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Ensiklopedia Prosedur dan Undang-undang Perancangan Bandar dan Desa

9.4.1 HIGHWAY NETWORK HIERARCHY

Figure 9.8: Functional Highway Network Concept

9.4.2 FUNCTIONAL HIGHWAY NETWORK HIERARCHY

a.

Principal Highway System

To cater for corridor movement with long trip length and high
density commensurate with national and interstate travel. The NorthSouth Highway, NKVE are examples of express way in this category. The

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Bukit Kayu Hitam- Gurun Highway, Senai- Johor Bahru Highways are
example of highways defined above.
b.

Minor Highway System

To cater for movement between state regional centres. The major


federal routes 1, 2, 3, 4 and 5 are example of routes that make up this
minor highway system.

c.

Primary Road System

Roads under the system generally serve intra-state movement


rather than inter-state. Some federal routes and most of the states roads
are examples of routes forming this road system.

d.

Secondary Road System


These routes that form the road network within a district of

regional development areas. Most of the state roads come under this
category of classification.
Table 9.2: Functional Highway Classification & Design Standard

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Ensiklopedia Prosedur dan Undang-undang Perancangan Bandar dan Desa

9.4.3 GENERAL GUIDELINES

Urban

Road

Network

Hierarchy

The

Figure 9.9: Functional Urban Road


Network Concept

categorization

and

management of existing urban


road system in the form of a
hierarchy

of

roads

are

conceptualized on the following


premises:

- Activities

more

closely

related to frontage buildings


can be given more space
when

environmental

and

access functions are allowed


to predominate;
-

Activities

which

are

with

traffic

Primary Distributor

flow can be restricted on

District Distributor

incompatible

designated
traffic

routes

where

movement

should

Legen

Local Distributor
Access Road
Pedestrian Street

predominate.

The capacity of designated routes can be increased by segregating


different forms of traffic and by restricting vehicular access to
frontages.

The risk of accidents can be reduced and junction capacities increased


by reducing the number of intersections and vehicular conflicts on
the designated traffic routes.

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The overall environmental impacts of traffic can be reduced by


concentrating flows onto fewer routes; and

The rate of return on new investment designated to improve traffic


flow, reduce accidents and mitigate environmental intrusion can be
increased by concentrating traffic movements onto a few selected
corridors.

Table 9.3: Width of Motorcycle Lane


Volume of
motorcycle/hr.
1000-1500
1500-2000
> 2000

Width of Cycle Lane (m)


Minimum
Desirable
2.0
2.5
2.5
3.0
3.0
3.5

Table 9.4: Typical Characteristics of Urban Road (Network


Hierarchy)

Design
speed
Carriageway width
Horizontal
alignment
Footway
provision

Junction
spacing

Typical
traffic
flow

Pedestrian
street

Access
roads

Local
distributors

32 kph

40 kph

50 kph

60 kph

4.8 m
(min)
20 m
(min)

5.5 m
(min)
25 m
(min)

6.75 m
(min)
35 m
(min)

7.3 m
(min)
127 m
(min)

20 m
(min)

20 m
(min)
- opposites
junction
50 m
(min)
adjacent
junctions

50 m (min)
-opposites
junction
100 m (min)
-adjacent
junctions

100 m (min)
- opposites
junction
100 m (min)
- adjacent
junctions

50 - 300
veh/day

300 - 750
veh/day

300 - 750
veh/day

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District
Primary
distributors distributors

500 - 1500
veh/day

80 - 100 kph

300 m (min)
- opposites
junction
500 m (min)
- adjacent
junctions
5,000 20,000
veh/day