TIA Taman Melawati Final 05122011

TTRRAAFFFFIICC IIMMPPAACCTT AASSSSEESSSSMMEENNTT for ‘Permohonan Pelan Kebenaran Merancang bagi Pindaan Pelan Lulus Pembangunan Perumahan (Kondominium) kepada Perumahan Bercampur di atas Lot 16833 (PT 4609), 16834 (PT 4610), 16835 (PT 4611), 16836 dan 16837, Taman Melawati, Mukim Setapak, Daerah Gombak, Selangor Darul Ehsan’

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BLOCK 8, TAMAN UNIPARK SURIA JALAN IKRAM - UNITEN

43000 KAJANG SELANGOR DARUL EHSAN

MALAYSIA

TEL: (603) 8738 3371 FAX: (603) 8926 6282

NNOOVVEEMMBBEERR 22001111

TRAFFIC IMPACT ASSESSMENT for ‘Permohonan Pelan Kebenaran Merancang bagi Pindaan Pelan Lulus Pembangunan Perumahan (Kondominium) kepada Perumahan Bercampur di atas Lot 16833 (PT 4609), 16834 (PT 4610), 16835 (PT 4611), 16836 dan 16837, Taman Melawati, Mukim Setapak, Daerah Gombak, Selangor Darul Ehsan’.

TABLE OF CONTENTS

Section Title Page No

1.0 INTRODUCTION 1

2.0 STUDY OBJECTIVE 1

3.0 THE STUDY AREA 1

4.0 EXISTING TRAFFIC CONDITIONS 3

4.1 Road and Junction Inventory 3

4.2 Existing Traffic Volume 4

4.3 Analysis of Survey Data 6

4.4 Performance of Existing Road 6

5.0 ASSESSMENT OF FUTURE TRAFFIC SCENARIO 22

5.1 Non‐Site (Base) Traffic 22

5.2 Development Traffic Forecast 25

5.3 Trips Distribution and Assignment Model 25

5.4 Traffic Performance Assessment 28

5.5 10‐Year Traffic Forecast (2026) 35

6.0 THE PROPOSED DEVELOPMENT 17

5.1 Site Location 17

5.2 Proposed Access 17

5.3 Development Component 19

5.4 Projected Traffic Generation Patterns 19

7.0 RECOMMENDATIONS 43

7.1 Upon Completion (Year 2016) 43

8.0 CONCLUSION 46

TRAFFIC IMPACT ASSESSMENT for ‘Permohonan Pelan Kebenaran Merancang bagi Pindaan Pelan Lulus Pembangunan Perumahan (Kondominium) kepada Perumahan Bercampur di atas Lot 16833 (PT 4609), 16834 (PT 4610), 16835 (PT 4611), 16836 dan 16837, Taman Melawati, Mukim Setapak, Daerah Gombak, Selangor Darul Ehsan’. LIST OF FIGURES

Figure 3.1: Location Plan

Figure 4.1: Station Surveys

Figure 4.2: Existing Traffic Volume for AM & PM Peak in Year 2011

Figure 4.3: Overall Junction Performance in Year 2011

Figure 5.1: Access Points

Figure 5.2: Trip Generation

Figure 6.1: Future Traffic Volume of Study Area & Adjacent Development for AM & PM

Peak – Year 2016

Figure 6.2: Traffic Distribution including the Proposed Development & Adjacent

Development – Year 2016



TRAFFIC IMPACT ASSESSMENT for ‘Permohonan Pelan Kebenaran Merancang bagi Pindaan Pelan Lulus Pembangunan Perumahan (Kondominium) kepada Perumahan Bercampur di atas Lot 16833 (PT 4609), 16834 (PT 4610), 16835 (PT 4611), 16836 dan 16837, Taman Melawati, Mukim Setapak, Daerah Gombak, Selangor Darul Ehsan’. LIST OF TABLES

Table 4.1: Conversion Factors to PCU

Table 4.2: Level of Service and Volume/Capacity Ratio Correlation

Table 4.3: J1 Analysis AM & PM Peak – current year 2011






Table 5.1: Development Units

Table 5.2: The Adopted Trip Generation Rates

Table 5.3: Projected Traffic Generation Patterns from Proposed Development

Table 6.1: Trip Generated by Adjacent Development

Table 6.2: Trip Generated by Proposed Development

Table 6.3: Mid‐Block Performance Analysis for AM and PM Peak Hour

Table 6.4: Proposed Trip Distribution for Northern Access

Table 6.5: Proposed Trip Distribution for Southern Access

Table 6.6: J1 Analysis AM & PM Peak – Future Year 2016 With & Without Development






Table 6.12: Completion 10 Years Traffic Volume Projection at J1






Table 7.1: J4 Performance Analysis With & Without Improvement – Year 2016

Table 7.2: Proposed Signal Phasing at the J4 Signalised Junction – Year 2016

TRAFFIC IMPACT ASSESSMENT for ‘Permohonan Pelan Kebenaran Merancang bagi Pindaan Pelan Lulus Pembangunan Perumahan (Kondominium) kepada Perumahan Bercampur di atas Lot 16833 (PT 4609), 16834 (PT 4610), 16835 (PT 4611), 16836 dan 16837, Taman

Melawati, Mukim Setapak, Daerah Gombak, Selangor Darul Ehsan. 2011

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1.0 INTRODUCTION

The proposed development is located on Lot 1683 (PT 4609), 16834 (PT 4610), 16835 (PT

4611), 16836 and 16837, Taman Melawati, Mukim Setapak, Daerah Gombak, Selangor Darul

Ehsan. This area is proposed to be developed into a high income residential area. Adjacent

landuse activities are residential areas within Taman Melawati and institutions such as SJKT

Taman Melawati, SMK Taman Melawati, SK Taman Melawati 2 and International School of

Kuala Lumpur.

KI Integrated Consultants Sdn Bhd was commissioned to conduct a comprehensive Traffic

Impact Assessment to assess the circulation of the proposed development and to determine

the impact of the development on the proposed road network. Corrective measures to

mitigate any traffic impact will also be recommended.

