Kuching - 18th Mile - Traffic Studies

TRAFFIC STUDY REPORT

FOR

PROPOSED MIXED DEVELOPMENT AT MILE 18 OF JALAN KUCHING-SERIAN

OCTOBER 2013

Prepared For:

WACIS ENGINEERING CONSULTANT Lot 3008, No. 24/12, 1st Floor Hock Kui Commercial Centre

Jalan Tun Ahmad Zaidi Adruce 93150 Kuching, Sarawak

Prepared By:

L & P Associates 3rd Floor, Lot 2766, Block 10

Bormill Estate Commercial Centre Jalan Tun Ahmad Zaidi Adruce

93150 Kuching, Sarawak.

Proposed Mixed Development at Mile 18 of Jalan Kuching-Serian Traffic Study Report

i

Section Page

1.0 INTRODUCTION 1 - 1

1.1 Background 1 - 1

1.2 Objective of Study 1 - 1

1.3 The Study Area 1 - 1

2.0 AVAILABLE REFERENCES 2 – 1

3.0 SCOPE OF WORKS 3 - 1

4.0 EXISTING ROAD NETWORK AND TRAFFIC SURVEY 4 - 1

4.1 Existing Road Network 4 - 1

4.2 Existing Site Neighbourhood 4 - 1

4.3 Traffic Survey 4 - 1

5.0 PROPOSED DEVELOPMENT AND JUNCTION 5 - 1

5.1 Proposed Development 5 - 1

5.2 Proposed Site Access 5 -1

5.3 Option Consideration 5 -1

6.0 PROJECTED FUTURE TRAFFIC 6 - 1

6.1 Projection of Background Traffic 6 - 1

6.2 Projection of Traffic Generated from Adjacent Developments 6 - 1

6.3 Trip Distribution 6 - 1

6.4 Trip Assignment 6 - 3

6.5 Projected Future Peak Hour Traffic 6 - 3

7.0 CAPACITY ANALYSIS 7 - 1

7.1 Roadway Capacity Analysis 7 - 1

7.2 Junction Capacity Analysis 7 - 2 7.2.1 Unsignalised Junction Capacity Analysis 7 - 2 7.2.2 Signal Warrant Evaluation 7 -5 7.2.3 Signalised Junction Capacity Analysis 7 - 5

8.0 CONCLUSIONS AND RECOMMENDATIONS 8 - 1 Appendix A A-1

TABLE OF CONTENTS


ii

LIST OF TABLES

Table Page

4.1 Conversion Factors to Passenger Car Unit (PCU) 4 – 2 6.1 Trip Generation from Proposed Development 6 – 2

6.2 Percentage of Trip Distribution 6 – 2 7.1 Summary of Multilane Roadway Capacity Analysis 7 – 2 7.2 Level-of-Service (LOS) Criteria for Unsignalised Junction 7 – 2 7.3 Summary of Unsignalised Intersection Capacity Analysis for

Right Turn 7 – 3 7.4 Summary of Unsignalised Intersection Capacity Analysis for U-turn (Option 1) 7 – 4 7.5 Summary of Unsignalised Intersection Capacity Analysis for Junction 1 (Option 2 - Unsignalised) 7 – 4 7.6 Level-of-Service (LOS) Criteria for Signalised Junction 7 – 5 7.7 Summary of Unsignalised Intersection Capacity Analysis for Junction 1 (Option 3 - Signalised) 7 – 7


iii

LIST OF FIGURES

Figure Page

1.1 Locality Map 1 – 2

4.1 Existing Peak Hour Traffic in Year 2013 (vph) 4 – 3

4.2 Existing Peak Hour Traffic in Year 2013 (pcph) 4 – 4 5.1 Proposed Development Layout 5 – 2 5.2 Option 2 – Lane Configuration 5 – 3 5.3 Option 3 – Lane Configuration 5 – 4 5.4 Option 4 – Lane Configuration 5 – 4 6.1 Projected Peak Hour Traffic by Year 2023 (pcph) 6 – 4 6.2 Projected Peak Hour Traffic by Year 2023 (pcph) 6 – 5

7.1 Peak Hour Signal Warrant Evaluation for Junction 1 7 – 6

8.1 Proposed Conceptual Layout for Junction 1 8 – 4


1 - 1

1.0 INTRODUCTION

1.1 Background

This traffic study is carried out in view of the needs to study and evaluate the impacts

of traffic generated from the “Proposed Mixed Development at Mile 18 of Jalan

Kuching-Serian” on the surrounding road network.

This traffic study report is submitted to present the justifications and findings of the

traffic assessment, as well as recommended mitigating measures which will be

presented in the later section of this report.

A copy of the key map and locality plan of the project site with respective to the

surrounding road network is enclosed in Figure 1.1.

1.2 Objective of Study

The objective of this study is to determine the feasibility of providing a right-turning

access at Mile 18 of Jalan Kuching-Serian for accessibility to the Proposed

Development. This report aims to present the finding of study that evaluates the

impacts of traffic with the provision of a new signalised traffic junction.

The main objective of this study is to examine the existing traffic conditions, and to

evaluate and assess future projected traffic using the road quantitatively and

qualitatively. The scope includes collection of existing peak hour traffic data,

projection of future traffic volumes, roadway and junction capacity analysis with the

consideration of the Proposed Development at Mile 18.

