

Details of Proposed Intersection Improvements

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Type of Control Implementation Type of Control Pedestrian Public Transport Location / Area Intersection Before Year After Improvement Facilities Priority Improvement Gat Lebuh Chulia / Lebuh Chulia / Lebuh Pantai Traffic Signals - - Yes Yes Gat Lebuh Chulia / Lebuh Victoria Priority Control - - - - Gat Lebuh Chulia / Pengkalan Weld Priority Control 2015 Traffic Signals Yes Yes Gat Lebuh Cina / Lebuh Pantai Priority Control - - - - Gat Lebuh Cina / Lebuh Victoria Priority Control - - - - Gat Lebuh Cina / Pengkalan Weld Priority Control 2015 Traffic Signals Yes Yes George Town - Butterworth Ferry / Pengkalan Weld Traffic Signals - - Yes Yes Jalan Kg. Kolam / Jalan Masjid Kapitan Keling / Lebuh Buckingham Priority Control 2025 Traffic Signals Yes Yes Core Heritage Area - George Town Jalan Kg. Kolam / Lebuh Carnavon No Control - - - - Jalan Masjid Kapitan Keling / Lebuh Chulia / Lebuh Pitt Traffic Signals - - Yes Yes Lebuh Campbell / Lebuh Buckingham No Control - - - - Lebuh Carnavon / Lebuh Kimberly Priority Control 2025 Traffic Signals Yes Yes Lebuh Farquhar / Lebuh Pitt Priority Control 2020 Traffic Signals Yes Yes Lebuh Light / Lebuh Pantai Roundabout - - - - Lebuh Light / Lebuh Pitt No Control 2020 Traffic Signals Yes Yes Lebuh Light / Pengkalan Weld No Control 2015 Traffic Signals Yes Yes Jalan Argyll / Jalan Penang / Lebuh Chulia Priority Control 2020 Traffic Signals Yes Yes Jalan Argyll / Jalan Transfer Priority Control 2020 Traffic Signals Yes - Jalan Burma / Jalan Transfer No Control 2015 Traffic Signals Yes Yes Jalan Hutton / Jalan Penang / Lebuh Campbell Traffic Signals - - Yes Yes Jalan Hutton / Jalan Transfer Traffic Signals - - Yes - Jalan Penang / Jalan Sri Bahari No Control 2020 Traffic Signals Yes Yes Jalan Penang / Jalan Sultan Ahmad Shah / Lebuh Farquhar Priority Control 2020 Traffic Signals Yes Yes Jalan Penang / Lebuh Dickens No Control 2020 Traffic Signals Yes Yes Buffer to Heritage Area - George Town Jalan Penang / Lebuh Farquhar Priority Control - - - - Jalan Penang / Lebuh Kimberly Priority Control 2020 Traffic Signals Yes Yes Jalan Sri Bahari / Jalan Transfer No Control 2020 Traffic Signals Yes - Jalan Sultan Ahmad Shah / Jalan Transfer Priority Control 2020 Traffic Signals Yes - Jalan Sultan Ahmad Shah / Lebuh Farquhar Priority Control 2020 Traffic Signals Yes - Jalan Transfer / Lebuh Dickens No Control 2020 Traffic Signals Yes - Lebuh Farquhar (north) / Bayview Hotel Access Road No Control 2020 Traffic Signals Yes Yes Lebuh Farquhar (south) / Bayview Hotel Access Road Priority Control 2020 Traffic Signals Yes Yes Lebuh Farquhar / Lebuh Light No Control - - - - Gat Jalan Prangin / Jalan C. Y. Choy / Jalan Lim Chwee Leong / Lebuh Traffic Signals - - Yes Yes Pantai Komtar - George Town Gat Jalan Prangin / Lebuhraya Tun Dr. Lim Chong Eu / Pengkalan Weld Traffic Signals - - Yes Yes Jalan Burma / Jalan Lim Chwee Leong / Jalan Penang No Control 2015 Traffic Signals Yes Yes Komtar - George Town Jalan C. Y. Choy / Jalan Magazine Traffic Signals - - Yes Yes