This study report will form a supporting document in the developer’s submission for

approval.

2.0 STUDY OBJECTIVE

The main objective of this study is to examine the impact of the proposed development on

the road network within the vicinity of the development and to determine if the roadway

and junction layout can cope with the future traffic demand.

3.0 THE STUDY AREA

The study area is located within the residential area of Taman Melawati and is bordered by

Jalan Taman Melawati. The area is accessible from the Middle Ring Road (MRRII) via Jalan

Taman Melawati. Existing landmarks located near to the site are the International School

located to the southwest and K Club located to the southeast. The location of the proposed

development is shown in Figure 3.1.



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4.0 EXISTING TRAFFIC CONDITIONS

Assessment of the existing traffic conditions for the surrounding road network in the vicinity

of the development site was ascertained through visual reconnaissance surveys as well as

conducting traffic count surveys. In addition, road inventory was also carried out to

determine the characteristics of the existing roads and junctions in the study area. These will

provide both a quantitative and qualitative measures of the existing traffic conditions as well

as understanding of the present traffic pattern and characteristics.

4.1 Road and Junction Inventory

Site reconnaissance was conducted to determine the access points to the proposed

development. An inventory of the existing characteristics of the roads/junctions such as

lanes, traffic circulation, junction control and layout was also developed.

There are two existing access point towards the development from the north and south. The

northern access is via Jalan G2 whereas the southern access is via Jalan G1.

The proposed development is planned to gain access via both the northern and southern

access points.



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4.2 Existing Traffic Volume

A Manual Classified Count (MCC) was carried out to determine the existing traffic flow

patterns and the period of peak hours on the existing roads and junctions in the vicinity of

the development.

The traffic count survey was conducted on 26th July 2011 from 6.30am‐9.30am for AM peak

and 4.30pm‐7.30pm for PM peak. The traffic survey was conducted manually at 15 minutes

intervals and was classified into the following five vehicle categories:

i) Car, taxi and private Vans;

ii) Motorcycles;

iii) Light trucks (2 axle);

iv) Heavy trucks; and

v) Buses.

The traffic survey locations are shown in Figure 4.1. Details of survey locations are as follows:

• J1 (Roundabout) ‐ Jalan Melawati 4‐ Jalan Taman Melawati (Bukit Emas Roundabout)

• J2 (Priority Junction) ‐ Jalan Melawati 4‐Jalan G2

• J3 (Roundabout) ‐ Jalan Melawati 4‐Jalan Taman Melawati (Jade Hills Roundabout)

• J4 ( Priority Junction) ‐ Jalan Taman Melawati – Jalan Melawati 1

• J5 (Priority Junction) ‐ Jalan Melawati 1‐ Jalan G1

• J6 (Priority Junction) ‐ Jalan Melawati 1‐ Jalan Taman Melawati



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4.3 Analysis of Survey Data

Prior to analyzing the traffic data collected from the traffic surveys, all counted vehicles were

converted into passenger car unit (pcu) to account for the varying vehicular composition.

The factors used in converting the various classes of vehicles to passenger units were

adopted from the Trip Generation Manual by Malaysia Highway Planning Unit (HPU, 2010)

and are shown in Table 4.1

Table 4.1: Conversion Factors to PCU

Type of Vehicles Equivalent Value in PCU

Motorcycle 0.33 Car 1.00

Light Truck 1.75 Heavy Truck 2.25 Bus 2.25

The findings of traffic surveys provide information not only on the vehicular turning

movement patterns but also the total traffic demands of each connecting road link.

Based on the traffic counts, the peak hours was determined which is from 6.45 am‐7.45 am

for AM peak and 6.15 pm‐7.15 pm for PM peak. Figure 4.2 shows the traffic volume in the

vicinity of study area during AM & PM peak.

4.4 Performance of Existing Road

The operational performance of a road, usually measured in term of volume to capacity (v/c)

ratio, is a measure of occupancy of a particular road section. Performance analysis is carried

out for the existing road leading into the development site.

Table 4.2 indicates the relation of LOS and V/C ratios as well as their definitions in terms of

urban road performance that are adopted in this study. (Source:‐ Transportation Research

Board, Highway Capacity Manual, Ministry of Works, Malaysia)


Melawati, Mukim Setapak, Daerah Gombak, Selangor Darul Ehsan.

2011

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Table 4.2: Level of Service and Volume/Capacity Ratio Correlation

LOS V/C Ratio Traffic Situation

A 0.00 to 0.60 Free flow with low volumes, densities and high speeds. Driver can maintain their desired speeds with little or no delay.

B 0.61to 0.70 Stable flow. Operating speeds beginning to be restricted somewhat by traffic conditions. Some slight delay.

C 0.71 to 0.80 Stable flow. Speeds and maneuverability are more closely controlled by higher volumes. Acceptable delay.

D 0.81 to 0.90 Approaching unstable flow. Tolerable operating speeds which are considerably affected by operating conditions. Tolerable delay.

E 0.91 to 1.00 Unstable flow. Yet lower operating speeds and perhaps stoppages of momentary duration. Volumes at or near capacity and intolerable delay.

F More than 1 Forced flow. Speeds and volume can drop to zero. Stoppage can occur for long periods. Queues of vehicles backing up from a restriction downstream.

The operational performances of the junctions were assessed using aaSIDRA. aaSIDRA is a

traffic engineering software developed by Akcelik & Associates as an aid to junction

performance analysis.

The performances of J1 until J6 were assessed and the results are summarized in Table 4.3

until Table 4.8.

J1 is operating at LOS ‘A’ in the AM peak and PM peak. In the AM Peak, the approach from

Jalan Taman Melawati (North) has the highest delay with an average queue of 9m. This is

because the heavy traffic from the west has to give way to a higher conflicting movement

circulating the roundabout. In the PM peak, the approach from Jalan H1 (West) has an average

queue of 39m. J1 junction performance is summarized in Table 4.3.