1.3 The Study Area

The study area is confined to the assessment of the traffic conditions at the proposed

new junction at Mile 18 of Jalan Kuching-Serian and the existing junctions in the

vicinity of the project site.

KUANG

MENJAU

PATUNG

TIJIRAK

SINJOK

Foot of Hill

MASAAN

KPG

SERIAN

BERATOK

Jong'sCrocodile

Farm

SK Siburan

Police

Police

Fisherman'sParkSeratau Mambong

KU

CHIN

G

-JA

LAN

TO KUCHING

KPG

KPG

KPG

DURAS SG. DUUHKPG

DURANDATAMAN

SIBURANTOWN

KPG

KPG

KPG

SIGAKPG

TO SERIAN

Shell Station

EMAS

FIGURE 1.1 - LOCALITY MAP

1 - 2



2 - 1

2.0 AVAILABLE REFERENCES

The following references have been used and referred to in this traffic study:

1. REAM G/L 10/2011 – “Guidelines for Traffic Impact Assessment”

2. “Trip Generation Manual” (TGM) prepared in 2010 by Highway Planning

Unit, Ministry of Works Malaysia.

3. “1985 Highway Capacity Manual (HCM)” published by Transportation

Research Board of National Research Council, Washington D.C..

4. “2000 Highway Capacity Manual (HCM)” published by Transportation

Research Board of National Research Council, Washington D.C..


3 - 1

3.0 SCOPE OF WORKS

The purpose of this traffic study is to determine the potential traffic impact generated

from the “Proposed Mixed Development at Mile 18 of Jalan Kuching-Serian” on the

existing road network. The capacities of the proposed new site’s junction and existing

driveways have been assessed to determine the junctions’ future operational

performance. For the purpose of this study, Year 2023 is used as the horizon year for

traffic assessment.

Generally, the scope of work required for this study consists of the following:

(i) To carry out existing traffic survey during the morning, noon and evening peak hour periods at:

- Jalan Kuching-Serian/Access Road to Taman Duranda Emas

- Jalan Kuching-Serian/Access Road to Sinjok Village

- U-turn lanes at Jalan Kuching-Serian (downstream of project site)

(ii) To compile and analyse the existing traffic volumes from (i) above to indicate the directional traffic flows on the road network.

(iii) To project Year 2023 background traffic based on the following:

- Existing traffic survey data - Assumed average traffic growth rate - Proposed development

(iv) To estimate future trips that will be generated from the Proposed Development during the peak hours

(v) To carry out roadway capacity analysis for Jalan Kuching-Serian

(vi) To assess the impacts of future traffic on the surrounding road network and junction based on the capacity analysis criteria of “Highway Capacity Manual (HCM)”

(vii) To recommend the required mitigating measures to minimise the potential impacts in terms of capacity and level-of-service of the road and the junctions.


4 - 1

4.0 EXISTING ROAD NETWORK AND TRAFFIC SURVEY

4.1 Existing Road Network

The project site is located at Mile 18 of Jalan Kuching-Serian, south of Siburan Town.

It is currently accessible via Jalan Kuching-Serian which forms part of the State

Trunk Road System and is a four-lane divided carriageway connecting Kuching City

to Serian Town (Photo 1 in Appendix A). South of the project site, there is a tar-

sealed access road connecting Jalan Kuching-Serian to a residential housing estate

and Sinjok Village (Photo 2 in Appendix A).

There is an ingress and egress road (Photo 3 in Appendix A) connecting Jalan

Kuching-Serian to the nearby commercial and residential of Taman Duranda Emas

opposite the Proposed Development. Additionally there are dedicated U-turn lanes at

this section of Jalan Kuching Serian, the first is located 300m north of the Shell

Station (Photo 4 in Appendix A) while the second is located 1km south of the Shell

station (Photo 5 in Appendix A).

A copy of the key map and locality plan of the project site with respective to the

surrounding road network is enclosed in Figure 1.1 of Section 1.1.

4.2 Existing Site Neighbourhood

The site is located west of Jalan Kuching-Serian with a commercial & residential

complex (Taman Duranda Emas) located east at the opposite side of the road (Photo 6

in Appendix A). South of the site there is an existing residential housing estate while

shell station can be found north of the site. Both are implemented and occupied

during an earlier phase of the development.

Located at the west of the site are various villages with the first Sinjok Village located

at the south-western side of the site, which is accessible directly from Jalan Kuching-

Serian through an access road. North of Sinjok Village is Siga Village with Masaan

Village located further north. To the north of the site is Siburan Town.

4.3 Traffic Survey

Traffic survey has been carried out by the consultant on the 5th February 2013 during

the morning, noon and evening peak hour periods at various nearby points along Jalan

Kuching-Serian as indicated in Figure 1.1.


4 - 2

The traffic data were recorded at 15-minute interval under six different vehicle

categories namely passenger car/4-wheel drive, motorcycle, van/utility, light truck,

heavy truck, and bus. The peak hour traffic volumes in vehicles per hour (vph) have

been computed and the directional traffic flows are presented in Figure 4.1.