In Association with 237

A CH2M HILL COMPANY Halcrow Consultants Sdn Bhd

Type of Control Implementation Type of Control Pedestrian Public Transport Location / Area Intersection Before Year After Improvement Facilities Priority Improvement Jalan Carnavon / Jalan Lim Chwee Leong / Lebuh Carnavon Traffic Signals - - Yes Yes Jalan Carnavon / Jalan Magazine No Control 2015 Traffic Signals Yes Yes Jalan Datuk Keramat / Jalan Gurdwara / Jalan Macalister / Jalan Magazine / Traffic Signals - - Yes Yes Jalan Penang Jalan Lim Chwee Leong / Jalan Ria No Control 2015 Traffic Signals Yes Yes Jalan Lim Chwee Leong / Lebuh Lintang Traffic Signals - - Yes Yes Jalan Magazine / Jalan Ria Traffic Signals - - Yes Yes Jalan Magazine / Lebuh Lintang No Control - - - - Jalan Magazine / Lebuh Mcnair Traffic Signals - - Yes Yes Jalan Magazine / Lebuhraya Tun Dr. Lim Chong Eu Traffic Signals - - Yes Yes Gat Lebuh Cecil / Jalan C. Y. Choy Priority Control 2025 Traffic Signals Yes Yes Gat Lebuh Cecil / Lebuhraya Tun Dr. Lim Chong Eu Traffic Signals - - Yes Yes Gat Lebuh Noordin / Jalan C. Y. Choy Priority Control 2025 Traffic Signals Yes Yes Gat Lebuh Noordin / Lebuhraya Tun Dr. Lim Chong Eu Left In / Left Out - - - - Jalan Anson / Jalan Burma / Jalan Larut Traffic Signals - - Yes Yes Jalan Anson / Jalan Macalister Traffic Signals - - Yes - Jalan Anson / Jalan Perak No Control 2020 Traffic Signals Yes Yes Jalan Argyll / Jalan Larut Priority Control 2020 Traffic Signals Yes Yes Jalan Arraton / Jalan Burma No Control - - - - Jalan Arraton / Jalan Sultan Ahmad Shah No Control 2020 Traffic Signals Yes Yes Jalan Burma / Jalan Clove Hall No Control 2020 Traffic Signals Yes Yes Jalan Burma / Jalan Pangkor No Control 2020 Traffic Signals Yes Yes Jalan Burma / Lorong Selamat Priority Control 2020 Traffic Signals Yes Yes Inner Area - George Town Jalan C. Y. Choy / Jalan Gurdwara / Jalan Jelutong No Control 2025 Traffic Signals Yes Yes Jalan C. Y. Choy / Lebuh Macallum Traffic Signals - - Yes Yes Jalan C. Y. Choy / Lebuh Sandilands No Control 2025 Traffic Signals Yes Yes Jalan Clove Hall / Jalan Sultan Ahmad Shah No Control - - - - Jalan Datuk Keramat / Jalan Perak Traffic Signals - - Yes Yes Jalan Datuk Keramat / Jalan Petania Traffic Signals - - Yes - Jalan Dunn / Jalan Perak No Control 2020 Traffic Signals Yes Yes Jalan Gurdwara / Jalan Sungai No Control 2025 Traffic Signals Yes Yes Jalan Gurdwara / Lebuh Macallum No Control 2025 Traffic Signals Yes - Jalan Gurdwara / Lebuh Sandilands No Control - - - - Jalan Hutton / Jalan Larut No Control - - - - Jalan Jelutong / Jalan Sungai Pinang Traffic Signals - - Yes Yes Jalan Larut / Jalan Sultan Ahmad Shah No Control 2015 Traffic Signals Yes Yes Jalan Macalister / Jalan Perak No Control 2020 Traffic Signals Yes Yes Inner Area - George Town Jalan Macalister / Lorong Selamat Priority Control 2020 Traffic Signals Yes -

In Association with 238

A CH2M HILL COMPANY Halcrow Consultants Sdn Bhd

Type of Control Implementation Type of Control Pedestrian Public Transport Location / Area Intersection Before Year After Improvement Facilities Priority Improvement Jalan P. Ramlee / Jalan Perak / Jalan Sungai Pinang Traffic Signals - - Yes Yes Jalan Pangkor / Jalan Perak / Lebuhraya Peel No Control 2020 Traffic Signals Yes Yes Jalan Petani / Jalan Petania / Jalan Veterinari Priority Control 2025 Traffic Signals Yes Yes Jalan Petani / Jalan Sungai Pinang Traffic Signals - - Yes Yes Jalan Sungai / Jalan Sungai Pinang Left In / Left Out - - - - Jalan Sungai / Jalan Veterinari No Control 2025 Traffic Signals Yes Yes Partial Grade Modifications for Jalan Sungai Pinang / Lebuhraya Tun Dr. Lim Chong Eu 2030 Yes - Separation access to Tunnel Lebuh Macallum / Lebuh Mcnair Priority Control 2025 Traffic Signals Yes - Lebuh Macallum / Lebuhraya Tun Dr. Lim Chong Eu Traffic Signals - - Yes Yes Lebuh Mcnair / Lebuh Sandilands No Control - - - - Full Grade E and O Link Road / Third Crossing - 2030 - - Separation Partial Grade E and O Link Roads / George Town Outer Bypass - 2020 - - Separation E and O Link Roads / Persiaran Gurney Roundabout - - - - E and O Link Roads / Persiaran Gurney / Third Crossing - 2020 Traffic Signals Yes Yes Jalan Bagan Jermal / Jalan Kelawei / Jalan Tanjung Tokong / Persiaran Traffic Signals - - Yes Yes Gurney Drive - George Town Gurney Jalan Cantonment / Jalan Kelawei / Jalan Pemenang Traffic Signals - - Yes Yes Jalan Kelawei / Jalan Pangkor / Jalan Sultan Ahmad Shah / Persiaran Priority Control 2020 Traffic Signals Yes Yes Gurney Jalan Kelawei / Lebuhraya Maktab Priority Control - - - - Jalan Kelawei / Lorong Maktab Priority Control - - - - Jalan Pemenang / Persiaran Gurney Priority Control - - - - Jalan Air Terjun / Jalan Gottlieb / Jalan Utama Traffic Signals - - Yes Yes Jalan Bagan Jermal / Jalan Burma / Jalan Gottlieb / Jalan Mount Erskine Traffic Signals - - Yes Yes Jalan Brown / Jalan Burma Priority Control 2025 Traffic Signals Yes Yes Jalan Brown / Jalan Utama Priority Control 2025 Traffic Signals Yes Yes Jalan Burma / Jalan Cantonment Traffic Signals - - Yes Yes Jalan Burma / Jalan Perak No Control 2020 Traffic Signals Yes Yes Pulau Tikus - George Town Jalan Burma / Lebuhraya Codrington Priority Control 2025 Traffic Signals Yes Yes Jalan Burma / Lebuhraya Maktab Priority Control - - - - Jalan Burma / Lorong Maktab Priority Control - - - - Jalan Cantonment / Jalan Macalister Priority Control 2020 Traffic Signals Yes Yes Jalan Cantonment / Jalan Scotland / Jalan Utama No Control 2020 Traffic Signals Yes Yes Jalan Dunn / Lebuhraya Peel No Control 2020 Traffic Signals Yes Jalan Macalister / Jalan Residensi / Lebuhraya Codrington / Lebuhraya Peel No Control 2020 Traffic Signals Yes Yes Pulau Tikus - George Town Jalan Macalister / Jalan Utama No Control 2020 Traffic Signals Yes Yes