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Table 4.3: J1 Analysis AM & PM Peak – current year 2011 J1_AM 2011 Roundabout ----------------------------------------------------------------- Mov Mov Total Total Deg. Aver. LOS Longest Queue ID Typ Flow Cap. of Delay 95% Back (veh (veh Satn (vehs) (m) /h) /h) (v/c) (sec) ----------------------------------------------------------------- South: J6 1 L 39 608 0.064 5.4 A 0.1 0 2 T 246 989 0.249 4.3 A 0.8 4 3 R 170 684 0.249 11.4 A 0.8 4 ----------------------------------------------------------------- East: J2 4 L 200 1126 0.178 7.6 A 1.0 5 5 T 28 315 0.089 6.0 A 0.4 2 6 R 54 607 0.089 13.1 A 0.4 2 ----------------------------------------------------------------- North: Jalan Tmn Melawati 7 L 41 107 0.383 6.9 A 1.8 9 8 T 337 877 0.384 5.9 A 1.8 9 9 R 42 109 0.385* 12.8 A 1.8 9 ----------------------------------------------------------------- West: Jln H1 10 L 26 76 0.342 6.2 A 1.2 6 11 T 55 161 0.342 5.2 A 1.2 6 12 R 324 948 0.342 12.1 A 1.2 6 ----------------------------------------------------------------- ALL VEHICLES: 1562 0.385 A 1.8 9 ----------------------------------------------------------------- J1_PM 2011 Roundabout ----------------------------------------------------------------- Mov Mov Total Total Deg. Aver. LOS Longest Queue ID Typ Flow Cap. of Delay 95% Back (veh (veh Satn (vehs) (m) /h) /h) (v/c) (sec) ----------------------------------------------------------------- South: J6 1 L 46 328 0.140 6.3 A 0.5 2 2 T 559 1026 0.545 6.0 A 4.1 21 3 R 222 407 0.545 13.2 A 4.1 21 ----------------------------------------------------------------- East: J2 4 L 200 1071 0.187 6.3 A 0.7 4 5 T 215 638 0.337 5.0 A 1.9 10 6 R 220 652 0.337 12.1 A 1.9 10 ----------------------------------------------------------------- North: Jalan Tmn Melawati 7 L 26 53 0.491 9.6 A 4.1 21 8 T 284 574 0.495 8.7 A 4.1 21 9 R 81 164 0.494 15.5 A 4.1 21 -----------------------------------------------------------------



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West: Jln H1 10 L 9 12 0.750* 13.0 B 7.7 39 11 T 556 761 0.731 12.0 B 7.7 39 12 R 36 49 0.735 18.9 B 7.7 39 ----------------------------------------------------------------- ALL VEHICLES: 2454 0.750 B 7.7 39 -----------------------------------------------------------------

Based on the junction performance analysis, J2 is operating within the available capacity with

LOS ‘A’ during both peak hours. Table 4.4 shows details of J2 junction performance.

Table 4.4: J2 Analysis AM & PM Peak – Current Year 2011 J2_AM Give-Way Sign Controlled Intersection ----------------------------------------------------------------- Mov Mov Total Total Deg. Aver. LOS Longest Queue ID Typ Flow Cap. of Delay 95% Back (veh (veh Satn (vehs) (m) /h) /h) (v/c) (sec) ----------------------------------------------------------------- South: development 1 L 17 559 0.030 9.4 A 0.0 0 3 R 8 263 0.030 9.5 A 0.0 0 ----------------------------------------------------------------- East: J3 4 L 14 54 0.259* 8.2 A 0.0 0 5 T 1117 4343 0.257 0.0 A 0.0 0 ----------------------------------------------------------------- West: J1 11 T 214 4311 0.050 0.6 A 0.2 1 12 R 2 40 0.050 9.5 A 0.2 1 ----------------------------------------------------------------- ALL VEHICLES: 1372 0.259 0.4 NA 0.2 1 ----------------------------------------------------------------- J2_PM ----------------------------------------------------------------- Mov Mov Total Total Deg. Aver. LOS Longest Queue ID Typ Flow Cap. of Delay 95% Back (veh (veh Satn (vehs) (m) /h) /h) (v/c) (sec) ----------------------------------------------------------------- South: development 1 L 12 551 0.022 9.3 A 0.0 0 3 R 6 276 0.022 9.5 A 0.0 0 ----------------------------------------------------------------- East: J3 4 L 12 51 0.235* 8.2 A 0.0 0 5 T 1014 4346 0.233 0.0 A 0.0 0 ----------------------------------------------------------------- West: J1 11 T 429 4175 0.103 0.5 A 0.4 2 12 R 11 107 0.103 9.4 A 0.4 2 ----------------------------------------------------------------- ALL VEHICLES: 1484 0.235 0.4 NA 0.4 2



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Result in Table 4.5 shows J3 is operating within acceptable LOS, LOS ‘A’ for AM and PM peak.

As shown from the analysis, the southern movement experiences the highest delay during

both peak hours. This is primarily because of the higher traffic volume coming from the south.