The numbers of various classes of vehicles have also been converted to passenger car

unit (PCU) based upon the conversion factors (refer to Table 4.1) as recommended in

Ref. No.1. The traffic volumes in vph have been converted to passenger cars per hour

(pcph) as presented in Figure 4.2

Table 4.1 Conversion Factors to Passenger Car Unit (PCU) Type of Vehicle Urban Road(1) Signalised Junction(1)

Passenger Car/4-wheel Drive 1.00 1.00

Motorcycle 0.75 0.22

Van/Utility 2.00 1.19

Light Truck 2.50 1.75

Bus 3.00 2.08

Heavy Truck 3.00 2.27 (1) Source : Ref. No.1

The highest existing peak hour traffic volumes on Jalan Kuching-Serian is about

1,118 [1,106] (1,550) pcph during the morning [noon] (evening) peak on southbound

direction, and 1,350 [764] (1,101) pcph for the corresponding northbound direction.

4 - 3

EXISTING PEAK HOUR TRAFFIC

FIGURE 4.1

IN YEAR 2013 (VPH)

Proposed Mixed D

evelopment at M

ile 18 of Jalan Kuching-Serian Traffic Study Report

4 - 4

EXISTING PEAK HOUR TRAFFIC

FIGURE 4.2

IN YEAR 2013 (PCPH)

Proposed Mixed D

evelopment at M



5 - 1

5.0 PROPOSED DEVELOPMENT AND JUNCTION

5.1 Proposed Development

Parcel A

The Proposed Development consists of 3-storey (68 units) commercial shops with a

food court. Located west of the commercial complex is a residential development

with detached (1 unit) and semi-detached houses (70 units), and some terrace houses

(128 units) as shown in Figure 5.1 (Photo 7 in Appendix A).

Parcel B

Parcel B of the development consists of semi-detached houses (4 units) and low-cost

terrace houses (234 units), as also shown in Figure 5.1.

Parcel C

It is assumed that Parcel C of the development would consist of 180 shophouses as

also shown in Figure 5.1.

5.2 Proposed Site Access

As depicted in Figure 5.1, there are two(2) proposed main access points to the

Proposed Development from Jalan Kuching-Serian. The first or namely Junction 1,

serves as the primary ingress/egress point catering for the bulk of the traffic generated

by the Proposed Development. Junction 2 is an existing access road located south of

the existing Shell Station (Photo 8 in Appendix A), will be extended to cater for the

egress traffic exiting from the Proposed Development.

There are two(2) secondary access points to the Proposed Development. While the

first or the North Access is an ingress/egress point from a road connecting from the

Siburan town, the second one or the South Access (via Junction C) is an existing road

to Sinjok Village from Jalan Kuching-Serian.

5.3 Option Consideration

In view of the traffic generated from the Proposed Development, it is therefore

proposed to provide a right-turn access at Junction 1 in order to allow easier access to

the development as compared to utilising the existing dedicated u-turn located to the

south of the project site.

In this report, four(4) options have been considered and evaluated to determine the

feasibility of the proposed turning access.

PROPOSED DEVELOPMENT LAYOUT

FIGURE 5.1

5 - 2


PARCEL A

PARCEL B

PARCEL C

South Access

North Acce

ss

Junction 1

Junction 2

Junction C


5 - 3

Option 1

There is no provision of right-turn access from Jalan Kuching-Serian and commuters

to the Proposed Development would need to make use of the existing U-turn located

downstream of Jalan Kuching-Serian.

Option 2

There is a provision of an unsignalised right-turn access from Jalan Kuching-Serian

into the Proposed Development as depicted in Figure 5.2.

Option 3

There is a provision of a traffic signal at Junction 1, with the lane configuration as

depicted in Figure 5.3.

Option 4

Similar to Option 3 with the exception that additional through lane is provided along

northbound and southbound approaches of Jalan Kuching-Serian and an additional

right turn lane at the Site Access Road as presented in Figure 5.4. In addition, it is

also proposed to install a traffic light at the right-turn bay to Taman Duranda Emas.

Figure 5.2 Option 2 - Lane Configurations


5 - 4




6 - 1

6.0 PROJECTED FUTURE TRAFFIC

The estimation of future traffic is basically based on the existing peak hour traffic

using average traffic growth rates and traffic generated from proposed/new

developments.

6.1 Projection of Background Traffic

Background traffic is the projection of non-site traffic using an existing road network

based on the rate of growth of other developments in the vicinity of the area or the

annual history traffic growth rate on the road system over the past few years.

The background traffic on the surrounding is determined based on the average traffic

growth rate over the ten-year period from Year 2013 till Year 2023. An average

growth rate of 4% based on SR103 (KM 27.4 at Jalan Kuching-Serian) of ‘Road

Traffic Volume Malaysia 2011’ is adopted for background traffic for the major road

(Jalan Kuching-Serian), while 2% is adopted for nearby minor roads.

6.2 Projection of Traffic Generated from Adjacent Developments

The number of trips is estimated based on the average trip generation rates obtained

from Ref. No.2.

The estimation of the trip generation from the Proposed Development in terms of

entering and exiting volumes is shown in Table 6.1 below. The PCU factors obtained

from the above “Trip Generation Manual” have also been applied to the trip

generations rates to convert the vehicle trips to equivalent passenger car (pcu) trips for

subsequent analysis purpose. It is estimated that the total number of trips generated

would be 1,789[2,843] (2,289) pcph during the morning [noon] (evening) peak.