In Association with 239

A CH2M HILL COMPANY Halcrow Consultants Sdn Bhd

Type of Control Implementation Type of Control Pedestrian Public Transport Location / Area Intersection Before Year After Improvement Facilities Priority Improvement Jalan Residensi / Jalan Utama No Control 2020 Traffic Signals Yes Yes Hilir Pemancar / Jalan Bukit Gambir / Jalan Yeop Chor Ee / George Town Partial Grade Traffic Signals 2020 Yes Yes Outer Bypass Separation Partial Grade Hilir Pemancar / Jalan Sultan Azlan Shah Traffic Signals 2020 Yes Yes Separation Partial Grade Jalan Air Itam / Jalan Masjid Negeri / Jalan Scotland - - Yes Yes Separation Jalan Air Itam / Jalan Tereugganu Left In / Left Out - - - - Partial Grade Jalan Batu Lancang / Jalan Hamilton / Jalan Masjid Negeri - - Yes Yes Separation Jalan Datuk Keramat / Jalan Utama Traffic Signals - - Yes Yes Jalan Free School / Jalan Hamilton / Jalan Terengganu Roundabout - - - - Jalan Free School / Jalan Masjid Negeri Left In / Left Out - - - - Jalan Free School / Jalan Perak / Lorong Perak Traffic Signals - - Yes Yes Partial Grade Jalan Gangsa / Jalan Masjid Negeri / Jalan Tan Sri Teh Ewe Lim - - Yes Yes Separation Jalan Jelutong / Jalan Lenggong No Control 2025 Traffic Signals Yes Yes Jalan Jelutong / Jalan Masjid Negeri / Jalan Sultan Azlan Shah / Jalan Partial Grade - - Yes Yes Tengku Kudin Separation Jelutong - George Town Jalan Jelutong / Jalan Perak / Jalan Tan Sri Teh Ewe Lim No Control 2025 Traffic Signals Yes Yes Jalan Jelutong / Lebuhraya Gelugor Traffic Signals - - Yes Yes Jalan Jelutong / Lorong Perak Traffic Signals - - Yes Yes Jalan Lenggong / Jalan Perak No Control - - - - Jalan Masjid Negeri / Jalan Yeop Chor Ee Left In / Left Out - - - - Partial Grade Jalan Masjid Negeri / Lebuhraya Batu Lancang Left In / Left Out 2020 Yes Yes Separation Jalan P. Ramlee / Jalan Terengganu / Jalan Tereugganu Roundabout - - - - Partial Grade Jalan Sultan Azlan Shah / George Town Outer Bypass - 2020 Yes Yes Separation Jalan Tan Sri Teh Ewe Lim / Lebuhraya Batu Lancang Priority Control - - - - Jalan Tan Sri Teh Ewe Lim / Lengkok Batu Lancang Priority Control - - - - Full Grade Jalan Tengku Kudin / Lebuhraya Tun Dr. Lim Chong Eu - - - - Separation Lebuhraya Batu Lancang / Lebuhraya Gelugor Priority Control - - - - Lebuhraya Batu Lancang / Lengkok Batu Lancang Priority Control - - - - Full Grade Lebuhraya Tun Dr. Lim Chong Eu / George Town Outer Bypass - 2020 - - Separation Partial Grade Air Itam - Penang Island Air Itam - Relau Pair Road / Jalan Thean Teik / Lebuhraya Thean Teik Roundabout 2025 Yes Yes Separation Air Itam - Penang Island Jalan Air Itam / Jalan Balik Pulau / Jalan Paya Terubong Priority Control 2015 Traffic Signals Yes Yes