Table 4.5: J3 AM & PM Peak – Current Year 2011 J3_AM 2011 Roundabout ----------------------------------------------------------------- Mov Mov Total Total Deg. Aver. LOS Longest Queue ID Typ Flow Cap. of Delay 95% Back (veh (veh Satn (vehs) (m) /h) /h) (v/c) (sec) ----------------------------------------------------------------- South: J4 1 L 514 2050 0.251* 7.2 A 3.1 16 2 T 164 1329 0.123 6.0 A 1.5 7 3 R 89 721 0.123 13.4 A 1.5 7 ----------------------------------------------------------------- East: others new development 4 L 116 1239 0.094 8.4 A 1.3 6 5 T 58 619 0.094 6.7 A 1.3 6 6 R 178 1858 0.096 14.1 A 1.3 7 ----------------------------------------------------------------- North: jln tmn melawati 7 L 5 22 0.227 5.7 A 2.1 11 8 T 128 551 0.232 4.7 A 2.1 11 9 R 588 2531 0.232 11.5 A 2.1 11 ----------------------------------------------------------------- West: J2 10 L 28 909 0.031 6.2 A 0.3 2 11 T 56 1818 0.031 5.0 A 0.3 2 12 R 132 2727 0.048 11.9 A 0.5 3 ----------------------------------------------------------------- ALL VEHICLES: 2056 0.251 A 3.1 16 ----------------------------------------------------------------- J3_PM 2011 Roundabout ----------------------------------------------------------------- Mov Mov Total Total Deg. Aver. LOS Longest Queue ID Typ Flow Cap. of Delay 95% Back (veh (veh Satn (vehs) (m) /h) /h) (v/c) (sec) ----------------------------------------------------------------- South: J4 1 L 473 2174 0.218* 6.5 A 2.7 14 2 T 121 1020 0.119 5.4 A 1.5 7 3 R 137 1155 0.119 12.8 A 1.5 7 ----------------------------------------------------------------- East: others new development 4 L 107 1145 0.093 9.3 A 1.3 7 5 T 62 663 0.094 7.6 A 1.3 7 6 R 134 1434 0.093 14.9 A 1.3 7



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North: jln tmn melawati 7 L 6 28 0.214 6.4 A 2.4 12 8 T 34 156 0.218* 5.4 A 2.4 12 9 R 517 2376 0.218* 12.2 A 2.4 12 ----------------------------------------------------------------- West: J2 10 L 20 1219 0.016 6.1 A 0.2 1 11 T 26 1584 0.016 4.9 A 0.2 1 12 R 394 2803 0.141 11.9 A 1.5 8 ----------------------------------------------------------------- ALL VEHICLES: 2031 0.218 A 2.7 14 -----------------------------------------------------------------

Even though there is a traffic light signal at Junction J4, the signal is not operational. As such,

the junction is assessed as a priority junction and the result of the assessment is summarized

in Table 4.6.

Table 4.6: J4 AM & PM Peak – Current Year 2011 J4_AM Give-Way Sign Controlled Intersection ----------------------------------------------------------------- Mov Mov Total Total Deg. Aver. LOS Longest Queue ID Typ Flow Cap. of Delay 95% Back (veh (veh Satn (vehs) (m) /h) /h) (v/c) (sec) ----------------------------------------------------------------- South: MRR2 1 L (Slp) 200 2200 0.091 7.6 A 0.0 0 2 T 703 4400 0.160 0.0 A 0.0 0 ----------------------------------------------------------------- North: J3 8 T 972 4128 0.235 0.0 A 0.0 0 9 R 61 259 0.236* 8.2 A 0.0 0 ----------------------------------------------------------------- West: J5 10 L 137 1167 0.117 8.2 A 0.0 0 12 R 299 2547 0.117 8.0 A 0.0 0 ----------------------------------------------------------------- ALL VEHICLES: 2372 0.236 NA 0.0 0 ----------------------------------------------------------------- ----------------------------------------------------------------- West: Jln Melawati 3 10 L 90 717 0.126 8.8 A 0.1 1 12 R 135 1075 0.126 8.8 A 0.1 1 ----------------------------------------------------------------- ALL VEHICLES: 1239 0.187 2.8 NA 0.1 1 -----------------------------------------------------------------



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J4_PM Give-Way Sign Controlled Intersection ----------------------------------------------------------------- Mov Mov Total Total Deg. Aver. LOS Longest Queue ID Typ Flow Cap. of Delay 95% Back (veh (veh Satn (vehs) (m) /h) /h) (v/c) (sec) ----------------------------------------------------------------- South: MRR2 1 L (Slp) 156 2200 0.071 7.6 A 0.0 0 2 T 416 4400 0.095 0.0 A 0.0 0 ----------------------------------------------------------------- North: J3 8 T 411 4077 0.101* 0.0 A 0.0 0 9 R 31 308 0.101* 8.2 A 0.0 0 ----------------------------------------------------------------- West: J5 10 L 90 1857 0.048 8.2 A 0.0 0 12 R 35 1857 0.019 8.0 A 0.0 0 ----------------------------------------------------------------- ALL VEHICLES: 1139 0.101 NA 0.0 0 -----------------------------------------------------------------

The junction analysis conducted shows that J5 is operating within acceptable capacity with

LOS ‘A’ during AM and PM peak. The movement from the East has the longest queue

comparatively, which is 3m and 7m in the AM and PM peak respectively. Table 4.7 shows the

junction analysis for J5.

Table 4.7: J5 AM & PM Peak – Current Year 2011 J5_AM 2011 Give-Way Sign Controlled Intersection ----------------------------------------------------------------- Mov Mov Total Total Deg. Aver. LOS Longest Queue ID Typ Flow Cap. of Delay 95% Back (veh (veh Satn (vehs) (m) /h) /h) (v/c) (sec) ----------------------------------------------------------------- East: J5 5 T 273 4129 0.066* 0.4 A 0.6 3 6 R 21 318 0.066* 9.2 A 0.6 3 ----------------------------------------------------------------- North: J1 7 L 33 921 0.036 11.9 A 0.2 1 9 R 5 596 0.008 13.3 A 0.0 0 ----------------------------------------------------------------- West: J6 10 L 13 239 0.054 8.2 A 0.0 0 11 T 247 4549 0.054 0.0 A 0.0 0 ----------------------------------------------------------------- ALL VEHICLES: 592 0.066 NA 0.6 3 -----------------------------------------------------------------



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J5_PM 2011 Give-Way Sign Controlled Intersection ----------------------------------------------------------------- Mov Mov Total Total Deg. Aver. LOS Longest Queue ID Typ Flow Cap. of Delay 95% Back (veh (veh Satn (vehs) (m) /h) /h) (v/c) (sec) ----------------------------------------------------------------- East: J5 5 T 613 4376 0.140* 0.4 A 1.4 7 6 R 29 207 0.140* 9.2 A 1.4 7 ----------------------------------------------------------------- North: J1 7 L 18 960 0.019 11.7 A 0.1 0 9 R 1 341 0.003 18.4 A 0.0 0 ----------------------------------------------------------------- West: J6 10 L 1 22 0.045 8.2 A 0.0 0 11 T 216 4777 0.045 0.0 A 0.0 0 ----------------------------------------------------------------- ALL VEHICLES: 878 0.140 NA 1.4 7 -----------------------------------------------------------------

From the analysis conducted, J6 is also operating within acceptable capacity with LOS ‘A’ and

LOS ‘B’ during both peak periods. Table 4.8 tabulates the results of J6 junction analysis.