6.3 Trip Distribution

Trip distribution is carried out to determine the proportions of trips between the

project site and the outside areas. The bulk of the trips generated from the Proposed

Development is distributed to the main road heading towards Kuching or Serian via

Jalan Kuching-Serian while around 10%-15% of the trips is distributed to Siburan

Town and the Villages located west of the site via the North & South Accesses.

In the projected Year 2023, the proposed T-junction (Junction 1) at Jalan Kuching-

Serian to accommodate the traffic from the new development is assumed to be fully

operational. The percentage trip distribution is based on the proportion of the existing

traffic distribution as shown in Table 6.2 below.


6 - 2

Table 6.1 Trip Generated from Proposed Development

Land Use Independen

t Variable

Generation Rate (vph) PCU Outbound Site Trips (pcph)(1)

AM Peak PM Peak AM PM AM Peak PM Peak

Rate % Enter % Exit Rate % Enter % Exit Peak Peak Enter Exit Enter Exit Parcel A

Shophouse 68 units 5.17 62% 38% 7.57 47% 53% 1.11 1.09 230 141 250 282

Food Court 4 tsf 23.30 56% 44% 14.85 52% 48% 1.17 1.10 58 45 31 29

Terrace House 128 units 0.70 29% 71% 0.68 60% 40% 1.12 1.09 22 60 43 27 Semi-D /

Detached House 71 units 1.51 35% 65% 1.54 53% 47% 1.09 1.10 31 65 48 39

Parcel B

Terrace House 234 units 0.70 29% 71% 0.68 60% 40% 1.12 1.09 40 110 78 49 Semi-D /

Detached House 4 units 1.51 35% 65% 1.54 53% 47% 1.09 1.10 2 4 3 2

Parcel C

Shophouse 180 units 5.17 62% 38% 7.57 47% 53% 1.11 1.09 608 373 662 746

Total: 991 798 1115 1174

Land Use Independent Variable

Generation Rate (vph) PCU Outbound Site Trips (pcph)(1)

Noon Peak Noon Noon Peak

Rate % Enter % Exit Peak Enter Exit Parcel A

Shophouse 68 units 9.09 50% 50% 1.11 307 307

Food Court 4 tsf 31.19 53% 47% 1.11 66 59

Terrace House 128 units 0.79 59% 41% 1.10 56 37 Semi-D /

Detached House 71 units 1.78 55% 45% 1.11 66 51

Parcel B

Terrace House 234 units 0.79 59% 41% 1.10 102 67 Semi-D /

Detached House 4 units 1.78 55% 45% 1.11 4 3

Parcel C

Shophouse 180 units 9.09 50% 50% 1.11 859 859

Total: 1460 1383

vph - vehicles per hour PCU - passenger car unit pcph - passenger cars per hour (1) - assuming 5% traffic from commercial areas is from housing within the project site


6 - 3

Table 6.2 Percentage of Trip Distribution Parcel Direction Inbound Outbound

A

Jalan Kuching Serian (N) 45% [55%] (60%) 50% [40%] (35%) Jalan Kuching Serian (S) 40% [30%] (25%) 35% [45%] (50%) Siburan Town 10% [10%] (10%) 10% [10%] (10%) Villages 5% [5%] (5%) 5% [5%] (5%) Total 100% [100%] (100%) 100% [100%] (100%)

B

Jalan Kuching Serian (N) 45% [55%] (60%) 50% [40%] (35%) Jalan Kuching Serian (S) 40% [30%] (25%) 40% [50%] (55%) Siburan Town 10% [10%] (10%) 10% [10%] (10%) Villages 5% [5%] (5%) 0% [0%] (0%) Total 100% [100%] (100%) 100% [100%] (100%)

xx [yy] (zz) – morning [noon] (evening)

6.4 Trip Assignment

The generated trips are then assigned to the adjacent roads via Junction 1, Junction 2,

North Access and South Access based on the most suitable route to their destination.

6.5 Projected Future Peak Hour Traffic

The resulted trips are then combined with the projected background traffic (refer to

Section 6.1) to yield the projected Year 2023 peak hour volumes in passenger cars per

hour (pcph) on the surrounding road network as depicted in Figure 6.1 to Figure 6.2.

6 - 4

PROJECTED PEAK HOUR TRAFFIC BY YEAR 2023 (PCPH)

FIGURE 6.1

Proposed Mixed D

evelopment at M


6 - 5

PROJECTED PEAK HOUR TRAFFIC BY YEAR 2023 (PCPH)

FIGURE 6.2

TO SERIA

NJA

LAN

KU

CH

ING / SERIAN

TO SERIA

NJA

LAN

KU

CH

ING / SERIAN

TO

KU

CHIN

G

Proposed Mixed D

evelopment at M



7 - 1

7.0 CAPACITY ANALYSIS

Capacity analysis has been carried out based on the procedures as described in Ref.

Nos.3 and 4.