In Association with 240

A CH2M HILL COMPANY Halcrow Consultants Sdn Bhd

Type of Control Implementation Type of Control Pedestrian Public Transport Location / Area Intersection Before Year After Improvement Facilities Priority Improvement Jalan Air Itam / Jalan Batu Lancang / Jalan Kampung Baru / Jalan Padang Left In / Left Out - - - - Tembak Jalan Air Itam / Jalan Kampung Baru / Jalan Thean Teik Traffic Signals - - Yes Yes Jalan Air Itam / Jalan Kampung Melayu / Jalan Sempadan Traffic Signals - - Yes Yes Jalan Air Itam / Jalan Stesen Bukit Bendera Roundabout - - - - Jalan Batu Lancang / Lebuhraya Thean Teik Traffic Signals - - Yes Yes Jalan Kampung Pisang / Jalan Pasar / Jalan Paya Terubong Priority Control 2015 Traffic Signals Yes Yes Jalan Kampung Pisang / Jalan Pisang Rastali Priority Control - - - - Partial Grade Jalan Kampung Pisang / Jalan Thean Teik / George Town Outer Bypass - 2020 Yes Yes Separation Jalan Paya Terubong / Lebuhraya Thean Teik Traffic Signals - - Yes Yes Partial Grade Jalan Aziz Ibrahim / Jalan Sultan Azlan Shah / Jalan Sungai Dua - - Yes Yes Separation Partial Grade Jalan Aziz Ibrahim / Lebuhraya Tun Dr. Lim Chong Eu - - Yes Yes Separation Jalan Aziz Ibrahim / Persiaran Bayan Indah Roundabout - - - - Jalan Bukit Gambir / Jalan Pekaka 1 Traffic Signals - - - Yes Jalan Bukit Gambir / Jalan Tun Dr. Awang Traffic Signals - - Yes Yes Jalan Kampung Relau / Jalan Sultan Azlan Shah Left In / Left Out - - - - Jalan Kampung Relau / Jalan Tun Dr. Awang Left In / Left Out - - - - Jalan Pekaka 1 / Jalan Sungai Dua Traffic Signals - - Yes Yes Partial Grade Gelugor - Penang Island Jalan Sultan Azlah Shah / Jalan Sultan Azlan Shah / Jalan Sungai Dua Traffic Signals 2015 Yes Yes Separation Jalan Sultan Azlah Shah / Jalan Sultan Azlan Shah / Lorong Sungai Dua Left In / Left Out - - - - Partial Grade Jalan Sultan Azlan Shah / Jalan Tun Dr. Awang / Lebuhraya Sungai Nibong - - Yes Yes Separation Full Grade Jalan Sultan Azlan Shah / Jambatan Pulau Pinang - - Separation Jalan Sungai Dua / Lorong Sungai Dua Traffic Signals - - Yes Yes Full Grade Jambatan Pulau Pinang / Lebuhraya Tun Dr. Lim Chong Eu - - - - Separation Partial Grade Lebuhraya Tun Dr. Lim Chong Eu / Unknown - - Yes - Separation E and O Link Road / E and O Local Development Road - 2025 Traffic Signals Yes Yes E and O Link Roads / Jalan Tanjung Tokong - 2025 Traffic Signals Yes Yes Jalan Fettes / Jalan Mount Erskine Traffic Signals - - Yes Yes Tanjung Tokong - Penang Island Jalan Fettes / Jalan Tanjung Tokong / Unknown Traffic Signals - - Yes Yes Jalan Gajah / Jalan Tanjung Tokong Left In / Left Out 2025 Traffic Signals Yes Yes Jalan Gajah / Jalan Tanjung Tokong Traffic Signals - - Yes Yes Tanjung Tokong - Penang Island Jalan Lembah Permai / Jalan Tanjung Bunga Traffic Signals - - Yes Yes