Table 4.8: J6 AM & PM Peak – Current Year 2011 J6_AM 2011 Give-Way Sign Controlled Intersection ----------------------------------------------------------------- Mov Mov Total Total Deg. Aver. LOS Longest Queue ID Typ Flow Cap. of Delay 95% Back (veh (veh Satn (vehs) (m) /h) /h) (v/c) (sec) ----------------------------------------------------------------- South: MRR2 2 T 642 2200 0.292* 0.0 A 0.0 0 3 R 162 815 0.199 11.6 A 0.1 1 ----------------------------------------------------------------- East: J5 4 L 245 1221 0.201 8.8 A 0.3 2 6 R 21 1211 0.017 8.7 A 0.0 0 ----------------------------------------------------------------- North: J1 7 L 111 663 0.167 8.2 A 0.0 0 8 T 620 3704 0.167 0.0 A 0.0 0 ----------------------------------------------------------------- ALL VEHICLES: 1801 0.292 NA 0.3 2 -----------------------------------------------------------------



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J6_PM 2011 Give-Way Sign Controlled Intersection ----------------------------------------------------------------- Mov Mov Total Total Deg. Aver. LOS Longest Queue ID Typ Flow Cap. of Delay 95% Back (veh (veh Satn (vehs) (m) /h) /h) (v/c) (sec) ----------------------------------------------------------------- South: MRR2 2 T 488 2200 0.222 0.0 A 0.0 0 3 R 212 834 0.254 11.5 A 0.2 1 ----------------------------------------------------------------- East: J5 4 L 528 1306 0.404* 8.8 A 1.0 5 6 R 60 1274 0.047 8.6 A 0.1 0 ----------------------------------------------------------------- North: J1 7 L 85 766 0.111 8.2 A 0.0 0 8 T 399 3596 0.111 0.0 A 0.0 0 ----------------------------------------------------------------- ALL VEHICLES: 1772 0.404 NA 1.0 5 -----------------------------------------------------------------

Figure 4.3 shows the existing overall junction performance in the vicinity of study area.



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5.0 THE PROPOSED DEVELOPMENT

5.1 Site Location

The proposed development is located on Lot 16833 (PT 4609), 16834 (PT 4610), 16835 (PT

4611), 16836 dan 16837, Taman Melawati. The proposed site is currently an empty land and it

is planned to be developed in year 2012 and completed in year 2016.

5.2 Proposed Access

The proposed development is accessible via two (2) new accesses:

a) via Jalan G2 (Northen Access)

Jalan G2 currently served the internal traffic for Taman Melawati. This road will allow

traffic from Jalan Melawati 4 towards the proposed development.

b) via Jalan G1 (Southern Access)

This southern access connects Jalan Melawati 3 towards the proposed development.

This road currently operates as a priority T‐Junction.

The layout for both the northern and southern accesses is shown in Figure 5.1.



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5.3 Development Component

The development site covers an area of about 42.24 acres (300,999.6 ft2) and will be

developed as a high income residential area. A summary of the development components is

shown in Table 5.1.

Table 5.1: Development Units

Landuse Activity Units

Strata Link/Terrace Link 22 Detached House 116 Condominium 72 TOTAL 210

5.4 The Projected Traffic Generation Patterns

The future traffic generation patterns of the development upon its full completion and

operation are projected based on the traffic generation rates of the Traffic Generation

Manual developed by the Highway Planning Unit (HPU) of Ministry of Works, 2010.

In this TIA report, the future traffic generation pattern of the development component is

calculated for the AM and PM peak periods to provide a worst case scenario for assessment.

The relevant traffic generation rates adopted for this study are listed in Table 5.2.



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Table 5.2: Adopted Trip Generation Rates

Land Usage Vehicle Trips

PCU Conversion

% Inbound % Outbound

Terrace Link/Townhouse

AM Peak 0.78 0.89 0.29 0.71

PM Peak 0.76 0.85 0.60 0.40

Flat/Apartment/Condominium

AM Peak 0.48 0.91 0.27 0.73

PM Peak 0.45 0.88 0.63 0.37

Semi‐D/Detached House

AM Peak 1.51 0.96 0.35 0.65

PM Peak 1.54 0.92 0.53 0.47

The projected traffic generation pattern of the development is summarized in Table 5.3. It

represents the ultimate or the worst future development scenario, in which all development

components are fully occupied.

Table 5.3: Projected Traffic Generation from Proposed Development

Land Usage Vehicle Trips PCU Trips Inbound

(PCU)

Outbound

(PCU)

Terrace Link

AM Peak 17 15 4 11

PM Peak 16 15 9 6

Detached House

AM Peak 175 168 59 109

PM Peak 178 164 87 77

Condominium

AM Peak 34 31 8 23

PM Peak 32 29 18 11

Total

Total

AM Peak 72 143

PM Peak 114 93

Figure 5.2 shows the traffic attracted and generated by the proposed development.



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6.0 ASSESSMENT OF FUTURE TRAFFIC SCENARIO

The future traffic is divided into two traffic components as described below:

i) the non‐site comprising traffic passing through the roads in the vicinity of the

project site and,

ii) site related traffic comprising traffic generated by and attracted to the proposed

development site.

The traffic forecast focuses on two critical hours of the day i.e. morning peak and evening

peak hours. It is expected that on a typical weekday the highest traffic volumes are recorded

during these hours. Thus, the performances of road and junction are tested based on this

critical condition and design/improvements of road/junctions can be made accordingly.