7.1 Roadway Capacity Analysis

The capacity of Jalan Kuching-Serian had been analysed based on the procedures as

described in Ref. No.3. As a general guide, the maximum volume–to-capacity (V/C)

ratio shall not be greater than 0.90 for primary road. The general relationship used to

compute the service flow-rate for multilane highways under prevailing roadway and

traffic conditions is as follows:

SFi = cj x (V/C)i x N x fw x fE x fp ………………………………… (1)

where:

SFi = total maximum service flow rate (pcph) in one direction for

prevailing roadway and traffic conditions, for level of service (LOS)

i;

cj = capacity per lane for a multilane highway with design speed j

(pcphpl);

(V/C)i = maximum volume-to-capacity ratio allowable while maintaining the

performance characteristics of LOS i;

N = number of lanes in one direction;

fw = adjustment factor for lane width and/or lateral clearance restrictions;

fE = adjustment factor for the development environment and type of

multilane highway;

fp = adjustment factor for driver population.

Based on Equation (1) above, the maximum service flow rates (SF) for one direction

under LOS ‘E’ can be computed as follows:

2-lane SFE = 1,900 x 1.00 x 2 x 1.00 x 0.90 x 1.00 = 3,420 pcph


7 - 2

Table 7.1 Summary of Multilane Roadway Capacity Analysis

Section

Traffic

Scenario

AM Peak Noon Peak PM Peak

NB SB V/C Ratio

NB SB V/C Ratio

NB SB V/C Ratio

NB SB NB SB NB SB

Jalan Kuching Serian

Existing 1,350 1,118 0.39 0.33 764 1,106 0.22 0.32 1,101 1,550 0.32 0.45

Bkgd 1,998 1,557 0.58 0.46 1,131 1,570 0.33 0.46 1,630 2,233 0.48 0.65

Bkgd+Site 2,397 2,003 0.70 0.59 1,684 2,373 0.49 0.69 2,041 2,902 0.60 0.85 pcph - passenger cars per hour V/C - volume-to-capacity ratio NB - northbound SB - southbound Bkgd - background

Jalan Kuching-Serian

The results of the multilane roadway capacity analysis in Table 7.1 denote that the

highest saturation level for the Jalan Kuching-Serian occurs along the southbound

direction during the evening peak, which has V/C ratio of 0.45 in Year 2013. By

Year 2023, the V/C ratio is expected to increase to 0.85 with the inclusion of the site-

generated traffic which is still within satisfactory level-of-service.

7.2 Junction Capacity Analysis

One of the main considerations in traffic flow analysis is the junction capacity

analysis. In most cases, bottlenecks occur at the meeting point of two or more roads,

where all the movements are waiting for their turns or required gaps to execute the

turning manoeuvres.

7.2.1 Unsignalised Junction Capacity Analysis

In this section, the existing right turn junction into Taman Duranda Emas, the existing

U-turn junction (Option 1) and the proposed Junction 1 (Option 2 - refer to Section

5.3 above) have been evaluated using the Unsignalised Junction Capacity Analysis

criteria.

Table 7.2 presents the LOS criteria for an unsignalised junction, which is determined

by the computed or measured control delay and is defined for each minor movement.

Table 7.2 Level-of-Service (LOS) Criteria for Unsignalised Junction Level of Service Average Control Delay (sec/veh)

A 0 – 10 B > 10 – 15 C > 15 – 25 D > 25 – 35 E > 35 – 50 F > 50


7 - 3

Right-Turn into Taman Duranda Emas At Year 2013, the existing dedicated right-turn junction is still within capacity with

satisfactory LOS B and C as shown in Table 7.3. Average delay is also low with

highest less than 22 seconds. The 95% queue length is also within the limit presently

provided at its longest queue of 8m.

By Year 2023assuming Option 2 is utilised, this right-turn junction is projected to

operate at unsatisfactory LOS F during the peak hours as shown in Table 7.3 due to

the additional traffic generated by the Proposed Development (assuming all traffic

heading Serian utilises this junction). The 95% queue length would far exceed the

right turn bay provided and is expected to overflow to the other lane.

Table 7.3 Summary of Unsignalised Intersection Capacity Analysis for Right-Turn Junction into Taman Duranda Emas

Year Peak Hour Xc Delay LOS Queue

2013 AM 0.06 12 B 2

Noon 0.05 13 B 1 PM 0.29 22 C 8

2023 AM 0.96 54 F 79

Noon 2.33 627 F 950 PM 2.44 669 F 1000

Xc – maximum volume-to-capacity ratio (worst movement) Delay – average delay per vehicle in seconds LOS – level of service Queue – 95% queue length distance in metres

Option 1 - U-Turn At Year 2013, the existing dedicated U-turn is still within capacity with satisfactory

LOS B and C as shown in Table 7.4. Average delay is also low with highest less than

20 seconds. The 95% queue length is also within the limit presently provided.

By Year 2023 with the increase in the background traffic, it is projected that the U-

turns would experience some delay during the critical AM peak, with average delay of

nearly 141 seconds and long 95% queue length which exceeds the available storage

length which is about 100m.

The inclusion of the site-generated traffic would further deteriorate the dedicated U-

turn which is anticipated to operate at unsatisfactory LOS F as shown in Table 7.3.

The 95% queue length would far exceed the U-turn bay provided and is expected to

overflow to the other lane.