In Association with 241

A CH2M HILL COMPANY Halcrow Consultants Sdn Bhd

Type of Control Implementation Type of Control Pedestrian Public Transport Location / Area Intersection Before Year After Improvement Facilities Priority Improvement Partial Grade Jalan Lembah Permai / North Coast Pair Road - 2025 - - Separation Jalan Tanjung Tokong / Unknown Traffic Signals - - Yes Yes Full Grade North Coast Pair Road / George Town Outer Bypass - 2020 - - Separation Jalan Batu Feringgi / North Coast Pair Road Traffic Signals - - Yes Yes Jalan Batu Feringgi / North Coast Pair Road Traffic Signals - - Yes Yes Partial Grade Batu Feringgi - Penang Island North Coast Pair Road - 2025 - - Separation Partial Grade North Coast Pair Road - 2025 - - Separation Jalan Teluk Bahang Roundabout - - - - Teluk Bahang - Penang Island Partial Grade Jalan Teluk Bahang / North Coast Pair Road - 2025 - - Separation Hilir Sg. Keluang 1 / Hilir Sg. Keluang 2 / Lintang Bayan Lepas 6 No Control - - - - Partial Grade Hilir Sg. Keluang 1 / Lebuhraya Tun Dr. Lim Chong Eu Traffic Signals 2025 Yes Yes Separation Hilir Sg. Keluang 4 / Jalan Sultan Azlan Shah Left In / Left Out - - - - Jalan Baru / Jalan Batu Maung No Control - - - - Partial Grade Traffic Signals 2015 - - Jalan Batu Maung / Lebuhraya Tun Dr. Lim Chong Eu / Penang Second Separation (Interim) Crossing Partial Grade Full Grade 2025 - - Separation (Interim) Separation Jalan Bayan / Jalan Tengah / Jalan Tun Dr Awang / Jalan Tun Dr. Awang Traffic Signals - - Yes Yes Jalan Dato Ismail Hashim / Jalan Sultan Azlan Shah / Jalan Teluk Kumbar Left In / Left Out - - - - Jalan Gertak Sanggul / Jalan Teluk Kumbar Priority Control 2030 Traffic Signals - - Bayan Lepas - Penang Island Partial Grade Jalan Kampung Jawa / Jalan Mahsuri / Jalan Sultan Azlan Shah Traffic Signals 2020 Yes Yes Separation Partial Grade Jalan Kampung Jawa / Lebuhraya Tun Dr. Lim Chong Eu Traffic Signals 2025 Yes Yes Separation Jalan Kampung Masjid / Jalan Teluk Kumbar Traffic Signals - - - - Jalan Mahsuri / Jalan Mayang Pasir Traffic Signals - - Yes - Jalan Mahsuri / Persiaran Mahsuri Traffic Signals - - Yes - Partial Grade Jalan Mayang Pasir / Jalan Sultan Azlan Shah Traffic Signals 2020 Yes Yes Separation Jalan Mayang Pasir / Jalan Tengah Traffic Signals - - Yes Yes Partial Grade Jalan Permatang Damar Laut / Jalan Teluk Kumbar Traffic Signals 2025 Separation Yes -

Bayan Lepas - Penang Island Jalan Sultan Azlan Shah / Jalan Tengah Traffic Signals 2020 Partial Grade Yes Yes

In Association with 242

A CH2M HILL COMPANY Halcrow Consultants Sdn Bhd

Type of Control Implementation Type of Control Pedestrian Public Transport Location / Area Intersection Before Year After Improvement Facilities Priority Improvement Separation Partial Grade Jalan Sultan Azlan Shah / Jalan Tun Dr. Awang - - Yes Yes Separation Jalan Sultan Azlan Shah / Lebuhraya Kampung Jawa Left In / Left Out - - - - Jalan Tengah / Persiaran Mahsuri Traffic Signals - - Yes Yes Partial Grade Lebuhraya Kampung Jawa / Lebuhraya Tun Dr. Lim Chong Eu Traffic Signals 2025 Yes Yes Separation Lebuhraya Sungai Nibong / Lebuhraya Tun Dr. Lim Chong Eu / Persiaran Full Grade - - - - Bayan Indah Separation Partial Grade Air Itam - Relau Pair Road - 2025 - - Separation Traffic Signals Priority Control 2015 - Yes Air Itam - Relau Pair Road / Jalan Paya Terubong / Jalan Relau / Jalan Tun (Interim) Sardon Traffic Signals Partial Grade 2025 - Yes Relau - Penang Island (Interim) Separation Air Itam - Relau Pair Road / Jalan Relau - 2025 Traffic Signals Yes Yes Jalan Bayan / Jalan Dato Ismail Hashim / Jalan Sungai Ara Traffic Signals - - Yes Yes Jalan Dato Ismail Hashim / Jalan Dato` Ismail Hashim / Jalan Relau Traffic Signals - - Yes Jalan Dato` Ismail Hashim / Jalan Tun Dr Awang / Jalan Tun Dr. Awang Priority Control 2020 Traffic Signals Yes Yes Jalan Mahsuri / Jalan Tun Dr Awang Traffic Signals - - Yes Yes Jalan Balik Pulau / Jalan Genting / Jalan Kampung Terang / Jalan Sungai Traffic Signals - - Yes - Nipah Jalan Balik Pulau / Jalan Penara Bukit / Jalan Sungai Pinang Roundabout - - - - Balik Pulau - Penang Island Jalan Baru / Jalan Sungai Baru / Jalan Sungai Nipah Priority Control - - - - Jalan Baru / Jalan Sungai Pinang / Jalan Sungai Rusa Priority Control 2030 Traffic Signals Yes - Jalan Pantai Acheh / Jalan Sungai Rusa / Jalan Teluk Bahang Priority Control 2030 Traffic Signals - - Jalan Penara Bukit / Jalan Tun Sardon Priority Control - - - - Butterworth - Kulim Expressway (BKE) / Jalan Jelawat / North South Partial Grade Full Grade 2025 - - Expressway Separation Separation Full Grade Butterworth Outer Ring Road / Third Crossing - 2030 - - Separation George Town - Butterworth Ferry / Jalan Chain Ferry / Butterworth Outer Partial Grade - - Yes Yes Ring Road Separation Butterworth Jalan Assumption / Jalan Chain Ferry / Jalan New Ferry / Jalan Sungai Traffic Signals - - Yes Yes Nyior Partial Grade Jalan Assumption / Butterworth Outer Ring Road - - Yes - Separation Jalan Bagan Ajam / Jalan Bagan Luar / Jalan Telaga Air Traffic Signals - - Yes Yes Partial Grade Jalan Bagan Ajam / Jalan Telok Air Tawar / Butterworth Outer Ring Road - - Yes Yes Separation