In forecasting the future traffic, it is necessary to determine the design year to be adopted.

In this traffic study, it is expected that the proposed development will be fully completed

and occupied by year 2016. A 10‐year traffic projection (i.e.: 2026) is also forecasted to

determine the operations of the surrounding road network.

6.1 Non‐Site (Base) Traffic

The base traffic is calculated by applying a traffic growth rate onto the existing flows up to

the design year when the proposed development is fully completed and occupied. The

adopted annual traffic growth within the study area is 3% as the surrounding development is

already developed.

Apart from this traffic growth, adjacent confirmed residential developments are also

included as the future traffic volume. When completed and occupied, these new

developments are expected to further contribute to the traffic volume on Jalan Taman

Melawati. The trip generations of these developments are tabulated in Table 6.1.



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Table 6.1: Trips Generated by adjacent new residential development

Trip Generation (PCU) Developers (adjacent developments

completed before proposed development comes in by Year 2016)

Land use Components

Area (Units) Peak Inbound Outbound Total

am 21 39 59 Contours ‐D’sara Residences Sdn Bhd

Bungalow 41 pm 31 27 58

am 24 45 70 20 Trees West ‐ SDB Properties Sdn Bhd

Detached House

48 pm 36 32 68

Detached House 40 am 36 66 101

Sunway Rydgeway ‐ Sunway Development Bhd Semi‐

Detached 30 pm 53 47 99

Note: No confirmed completion date is available for developers KLH Melawati and Idolite Corporation. These developments are assumed to be completed after year 2016 and as such are excluded from this traffic study

Figure 6.1 shows the future traffic volume in the vicinity of study area. The above

assumptions present the worst future traffic scenario of the development site and its

immediate surroundings.



2011

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6.2 Development Traffic Forecast

The trips forecast for the proposed land use is generated according to the trip rates

described in Section 5 and is summarised in Table 6.2.

Table 6.2: Future trips by proposed development AM & PM peak

Future Trips Generation (PCU) AM Peak PM Peak

Land use Component

Units Inbound Outbound Inbound Outbound

Detached House 116 4 11 9 6

Condominium 72 59 109 87 77

Terrace Link 22 8 23 18 11

TOTAL 215 207

The development is expected to generate and attract 215 pcu in the AM peak and 207 pcu in

the PM peak.

6.3 Trips Distribution and Assignment Model

The proposed development is accessible from via 2 junctions:

i) From the northern junction (Jalan G2)

ii) From the southern junction (Jalan G1)

From the analysis of current traffic flow pattern, the traffic distributions for the trip

generated by the proposed development are assumed to be as follows:

Table 6.3: Proposed Trip Distribution for proposed development

Ingress (%) Egress (%)

Northern Access 50 50

Southern Access 50 50

Total 100 100

Of this equal distribution, the trip distribution for the northern and southern access is

further tabulate in Table 6.4 and Table 6.5.



26

Table 6.4: Proposed Trip Distribution for Northern Access

Ingress (%) Egress (%) Direction

AM Peak PM Peak AM Peak PM Peak

West 14 48 58 58

East 86 52 42 42

Table 6.5: Proposed Trip Distribution for Southern Access

Ingress (%) Egress (%) Direction

AM Peak PM Peak AM Peak PM Peak

West 38 3 15 65

East 62 97 85 35

Figures 6.2 show the overall traffic volume after distribution for AM & PM peak with

development.



2011

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28

6.4 Traffic Performance Assessment

Traffic assessments are carried out at J1 until J6 to determine the impact of the proposed

development onto the surrounding road network. Tables 6.6 until 6.11 summarized the

results of the junction analysis for both AM Peak and PM Peak and provides a comparison

with year 2016 without the development.

Table 6.6: J1 Analysis – Future Year 2016 With and Without Development

Without Development With Development Approaches

AM PEAK PM PEAK AM PEAK PM PEAK

Approach from J6 (South)

PCU / hour 558 977 568 1031

Volume/Capacity 0.31 0.30 0.31 0.67

Delay (second) 7.3 7.2 7.4 8.6

L.O.S. A A A B

Ave Queue Length (meter) 6 20 6 33

Approach from J2 (East)

PCU / hour 327 622 435 698


Delay (second) 9.4 10.3 9.4 10.6

L.O.S. A A A A


Approach from Jalan Tmn Melawati (North)

PCU / hour 487 453 487 448


Delay (second) 8.0 8.1 8.1 10.2

L.O.S. A A A A


Approach from Jalan H1 (West)

PCU / hour 470 465 470 465


Delay (second) 11.2 14.1 11.3 21.9

L.O.S. A A A B


Overall Roundabout Performance A A A B



29

In year 2016, the analysis of J1 shows that the overall performance of the roundabout

without the development is operating at LOS ‘A’ during AM and PM peak. With the

completion of the proposed development, the overall performance of J1 is at a LOS of ‘A’

during AM peak LOS ‘B’ during PM peak. This is because the traffic generated by the

proposed development is low at J1 roundabout.

Table 6.7 shows the junction performance analysis for J2 in Year 2016. Based on the result,

the approach from west experiences a longest queue length i.e 1m and 3m with LOS of ‘A’

during AM and PM peak respectively. With the completion of the proposed development,

this approach will still perform within the available capacity with the longest queue length of

1m and 3m during the AM and PM peak.

Table 6.7: J2 Performance Analysis – Year 2016 With and Without Development



Approach from the development (South)

PCU / hour 29 21 172 114


Delay (second) 9.8 9.7 10.4 10.2

L.O.S. A A A A



PCU / hour 1336 1211 1398 1270


Delay (second) 0.1 0.1 0.5 0.5

L.O.S. A A A A


Approach from J1 (West)

PCU / hour 250 510 260 564


Delay (second) 0.9 0.9 1.2 1.7

L.O.S. A 0A A A


Overall Priority T‐Junction Performance A A A A



30

Table 6.8 tabulates the junction performance of J3 comparing with and without the

development respectively. The analysis shows that the roundabout will operate at Level of

Services (LOS) of ‘A’ during AM and PM peak. It is expected that J3 roundabout will be

heavily utilized by the new adjacent development as J3 roundabout will be the main access

road towards their development.