7 - 4

Table 7.4 Summary of Unsignalised Intersection Capacity Analysis for U-turn (Option 1)

Year Peak Hour Xc Delay LOS Queue

2013 AM 0.53 19 C 23

Noon 0.24 13 B 7 PM 0.43 18 C 17

2023 (Bkgd)

AM 1.21 141 F 200 Noon 0.38 17 C 14 PM 0.89 46 E 56

2023 (Bkgd+Site)

AM 2.62 760 F 1184 Noon 2.43 669 F 1469 PM 3.14 991 F 1569

Xc – maximum volume-to-capacity ratio (worst movement) Delay – average delay per vehicle in seconds LOS – level of service Queue – 95% queue length distance in metres Bkgd – background

Option 2 – Junction 1 (Unsignalised)

By Year 2023, the proposed Junction 1, if unsignalised, is projected to operate at

unsatisfactory LOS as shown in Table 7.5. It is projected that unduly long delay and

long queue length would occur especially during AM and PM peaks. The vehicle

queue is expected to spill to the nearby lane and cause blockage to through

movement.

As for the northbound left-turn movement, it is anticipated that such movement would

operate at satisfactory LOS.

Table 7.5 Summary of Unsignalised Intersection Capacity Analysis for Junction 1 (Option 2 - Unsignalised)

Year Leg Movement Peak Hour Xc Delay LOS Queue

2023

North (Southbound) Right

AM 2.01 920 F 978 Noon 1.30 159 F 559 PM 1.63 314 F 621

West (Eastbound) Left

AM 1.61 323 F 468 Noon 1.49 248 F 792 PM 2.03 494 F 1041

South (Northbound) Left

AM 0.19 12 B 6 Noon 0.32 15 B 12 PM 0.16 13 B 5



7 - 5

7.2.2 Signal Warrant Evaluation

In view of the potential increase in the main road’s traffic and the right-turn traffic

from Jalan Kuching-Serian (N), peak hour traffic signal warrant has therefore been

conducted to determine the needs of installing a traffic signal.

The peak hour volume warrant is satisfied when the plotted point representing the

vehicles per hour on the major street (southbound vehicles) and the corresponding

vehicles per hour of the higher volume minor street approach (one direction only) for

one hour falls above the curve in Figure 7.1. Based on Year 2023 projected peak

hour traffic volumes, the evaluation reveals that a traffic signal is warranted at the

junction for the proposed right-turn access.

7.2.3 Signalised Junction Capacity Analysis

The signalised junction capacity analysis is carried out for the proposed traffic

signalised junction at Junction 1 to determine its operational performances based on

future traffic demands.

The performance of the signalised junction can be determined by the same “Level-of-

Service (LOS)” criteria by estimating the average vehicular delay at the junction, with

each LOS as listed in Table 7.6 below.

Table 7.6 Level-of-Service (LOS) Criteria for Signalised Junction Level of Service Average Control Delay (sec/veh)

A ≤ 10 B ≥ 10 – 20 C ≥ 20 – 35 D ≥ 35 – 55 E ≥ 55 – 80 F > 80

7 - 6

PEAK

HO

UR

SIGN

AL W

AR

RA

NT EV

ALU

ATIO

N

FIGU

RE 7.1

FOR

JUN

CTIO

N 1


AM

PEAK

(Major road total volum

e = 1584 vph)(M

inor road volume = 401 vph)

PM PEA

K(M

ajor road total volume = 1180 vph)

(Minor road volum

e = 613 vph)

NO

ON

PEAK

(Major road total volum

e = 852 vph)(M

inor road volume = 727 vph)


7 - 7

Option 3 – Junction 1 (Signalised)

By Year 2023, the right-turn movements from Jalan Kuching-Serian (southbound) are

expected to experience LOS F with 95% queue length of more than 400m during the

critical noon and evening peaks. As for the eastbound right-turn movements from the

project site, the traffic would also experience LOS F with queue length of nearly

300m. Northbound through traffic would also encounter long delay (LOS F) with

long 95% queue length of 280m-410m during the critical noon and evening peaks.

Table 7.7 Summary of Signalised Intersection Capacity Analysis for Junction 1 (Option 3)


2023

North (Southbound)

Through AM 0.37 5 A 84

Noon 0.44 13 B 133 PM 0.46 13 B 192

Right AM 0.90 73 E 291

Noon 0.99 88 F 470 PM 1.04 105 F 437

West (Eastbound)

Left AM 0.18 25 C 46

Noon 0.21 13 B 43 PM 0.18 18 B 43

Right AM 0.89 88 F 123

Noon 0.98 96 F 296 PM 1.00 106 F 295

South (Northbound)

Through AM 0.88 50 D 377

Noon 1.00 98 F 277 PM 1.03 101 F 410

Left AM 0.10 17 B 39

Noon 0.12 26 C 54 PM 0.07 20 B 29

Average AM

Noon PM

0.90 1.00 1.04

39 59 64

D E E

- - -



7 - 8

Option 4 – Junction 1 (Signalised) With the provision of additional through lane on northbound and southbound

approaches of Jalan Kuching-Serian and an additional right-turn lane from the Site

Access Road, the operating performance of Junction 1 is expected to improve as

presented in Table 7.7 below. The worst LOS is the right-turns from the project site,

at LOS E. The projected maximum 95% queue length of the right-turn movements

from Jalan Kuching-Serian (southbound) is about 210m. The 95% queue length for

the right-turn movements from the project site is also expected to reduce significantly,

to less than 100m. Northbound left-turn is projected to have 96% queue length of less

than 40m.