In Association with 243

A CH2M HILL COMPANY Halcrow Consultants Sdn Bhd

Type of Control Implementation Type of Control Pedestrian Public Transport Location / Area Intersection Before Year After Improvement Facilities Priority Improvement Jalan Bagan Dato / Jalan Heng Choon Thean / Jalan Siram / Jalan Sungai Traffic Signals - - Yes Yes Nyior Jalan Bagan Dato / Jalan Jelawat / Jalan Todak Left In / Left out - - - - Jalan Bagan Lalang / Jalan Permatang Pauh Traffic Signals - - Yes - Partial Grade Jalan Bagan Lalang / Jalan Sungai Puyu / Butterworth Outer Ring Road - - Yes - Separation Jalan Bagan Luar / Jalan Chain Ferry Traffic Signals - - Yes Yes Jalan Bagan Luar / Jalan Heng Choon Thean Traffic Signals - - Yes Yes Jalan Baru / Jalan Chai Leng Park / Jalan Perusahaan / Butterworth Outer Partial Grade Traffic Signals 2020 Yes Yes Ring Road Separation Jalan Baru / Jalan Kurau Left In / Left Out - - - - Partial Grade Jalan Baru / North South Expressway - - Yes Yes Separation Jalan Chai Leng Park / Jalan Chain Ferry Traffic Signals - - Yes Yes Butterworth Jalan Chai Leng Park / Jalan Todak Traffic Signals - - Yes Yes Partial Grade Jalan Heng Choon Thean / Butterworth Outer Ring Road - - Yes - Separation Jalan Jelawat / Jalan Tenggiri Left In / Left Out - - - - Jalan Kurau / Jalan Siakap / Jalan Tenggiri Priority Control - - - - Jalan Permatang Pauh Traffic Signals - - Yes Yes Jalan Permatang Pauh / Jalan Raja Uda / Jalan Siram / Jalan Telaga Air Traffic Signals - - Yes Partial Grade Jalan Permatang Pauh / North South Expressway - - Yes - Separation Jalan Raja Uda / Butterworth Outer Ring Road Left In / Left Out - - - - Jalan Siakap / North South Expressway Left In / Left Out - - - - Partial Grade Full Grade Jalan Sungai Dua / North South Expressway / Butterworth Outer Ring Road 2025 - - Separation Separation Jalan Sungai Lokan / Butterworth Outer Ring Road Left In / Left out - - - - Jalan Ara Kuda / Jalan Hashim Awang / Jalan Tasek Gelugor Priority Control - - - - Jalan Ara Kuda / Jalan Jarak / Jalan Lunas Priority Control - - - - Partial Grade Jalan Bertam / Jalan Bertam Indah 1 Traffic Signals 2025 Yes - Separation Partial Grade Jalan Bertam / Jalan Datuk Haji Ahmad Badawi / Jalan Padang Kelab Traffic Signals 2025 Yes Yes Separation Seberang Perai Utara Jalan Bertam / North South Expressway / North - South Expressway Link Partial Grade Full Grade 2025 - - Road Separation Separation Jalan Bertam Indah 1 / Jalan Paya Keladi Priority Control - - - - Traffic Signals Jalan Bumbong Lima / Jalan Kedah / Jalan Permatang Damar Priority Control 2020 (Interim) - -

