PELANGGAN:

KEMENTERIAN KERJA RAYA MALAYSIA

AGENSI PELAKSANA:

JABATAN KERJA RAYA SABAH

JURUTERA PERUNDING:

KINTA SAMUDRA SDN BHD

(COM. NO. 442361-T)

NAMA PROJEK: PELAKSANAAN PROJEK LEBUHRAYA PAN

BORNEO SABAH WP29: MENAIKTARAF JALAN
DARI MOYNOD KE SAPI NANGOH

LEVEL OF SERVICE IMPACT ASSESSMENT REPORT FOR

TCP SUBMISSION
(REPORT NO.2)
PELAKSANAAN PROJEK EBUHRAYA PAN BORNEO SABAH WP29 : MENAIKTARAF JALAN DARI MOYNOD KE SAPI
NANGOH

TABLE OF CONTENT

1.0 Introduction…………………………………………………………….………2
2.0 Design Parameters Summary Table…………………………………….……...3
3.0 Submitted Traffic Control Plan………………………………………….……..4
4.0 Determination of Level of Service (LOS)……….…………………………….13
5.0 Conclusion……………………………………………………………….…….16

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1.0 Introduction
The government of Malaysia intends to improve road network in Sabah in order to stimulate
economy growth of the state. The existing federal Trunk Road (Federal Route 1, FT 1) that runs on the
North – South direction along west coast of Sabah and the East – West trunk road (Federal Route 22,
FT 22) will be upgraded to become the Pan Borneo Highway, Sabah (PBHS). The PBHS would
provide a safer and a more comfortable journey at a shorter travelling time. It would also improve the
connectivity across state to Sarawak thus provide positive impacts to the economy as well as local
businesses.

The Government of Malaysia through Jabatan Kerja Raya Sabah (JKR) as the road authority of
the proposed road upgrading had appointed Messrs. Kinta Samudra Sdn Bhd to manage the design and
construction of the proposed road upgrading for three work packages within the Central region of Pan
Borneo Highway Sabah, there are WP28 from Sandakan Mile 32 to Moynod (CH 233.245 to
255.142)Km, WP29 from Moynod to Sapi Nangoh (CH255.100 to CH275.493) km and WP30 from
Sapi Nangoh to Sg. Bauto (CH275.493 to CH292.300) km. Kinta Samudra Sdn Bhd, then appointed
Jurutera Inovasi Sdn. Bhd. to carry out the Detailed Engineering Design (DED) on the proposed road
upgrading for Work Package 29 (WP29) from Moynod to Sapi Nangoh.

Figure 1.1 Proposed Road Alignment under WP 29

The two major criteria that determines the design of the Pan Borneo highway are the design speed
and the carriageway width. From these two criteria, and in particular from the design speed, geometric
design features, such as turning radius, sight distances and maximum super elevation were derived.
These criteria are to upgrade the existing road from R3 to R5 standard.

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2.0 Design Parameter Summary Table

The road geometry design criteria for WP29 is fall under R5 standard with the Terrain type of
Rolling and Mountainous as per Arahan Teknik Jalan ATJ 8/86 (Pindaan 2015) A Guide to
Geometric Design of Roads, as shown below:

R5
TERRAIN
FLAT ROLLING MOUNTAINOUS
DESIGN SPEED (KM/H) 100 80 60
LANE WIDTH (M)3.5 3.5
SHOULDER WIDTH (M) 3 3 2.5
MEDIAN WIDTH (M) 4.0
MARGINAL STRIP WIDTH (M) 0.5
MAXIMUM GRADIENT (DESIRABLE)
3 4 5
%
MAXIMUM GRADIENT (%) 3 5 8
STOPPING SIGHT DISTANCE,
185 130 85
MINIMUM (M)
PASSING SIGHT DISTANCE,
670 540 410
MINIMUM (M)
MINIMUM RADIUS (M) 360 210 115
TRANSITION CURVE MINIMUM
80 70 60
LENGTH
MAXIMUM SUPERELEVATION
0.1
(RATIO)
PAVEMENT CAMBER CROSSFALL
2.5
(%)
CREST VERTICAL CURVE (K) 78 39 17
SAG VERTICAL CURVE (K) 45 30 18
Figure 2.1: R5 Standard

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3.0 Submitted Traffic Control Plan (TCP)

Traffic Control Plan (TCP) is a document that outlines the steps necessary to manage and control traffic in a workplace
in order to guide the traffic users. Besides to make sure the traffic flow smoothly without any disruption.

Referring to the submitted TCP, it shows that there are three (3) locations of diversion will be constructed due to
construction of new cross culverts with five (5) zones involved in preparing Traffic Control Plan (TCP) or Traffic
Management Plan (TMP) :

⚫ Zone 1 : Advance Warning Sign;

⚫ Zone 2 : Transition Zone;
⚫ Zone 3 : Buffer Zone;
⚫ Zone 4 : Working Area; and
⚫ Zone 5 : Termination Area

Figure 3.1 to Figure 3.8 shows the proposed location of diversions.