Table 7.7 Summary of Signalised Intersection Capacity Analysis for

Junction 1 (Option 4) Year Leg Movement Peak Hour Xc Delay LOS Queue

2023

North (Southbound)

Through AM 0.24 3 A 31

Noon 0.26 5 A 40 PM 0.35 6 A 60

Right AM 0.74 37 D 157

Noon 0.79 32 C 212 PM 0.83 40 D 213

West (Eastbound)

Left AM 0.16 13 B 22

Noon 0.20 10 B 24 PM 0.17 12 B 24

Right AM 0.74 61 E 40

Noon 0.79 56 E 85 PM 0.81 58 E 81

South (Northbound)

Through AM 0.71 31 C 147

Noon 0.77 45 D 100 PM 0.83 44 D 142

Left AM 0.18 4 B 25

Noon 0.23 5 B 37 PM 0.14 3 B 20

Average AM

Noon PM

0.74 0.79 0.83

23 27 29

C C C

- - -



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Option 4 – Right-Turn to Taman Duranda Emas (Signalised) With the provision of the traffic signal at the right-turn bay to Taman Duranda Emas,

the right-turn movements from Jalan Kuching-Serian (northbound) are expected to

experience LOS C with 95% queue length of about 13m during the critical evening

peaks. As for the southbound through movements, the traffic would also experience a

satisfactory LOS B with 95% queue length of about 140m.

Table 7.8 Summary of Signalised Intersection Capacity Analysis for Right-Turn to Taman Duranda Emas (Signalised) - (Option 4)


2023

North (Southbound) Through

AM 0.77 12 B 67 Noon 0.70 8 A 79 PM 0.85 15 B 140

South (Northbound) Right

AM 0.21 20 B 7 Noon 0.33 26 B 12 PM 0.34 26 C 13


Out of the four(4) options evaluated, Option 4 seems to be the most feasible i.e.

Junction 1 to be provided with traffic signalised-controlled and additional through

lanes along northbound and southbound approaches of Jalan Kuching-Serian and an

additional right turn lane at the Site Access Road. In addition, it is also proposed to

install a traffic light at the right-turn bay to Taman Duranda Emas.

The provision of the right turn entry from Jalan Kuching-Serian would ease the

projected traffic loading which would have been otherwise catered by the proceeding

U-turn which has limited capacity. Meanwhile, the new junction allows for traffic to

head directly towards Serian bypassing the need to make a u-turn at the right turn

toward Taman Duranda Emas or otherwise at Mile 17 traffic signalised junction.


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8.0 CONCLUSIONS AND RECOMMENDATIONS

General

This study is conducted to evaluate the traffic impacts resulting from the “Proposed

Mixed Development at Mile 18 of Jalan Kuching-Serian” on the existing road

network

Objectives

This traffic study is carried out in view of the needs to determine the feasibility of

providing a right-turning access at Mile 18 of Jalan Kuching-Serian for accessibility

to the Proposed Development. The study is done based on projected traffic volumes

at Year 2023.

Proposed Development and Site Access

The Proposed Development consists of 248 units of 3-storey commercial shops, a

food court, 1 unit of detached house, 75 units of semi-detached houses, 128 units of

terrace houses, and 234 units of low-cost terrace houses.

Two(2) proposed main access points will be provided to the Proposed Development

from Jalan Kuching-Serian i.e. Junction 1 which serves as the primary ingress access

and Junction 2 which caters for the egress traffic which is an existing access road

located south of the existing Shell Station. The North Access and South Access will

act as secondary access points to the Proposed Development from Siburan town and

nearby residential areas.

Option Consideration

It is proposed to provide a traffic signalised with the considerations of four(4) options as follows:

Option 1 - No provision of right-turn access from Jalan Kuching-Serian and commuters to the Proposed Development would need to make use of the existing U-turn located downstream of Jalan Kuching-Serian.

Option 2 - Provision of an unsignalised right-turn access from Jalan Kuching-Serian into the Proposed Development.

Option 3 - Provision of a traffic signalised junction from Jalan Kuching-Serian into the Proposed Development.

Option 4 – Similar to Option 3 with the exception that additional through lane is

provided along northbound and southbound approaches of Jalan Kuching-Serian. In


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addition, it is also proposed to install a traffic light at the right-turn bay to Taman

Duranda Emas.

Existing and Future Projected Traffic

Existing traffic survey has been carried out at existing junctions in the vicinity of the

project site during the peak hour periods. The background traffic for the road has

been estimated based on an average traffic growth rate of 4% for Jalan Kuching-

Serian, and 2% for the nearby connected roads.

It is estimated that the total number of outbound trips generated would be

1,789[2,843] (2,289) pcph during the morning [noon] (evening) peak.

Roadway Capacity Analysis It can be revealed from the capacity analysis results that the four-lane Jalan Kuching-

Serian is operating well below its full capacity in usage at Year 2013. By Year 2023,

the additional traffic expected is still within the carriageway operating limit.

Unsignalised Junction Capacity Analysis

Right-Turn into Taman Duranda Emas

The right turn analysis shows that the Year 2013 is operation at an acceptable LOS.

However, for Year 2023 the junction is expected to be overwhelmed by the additional

traffic from the Proposed Development and operate at an unsatisfactory LOS.