In Association with 244

A CH2M HILL COMPANY Halcrow Consultants Sdn Bhd

Type of Control Implementation Type of Control Pedestrian Public Transport Location / Area Intersection Before Year After Improvement Facilities Priority Improvement Traffic Signals Partial Grade Jalan Bumbong Lima / Jalan Kedah / Jalan Permatang Damar 2030 - - (Interim) Separation Partial Grade Jalan Butterworth / Jalan Kedah / Jalan Padang Kelab / Jalan Perak Left In / Left Out 2025 Yes Yes Separation Jalan Butterworth / Jalan Permatang Bogak / Jalan Permatang Rambai / Partial Grade Traffic Signals 2030 - Yes Jalan Permatang Sintok Separation Partial Grade Jalan Datuk Haji Ahmad Badawi / Jalan Kedah Traffic Signals 2030 Yes Yes Separation Jalan Datuk Haji Ahmad Badawi / Jalan Perak / Jalan Permatang Buloh / Traffic Signals - - - Yes Jalan Pongsu Seribu Jalan Hashim Awang / Jalan Kubang Menerong / Jalan Pokok Tampang Priority Control - - - - Jalan Jarak / Jalan Lahar Yooi / Jalan Padang Menora Priority Control 2030 Traffic Signals - - Partial Grade Jalan Kedah / Jalan Paya Keladi Traffic Signals 2030 - Yes Separation Jalan Lahar Yooi / Jalan Pokok Sena / Jalan Sungai Dua Traffic Signals - - - - Jalan Lahar Yooi / Jalan Pokok Tampang Priority Control 2030 Traffic Signals - - Jalan Pasir Gebu / Jalan Penaga / Jalan Permatang Bendahari Priority Control - - - - Jalan Pekan Darat Traffic Signals - - - - Jalan Pekan Darat / Jalan Permatang Binjai / Jalan Permatang Tok Gelam Priority Control - - - - Jalan Pekan Darat / Jalan Permatang Buloh / Jalan Permatang Hj Hassan / Traffic Signals - - - Yes Seberang Perai Utara Jalan Permatang Sungai Dua Jalan Pekan Darat / Jalan Sungai Lokan / Jalan Sungai Puyu Priority Control - - - - Jalan Penaga / Jalan Permatang Kuala Priority Control - - - - Jalan Penaga / Jalan Permatang Rambai Priority Control - - - - Traffic Signals Priority Control 2020 - Yes (Interim) Jalan Penaga / Jalan Permatang Sintok / Jalan Telok Air Tawar Traffic Signals Partial Grade 2030 - Yes (Interim) Separation Jalan Perak / Jalan Permatang Bogak Traffic Signals - - Yes - Jalan Permatang Bendahari / Jalan Pulau Mertajam Priority Control - - - - Jalan Permatang Bendahari / Jalan Rantau Pangang Priority Control - - - - Partial Grade Jalan Permatang Binjai / Jalan Permatang Kuala / Jalan Permatang Sintok Traffic Signals 2030 - Yes Separation Jalan Permatang Hj Hassan / Jalan Pokok Sena Priority Control 2030 Traffic Signals - - Jalan Permatang Pasir / Jalan Sungai Dua Traffic Signals - - Yes Yes Jalan Permatang Sungai Dua / Jalan Sungai Dua Traffic Signals - - Yes Yes Traffic Signals Priority Control 2020 Yes Yes (Interim) Jalan Permatang Tok Gelam / Jalan Telok Air Tawar Traffic Signals Partial Grade 2030 Yes Yes (Interim) Separation

In Association with 245

A CH2M HILL COMPANY Halcrow Consultants Sdn Bhd

Type of Control Implementation Type of Control Pedestrian Public Transport Location / Area Intersection Before Year After Improvement Facilities Priority Improvement Seberang Perai Utara Jalan Pokok Machang / Jalan Pokok Sena / Jalan Pongsu Seribu Traffic Signals - - - - Partial Grade Butterworth - Kulim Expressway (BKE) - - Yes - Separation Butterworth - Kulim Expressway (BKE) Traffic Signals - - Yes - Partial Grade Butterworth - Kulim Expressway (BKE) / Jalan Mengkuang - - - - Separation Partial Grade Butterworth - Kulim Expressway (BKE) / Jalan Permatang Pauh - - Yes Yes Separation Butterworth - Kulim Expressway (BKE) / North - South Expressway Link Full Grade - 2025 - - Road Separation Partial Grade Jalan Alma / Jalan Bukit Minyak / Jalan Bukit Tengah Traffic Signals 2025 Yes Yes Separation Jalan Alma / Jalan Megat Harun Traffic Signals - - Yes - Jalan Alma / Jalan Rozhan Traffic Signals - - Yes Yes Jalan Ara Kuda / Jalan Kubang Ulu / Jalan Mengkuang Priority Control - - - - Jalan Arumugam Pillai / Jalan Aston / Jalan Tanah Liat Traffic Signals - - Yes Yes Jalan Arumugam Pillai / Jalan Ciku / Jalan Datuk Ooh Chooi Cheng Priority Control 2015 Traffic Signals Yes Yes Jalan Arumugam Pillai / Jalan Muthu Palaniapan Priority Control 2015 Traffic Signals Yes Yes Jalan Arumugam Pillai / Jalan Sri Bukit / Jalan Sungai Rambai Priority Control 2020 Traffic Signals Yes Yes Jalan Baru / Jalan Bukit Tengah / Jalan Kg. Pmtg. Batu / Jalan Permatang Partial Grade - - Yes Yes Seberang Perai Tengah Pauh Separation Jalan Berapit / Jalan Mengkuang / Jalan Sungai Lembu Priority Control - - - - Jalan Berapit / Jalan Sungai Semambu / Jalan Tanah Liat Traffic Signals - - Yes Yes Partial Grade Jalan Besar / Jalan Kulim Traffic Signals 2025 - Yes Separation Partial Grade Jalan Bukit Minyak / Jalan Juru Traffic Signals 2025 Yes Yes Separation Partial Grade Jalan Bukit Minyak / Jalan Perindustrian Bt. Minyak Traffic Signals 2025 Yes Yes Separation Partial Grade Jalan Bukit Tengah / Jalan Kebun Sireh Traffic Signals 2020 Yes Yes Separation Partial Grade Jalan Bukit Tengah / Persimpangan Juru - - Yes Yes Separation Jalan Chee Bee Noor / Jalan Datuk Ooh Chooi Cheng / Jalan Kulim Priority Control 2015 Traffic Signals Yes Yes Jalan Ciku / Jalan Muthu Palaniapan / Jalan Permatang Rawa No Control 2020 Traffic Signals Yes Yes Jalan Guar Perahu / Jalan Kubang Semang / Jalan Kubang Ulu Priority Control 2025 Traffic Signals Yes Yes Jalan Juru / Jalan Kebun Baru / Unknown Traffic Signals - - Yes Yes Partial Grade Jalan Kebun Sireh / Jalan Maju Priority Control 2020 Yes Yes Separation Jalan Kebun Sireh / Jalan Padang Lalang / Jalan Sungai Rambai Traffic Signals - - Yes Yes