Table 6.8: J3 Analysis – Future Year 2016 With and Without Development




PCU / hour 938 944 1000 1003


Delay (second) 9.7 9.2 9.7 9.1

L.O.S. A A A A


Approach from Adjacent New Development (East)

PCU / hour 558 457 558 457


Delay (second) 12.5 13.7 12.5 13.7

L.O.S. A A A A


Approach from Jln Taman Melawati (North)

PCU / hour 835 649 1022 871


Delay (second) 10.5 12.6 10.8 13.9

L.O.S. A A A A



PCU / hour 280 529 368 704


Delay (second) 9.6 11.7 10.5 12.5

L.O.S. A A A A


Overall Roundabout Performance A A C B



31

Table 6.9 shows the junction performance of J4 in Year 2016. By year 2016, J4 is operating at

lowest capacity with the lowest LOS of ‘F’ during AM peak. The approach from west

experiences the longest queue length of 913m during AM peak. With the completion of the

development, the junction performance for J4 will continue to be at LOS ‘F’ and ‘A’ during

the AM and PM peak periods, respectively. The improvement at J4 will discussed further on

chapter 7.




Approach from MRR2 (South)

PCU / hour 1095 760 1201 929


Delay (second) 1.6 1.8 1.7 2.4

L.O.S. A A A A


Approach from J3 (North)

PCU / hour 1247 550 1247 550


Delay (second) 7.1 0.5 6.0 4.3

L.O.S. A A A A


Approach from Jalan Melawati 3 (West)

PCU / hour 506 261 506 261


Delay (second) 1463 8.1 1600 19.7

L.O.S. F A F A


Overall Priority T‐Junction Performance F A F A

From the analysis carried out, J5 will operate at LOS ‘A’ during both peak periods even when

the development is completed and occupied. The junction analysis is summarized in Table

6.10.



32




Approach from J4 (East )

PCU / hour 340 745 388 862


Delay (second) 1.1 0.9 2.0 2.0

L.O.S. A A A A


Approach from the development (North)

PCU / hour 44 22 194 120


Delay (second) 12.4 12.2 12.8 17.9

L.O.S. A A A A



PCU / hour 301 251 329 255


Delay (second) 0.4 0 1.1 0.2

L.O.S. A A A A



Similarly, junction J6 will operate at LOS ‘A’ during both peak periods even when the

proposed development is completed and occupied. The junction analysis is summarized in

Table 6.11.



33




Approach from Jalan Tmn Melawati (South)

PCU / hour 963 830 1000 888

Volume/Capacity 0.35 0.30 0.36 0.306

Delay (second) 2.3 3.5 2.6 3.3

L.O.S. A A A A



PCU / hour 308 682 308 682


Delay (second) 9.0 8.9 9.0 9.0

L.O.S. A A A A



PCU / hour 848 562 848 562


Delay (second) 1.2 1.4 1.2 1.4

L.O.S. A A A A



Figure 6.3 shows the overall junction performance in the vicinity of study area in Year 2016.



34



35

6.5 10‐year Traffic Forecast (2026)

In order to determine the road network performance within a period of 10 years, a traffic

growth of 3% per annum is applied to the total traffic generated within the study area in

year 2016. This 10‐year traffic volume projection is summarized in Table 6.12 until Table

6.17.

The junction analysis conducted for year 2026 indicates that the J1 will be at Level of service

(LOS) ‘C’ and ‘D’ during the AM and PM peaks. Table 6.12 summarised the junction

performance for J1.

Table 6.12: Completion and 10 years Traffic Volume Projection at J1

Upon Completion 2016 Projection 2026 Approaches



PCU / hour 598 1031 749 1362


Delay (second) 7.4 8.6 7.4 8.3

L.O.S. A B A A



PCU / hour 435 698 547 913


Delay (second) 9.4 10.6 17.7 13.8

L.O.S. A A B A


Approach from Jalan Tmn Melawati (North)

PCU / hour 487 448 651 603


Delay (second) 8.1 10.2 19.7 11.5

L.O.S. A A C A




36

Table 6.12: Completion and 10 years Traffic Volume Projection at J1(cont’)



Approach from Jalan H1 (West)

PCU / hour 470 465 632 624


Delay (second) 11.3 21.9 13.6 82.6

L.O.S. A B B D


Overall Roundabout Performance A B C D

Note: No growth is adopted to development traffic after fully completion and occupied. The junction analysis conducted for year 2026 indicates that the J2 will be at Level of service

(LOS) ‘A’ during the AM and PM peaks. Table 6.13 summarised the junction performance for

J2.




Approach from the development (South)

PCU / hour 172 114 182 122


Delay (second) 10.4 10.2 12.1 11.8

L.O.S. A A A A



PCU / hour 1398 1270 1849 1679


Delay (second) 0.5 0.5 0.4 0.4

L.O.S. A A A A




37

Table 6.13: Completion and 10 years Traffic Volume Projection at J2 (cont’)




PCU / hour 260 564 346 740


Delay (second) 1.2 1.7 1.8 2.1

L.O.S. A A A A



Note: No growth is adopted to development traffic after fully completion and occupied.


(LOS) ‘C’ and ‘B’ during the AM and PM peaks respectively. Table 6.14 summarised the

junction performance for J3.