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Figure 3.1 : Traffic Control Plan for C01 & C02

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Figure 3.2 : Traffic Control Plan (TCP) for C03 & C04
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Figure 3.3 : Traffic Control Plan (TCP) for C05

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Figure 3.4 : Traffic Control Plan (TCP) for C14 & C15
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Figure 3.5 : Traffic Control Plan (TCP) for C16, C17 & C18
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Figure 3.6 : Traffic Control Plan (TCP) for C19, C20 & C20A
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Figure 3.7 : Traffic Control Plan (TCP) for C67, C68 & C69
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Figure 3.8 : Traffic Control Plan (TCP) for C70

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4.0 Determination of Level of Service (LOS)

Level of service (LOS) is a qualitative measure used to relate to the quality of traffic service. LOS is
used to analyze highways by categorizing traffic flow and assigning quality levels of traffic based on
performance measures like speed, density and etc.

There are five (5) categories of Level of Service (LOS):

LOS A: free flow. Traffic flows at or above the posted speed limit and motorists have complete
mobility between lanes. The average spacing between vehicles is about 550 ft(167 m) or 27 car lengths.
Motorists have a high level of physical and psychological comfort. The effects of incidents or point
breakdowns are easily absorbed. LOS A generally occurs late at night in urban areas and frequently in
rural areas.

LOS B: reasonably free flow. LOS A speeds are maintained, maneuverability within the traffic stream
is slightly restricted. The lowest average vehicle spacing is about 330 ft(100 m) or 16 car lengths.
Motorists still have a high level of physical and psychological comfort.

LOS C: stable flow, at or near free flow. The ability to maneuver through lanes is noticeably restricted
and lane changes require more driver awareness. Minimum vehicle spacing is about 220 ft(67 m) or
11 car lengths. Most experienced drivers are comfortable, roads remain safely below but efficiently
close to capacity, and posted speed is maintained. Minor incidents may still have no effect, but
localized service will have noticeable effects and traffic delays will form behind the incident. This is
the target LOS for some urban and most rural highways.

LOS D: approaching unstable flow. Speeds slightly decrease as traffic volume slightly increases.
Freedom to maneuver within the traffic stream is much more limited and driver comfort levels
decrease. Vehicles are spaced about 160 ft(50m) or 8 car lengths. Minor incidents are expected to
create delays. Examples are a busy shopping corridor in the middle of a weekday, or a functional urban
highway during commuting hours. It is a common goal for urban streets during peak hours, as attaining
LOS C would require prohibitive cost and societal impact in bypass roads and lane additions.

LOS E: unstable flow, operating at capacity. Flow becomes irregular and speed varies rapidly because
there are virtually no usable gaps to maneuver in the traffic stream and speeds rarely reach the posted
limit. Vehicle spacing is about 6 car lengths, but speeds are still at or above 50 mi/h(80 km/h). Any
disruption to traffic flow, such as merging ramp traffic or lane changes, will create a shock wave
affecting traffic upstream. Any incident will create serious delays. Drivers' level of comfort become
poor.[1] This is a common standard in larger urban areas, where some roadway congestion is inevitable.
LOS F: forced or breakdown flow. Every vehicle moves in lockstep with the vehicle in front of it,
with frequent slowing required. Travel time cannot be predicted, with generally more demand than

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capacity. A road in a constant traffic jam is at this LOS, because LOS is an average or typical service
rather than a constant state. For example, a highway might be at LOS D for the AM peak hour, but
have traffic consistent with LOS C some days, LOS E or F others, and come to a halt once every few
weeks.
As for WP 29, referring to Road Traffic Volume Malaysia (RVTM) 2019 Station HR208 under Ranau
District shows the current condition level of service is A with capacity of 1621 pcu/hr.

Figure 4.1 : Current Level of Service at Station HR208 under Ranau District

Whereas Figure 4.2 shows the Level of Service Criteria for Multilane Highways on how to determine
the LOS based on the maximum volume to capacity ratio (v/c) which is from Highway Planning Unit
(HPU) 2011 and WP29 are referring to 80km/hr in determine the LOS.

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Figure 4.2 : LOS Criteria for multilane highways

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So, based on the traffic volume collection on site during peak hour and the maximum traffic volume
over capacity ratio (v/c) for 80km/hr it shows the LOS decreased from LOS A to LOS C but still in
stable flow :

Time Traffic vol, V

Direction Capacity , C V/C LOS
(24 hours) (Pcu/hr)

Moynod - Sapi
Nangoh
0700-0900 935.00 0.58 C
Sapi Nangoh -
Moynod
1,621.00
Moynod - Sapi
Nangoh
1600-1800 1,061.00 0.65 C
Sapi Nangoh -
Moynod
Table 4.1 : Determination of Level of Service Along Moynod - Sapi Nangoh

5.0 Conclusion

The decrease in Level of Services (LOS) from A to C is basically due to the construction activities
along the road which caused delay in traveling and at the same time traffic users become more cautious
of the safety surrounding conditions.
However, by maintaining the road diversion in good condition, two (2) lanes passable at one (1) time
with proper traffic/information sign as per shown in the TCP it will help to ease the traffic flow.

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