In Association with 246

A CH2M HILL COMPANY Halcrow Consultants Sdn Bhd

Type of Control Implementation Type of Control Pedestrian Public Transport Location / Area Intersection Before Year After Improvement Facilities Priority Improvement Jalan Kg. Pmtg. Batu / Jalan Padang Lalang / Jalan Permatang Rawa Traffic Signals - - Yes Yes Jalan Kubang Semang / Jalan Permatang Nibong Traffic Signals - - Yes Yes Jalan Kubang Semang / Jalan Permatang Pasir Priority Control - - - - Partial Grade Jalan Kubang Semang / Jalan Permatang Pauh Traffic Signals 2025 Yes - Separation Partial Grade Jalan Kulim / Jalan Maju Priority Control 2020 Yes Yes Separation Partial Grade Jalan Kulim / Jalan Rozhan Traffic Signals 2025 Yes Yes Separation Partial Grade Seberang Perai Tengah Jalan Maju / Jalan Megat Harun / Jalan Sri Bukit Traffic Signals 2020 Yes Yes Separation Partial Grade Jalan Permatang Nibong / Jalan Permatang Pauh Traffic Signals 2020 Yes Yes Separation Partial Grade Jalan Permatang Tinggi / Jalan Rozhan Traffic Signals 2025 Yes Yes Separation Full Grade Jalan Perusahaan / Jambatan Pulau Pinang / North South Expressway - - - - Separation Jalan Perusahaan / Persimpangan Juru / Unknown Traffic Signals - - Yes Yes Partial Grade North South Expressway / Persimpangan Juru - - Yes - Separation Jalan Atas / Jalan Bukit Panchor / Jalan Nibong Tebal Priority Control 2025 Traffic Signals Yes - Jalan Atas / Jalan Ooi Kar Seng / Jalan Teluk Ipil Priority Control 2025 Traffic Signals Yes - Jalan Batu Kawan / Jalan Bukit Tambun / North South Expressway / New Partial Grade - - Yes Yes Link Separation Jalan Batu Kawan / Penang Second Crossing Approach Roads Traffic Signals - - Yes Yes Partial Grade Jalan Besar / Jalan Junjung - Tasek Traffic Signals 2030 Yes - Separation Traffic Signals Priority Control 2025 Yes - (Interim) Jalan Besar / Jalan Nibong Tebal / Jalan Sungai Baong Traffic Signals Partial Grade 2030 Yes - Seberang Perai Selatan (Interim) Separation Traffic Signals Priority Control 2015 Yes - (Interim) Jalan Besar / Jalan Paboi Traffic Signals Partial Grade 2025 Yes - (Interim) Separation Jalan Besar / Jalan Tasek Priority Control - - - - Partial Grade Jalan Bukit Tambun / Jalan Perindustrian Bt. Minyak Traffic Signals 2020 Yes Yes Separation Partial Grade Jalan Bukit Tambun / Jalan Simpang Ampat Tasek Traffic Signals 2020 Separation Yes Yes

In Association with 247

A CH2M HILL COMPANY Halcrow Consultants Sdn Bhd

Type of Control Implementation Type of Control Pedestrian Public Transport Location / Area Intersection Before Year After Improvement Facilities Priority Improvement Traffic Signals Priority Control 2025 Yes - (Interim) Jalan Changkat / Jalan Nibong Tebal Traffic Signals Partial Grade 2030 Yes - (Interim) Separation Jalan Changkat / Penang Second Crossing Approach Roads - 2020 Traffic Signals Yes - Jalan Junjung - Tasek / Jalan Tasek Priority Control - - - - Jalan Nibong Tebal / North South Expressway / Penang Second Crossing Partial Grade - - Yes - Approach Roads Separation Seberang Perai Selatan Partial Grade Jalan Simpang Ampat Tasek / Jalan Tasek Traffic Signals 2020 Yes Yes Separation Full Grade - 2015 - - North - South Expressway / Penang Second Crossing / North - South Separation (Interim) Expressway Link Road Full Grade Full Grade 2015 - - Separation (Interim) Separation Partial Grade Penang Second Crossing / Penang Second Crossing Approach Roads - 2015 Yes Yes Separation

In Association with 248

A CH2M HILL COMPANY Halcrow Consultants Sdn Bhd

AJC Planning Consultants Sdn Bhd Singapore Cruise Centre Pte Ltd