PCU / hour 1000 1003 1271 1241


Delay (second) 9.7 9.1 44.6 17.7

L.O.S. A A C B


Approach from Adjacent Development (East)

PCU / hour 558 457 698 578


Delay (second) 12.5 13.7 20.9 42.6

L.O.S. A A A A




38




Approach from Jln Taman Melawati (North)

PCU / hour 835 649 1022 871


Delay (second) 10.5 12.6 10.8 13.9

L.O.S. A A A A



PCU / hour 280 529 368 704


Delay (second) 9.6 11.7 10.5 12.5

L.O.S. A A A A


Overall Roundabout Performance A A C B



(LOS) ‘F’ and LOS ‘C’ during the AM and PM peak respectively. Table 6.15 summarised the

junction performance for J4. The improvement at this junction will discussed further on the

next chapter.





PCU / hour 1201 929 1561 1157


Delay (second) 1.7 2.4 1.7 2.3

L.O.S. A A A A




39

Table 6.15: Completion and 10 years Traffic Volume Projection at J4(cont’)




PCU / hour 1247 550 1659 726


Delay (second) 6.0 4.3 14.8 4.7

L.O.S. A A F A


Approach from Jalan Melawati 3 (West)

PCU / hour 506 261 679 350


Delay (second) 1600 19.7 3178 36.8

L.O.S. F A F C


Overall Priority T‐Junction Performance F A F C



(LOS) ‘A’ during the AM and PM peaks. Table 6.16 summarised the junction performance for

J5.




Approach from J4 (East )

PCU / hour 388 862 505 1117


Delay (second) 2.0 2.0 2.0 2.0

L.O.S. A A A A




40




Approach from the development (North)

PCU / hour 194 120 210 118


Delay (second) 12.8 17.9 13.7 25.2

L.O.S. A A A A



PCU / hour 329 255 433 342


Delay (second) 1.1 0.2 0.9 0.1

L.O.S. A A A A





(LOS) ‘A’ and ‘B’ during the AM and PM peaks respectively. Table 6.17 summarised the

junction performance for J6.





PCU / hour 1000 888 1321 1167

Volume/Capacity 0.36 0.306 0.47 0.45

Delay (second) 2.6 3.3 2.7 3.6

L.O.S. A A A A




41





PCU / hour 308 682 415 916


Delay (second) 9.0 9.0 9.5 9.7

L.O.S. A A A B



PCU / hour 848 562 1139 754


Delay (second) 1.2 1.4 1.2 1.4

L.O.S. A A A A


Overall Priority T‐Junction Performance A A A B


Figure 6.4 shows the junction performance for year 2026.



42



43

7.0 RECOMMENDATIONS

7.1 Upon Completion (Year 2016)

7.1.1 Conversion of Priority Configuration to Signalised Configuration at J4

From this analysis, in year 2016, the J4 priority T‐junction is expected to operate at a

LOS F during AM peak. Even though there is a traffic light signal at Junction J4, the

signal is not operational. As such, the junction is assessed as a priority configuration

junction Hence it is recommended that this junction is upgraded to a signalized

configuration junction by turn on back the existing signal light.

Tables 7.1 summarize the results of the junction analysis for both AM Peak and PM

Peak and provides a comparison for year 2026 priority and signalized junction

configuration.

Table 7.1: J4 Performance Analysis With & Without Improvement – Year 2016

Without Improvement

(priority junction) 2016

With Improvement

(signalized junction) 2016

With Improvement


Approaches

AM PEAK

PM PEAK

AM PEAK

PM PEAK

AM PEAK

PM PEAK

Approach from MRR2 (South)

PCU / hour 1201 929 1201 929 1561 1157

Volume/Capacity 0.21 0.15 0.70 0.38 0.93 0.49

Delay (second) 1.7 2.4 40.0 26.9 58.5 28.9

L.O.S. A A B A D A

Ave Queue Length (meter)

0 0 148 88 248 0.6


PCU / hour 1247 550 1247 550 1659 726

Volume/Capacity 0.49 0.18 0.70 0.38 0.93 0.50

Delay (second) 6.0 4.3 39.5 40.9 60.7 42.9

L.O.S. A A B A D A


33 0 191 85 341 113



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Table 7.1: J4 Performance Analysis With & Without Improvement – Year 2016 (cont’)

The proposed signal phasing at the junction during AM and PM peak are listed in

Table 7.2 below:

Table 7.2: Proposed Signal Phasing at the J4 Signalised Junction – Year 2016

Proposed Phasing Proposed Timing (AM) Proposed Timing (PM)

Green Time = 61 sec Phase Time = 66 sec


Without Improvement

(priority junction) 2016

With Improvement


With Improvement


Approaches

AM PEAK

PM PEAK

AM PEAK

PM PEAK

AM PEAK

PM PEAK


PCU / hour 506 261 506 261 679 350

Volume/Capacity 2.7 0.37 0.71 0.38 0.91 0.49

Delay (second) 1600 19.7 69.7 65.7 88.1 66.3

L.O.S. F A B A D A


942 15 129 70 199 91

Overall Priority T‐Junction Performance

F A B A D A



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8.0 CONCLUSION

Based on the traffic impact assessment carried out, the proposed development is expected

to generate and attract 215 pcu in the AM peak and 207 pcu in the PM peak. The proposed

development is expected to gain access from the Northern Access via Jalan G2 as well as

from the Southern Access via Jalan G1.

Upon completion of the development in year 2016, adjacent junctions are expected to

operate within the available capacity with the lowest LOS of ‘F’ at Junction 4 in the peak

period. Bear in mind, J4’S failure is also contributed by trips generated from adjacent

development that expected to be completed before the proposed development is fully

occupied in Year 2016.

Once all the planned developments mature in year 2016, J4 is expected to operate at LOS ‘F’

and ‘A’ during AM & PM peak periods. To improve this junction, it is recommended to be

upgraded to a signalized controlled junction by turn on back the existing signal light for

better manage the traffic flow.

It is recommended that the above junction improvement is co‐coordinated with other

junction improvements proposed by the adjacent developers. This is to ensure that a more

robust traffic management scheme is implemented and staged according to the traffic

demand of the area. It is also recommended that all developers within the area contribute to

improving the adjacent junctions to ensure that traffic flow is smooth for both the existing

and new residential communities.

TIA Taman Melawati Final 05122011

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