Option 1 – U-Turn

Option 1 maintains Jalan Kuching-Serian as it is, and looks into the what-if scenario

should commuters traverse to the U-turn south of the site. The critical U-turn

movement evaluated shows that the U-turn would operate at an unsatisfactory LOS in

Year 2023.

Option 2 – Junction 1

Option 2 looks into an unsignalised right-turn access into the Proposed Development.

It shows that high northbound through movement would produce unduly delay and

long queue for proposed right-turn access, and as such is not recommended to be

implemented.


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Signalised Junction Capacity Analysis

Option 3

Option 3 utilises a signalised junction instead, which is also warranted by the traffic

signal evaluation. The signalised capacity analysis for Junction 1 indicates that at

Year 2023 the junction is operating with an unsatisfactory LOS due to insufficient

capacity to fully cater for the additional traffic generated by the development

Option 4

Option 4 utilises a signalised junction in conjunction with additional through lanes

along Jalan Kuching-Serian and two right-turn lanes along Site Access Road. The

signalised capacity analysis for Junction 1 indicates that at Year 2023, the junction is

expected to operate within its capacity with a satisfactory LOS, and hence is

recommended to be implemented.

The exclusive right-turn bay to the Proposed Development is recommended to have

minimum storage length of 220m, whereas the left-turn bay is recommended to have

minimum storage length of 50m. Conceptual layout plan for Option 4 is presented in

Figure 8.1.

A C

B

EJALAN KUCHING - SERIAN

D

F

SHEL

L S

ITE

ACC

ESS

Sg. En

senggi

CURVE ROAD

SITE

AC

CES

S RO

AD

8 - 4


FIGURE 8.1

PROPOSED CONCEPTUAL LAYOUT FOR NEW TRAFFIC SIGNAL JUNCTION

PROPOSED NEW TRAFFICSIGNALISED JUNCTION

A

B

C

D

To provide Traffic Signal Controlled Junction at Junction 1 at Mile 18 of JalanKuching-Serian with Three - Phase Signal

To provide exclusive right-turn bay (~245m) from JalanKuching-Serian to the Proposed Development

To provide exclusive left turn bay (~50m) from JalanKuching-Serian to the Proposed Development

To provide exclusive Left-Turn bay (~50m) along Site Access Road

-

-

-

-

E To provide Traffic Signalised Junction at the Right Turn bay to Taman Duranda Emaswhich is to be syncronized with Junction 1 and to provide Post Delineator

-

F To modify lane configuration at Junction 2 by connectingthe Curved Road with Shell Access Road

-


8 - 5

Conclusions and Recommendations Based on the above findings, it can be concluded that Option 4 is the most feasible

option and is recommended to be implemented.

The recommendations have been summarised and highlighted below (Figure 8.1):

A. To provide Traffic Signal-Controlled at Junction 1 at Mile 18 of Jalan

Kuching-Serian with Three-Phase Signal

– to provide easier access into and out from the Proposed Developments

and neighbouring areas, which in turn divert much of the traffic from

utilising the proceeding U-turn south of Jalan Kuching-Serian and right-

turn at Taman Duranda Emas

– to provide additional through lanes along Jalan Kuching-Serian and two

right-turn lanes along Site Access Road to increase the intersection

capacity and reduce queue length

B. To provide exclusive right-turn bay (~245m) from Jalan Kuching-

Serian to the Proposed Development

– to prevent overflow of vehicles from the right-turn bay which will create

blockage to through traffic on main road

C. To provide exclusive left-turn bay (~50m) from Jalan Kuching-Serian to

the Proposed Development

– to prevent overflow of vehicles from the left-turn bay which will create

blockage to through traffic on main road

D. To provide exclusive left turn bay (~50m) along Site Access Road

– to prevent overflow of vehicles from the left-turn bay which will create

blockage to right turn traffic

E. To provide Traffic Signalised Junction at the Right Turn bay to Taman

Duranda Emas which is to be synchronized with Junction 1 and to

provide Post Delineator

– to facilitate the right-turn movements from main road to Taman Duranda

Emas


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– to dissuade egress movement from Junction 2 from utilizing right turn

movement which would be a traffic hazard due to the close proximity of

the two junctions

F. To modify the lane configuration at Junction 2 by connecting the Curve

Road to the Shell Access

– to minimize traffic conflicts and improve the junction’s safety

G. Monitoring the traffic flow patterns and conditions of the junctions

– to enhance the traffic signal phasing and timing from time to time (if

required) so as to optimize the traffic signal and also to facilitate traffic

movements at the junction

APPENDIX A

Photo 1 – Existing Jalan Kuching-Serian

Photo 2 –Existing Egress from Taman

Duranda Emas

Photo 3 – Existing U-turn 300m north of the

Shell Petrol Station

Photo 4 – Existing Commercial Complex at

Taman Duranda Emas

Photo 5 – Existing Construction at Project Site

Photo 6 –Existing Access Road to Shell Petrol

Station

To Serian

To Kuching

Taman Duranda Emas Shell Petrol

Station

Shell Petrol Station

To Jalan Kuching-Serian

To Serian

To Kuching

To Taman Duranda Emas

Proposed Developments

To Kuching To Serian To Serian

U-turn

Documents

Kuching - 18th Mile - Traffic Studies