1

2
 INTRODUCTION
• Road geometric design refers to the dimensions
(vertical & horizontal) of roads and highways.
• The main purpose/objective is to provide a safe,
efficient and economic traffic movement.
• The design considers social and environmental
effects (that can occur due to these constructions).

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 THE PURPOSE
Of Road Geometry Design

• Reduce the number and potential of serious

accidents.
• Guarantee the ability to bear the high traffic
load.
• Minimize delay and vehicle traffic.
• Blending with the environment and road.

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 COMPONENTS
Of Geometry Design
Horizontal Alignment Design

Vertical Alignment Design

Cross-Sectional Design

At –grade Junction Design

Interchange Design

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 OBJECTIVES
Of DESIGN STANDARDS

• While designing a highway, engineers refer

to standards for guidance and to make
detailed design decisions.
• The objective of Design Standard to:
Uniformity of highway design.
Smooth traffic movement.
Safe traffic movement.
Make detailed decisions concerning designs.

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 MALAYSIAN STANDARDS
In Roads/Highway Geometry Design

The following local standards are commonly referred to

in the course of highway geometric design:
 Road Engineering Association of Malaysia (REAM) A Guide on
Geometric Design of Roads (REAM, 2002) that recently supersedes
Arahan Teknik (Jalan) 8/86 A Guide on Geometric Design of Roads
(JKR, 1986).
 Arahan Teknik (Jalan) 11/87 A Guide to the Design of At-Grade
Intersections (JKR, 1987).
 Arahan Teknik (Jalan) 12/87 A Guide to the Design of Interchanges
(JKR, 1987).
 Interurban Toll Expressway System of Malaysia (ITESM) – Design
Standards which is the design standard used to design toll expressways
or highways under the jurisdiction of the Lembaga Lebuh Raya
Malaysia (LLM, 1986).

3/2/2018 PKK/JKA/NAF-CHAPTER 2 7
 DESIGN PHILOSOPHY

Function Economy Safety

Comfortable Aesthetic

3/2/2018 PKK/JKA/NAF-CHAPTER 2 8
 FACTORS
TO FORMULATE THE DESIGN STANDARD

Vehicle Human/Driver
Vehicle speedy
Characteristics Characteristics

Types and
Economics Aesthetics conditions of
terrain

Characteristics
of traffic

3/2/2018 PKK/JKA/NAF-CHAPTER 2 9
 STANDARD PRINCIPLES
Type of area

Road
Speed Design
Hierarchy

Terrain Access
Control

3/2/2018 PKK/JKA/NAF-CHAPTER 2 10
TERBABAS DI SELEKOH MAUT
MARANG – Seorang bayi berusia 2
source : sinar harian 25 may 2013 bulan terselamat dalam nahas
jalan raya apabila kenderaan
pelbagai guna (MPV) dinaiki
bersama ibu bapanya melanggar
sebuah lagi MPV yang dipercayai
terbabas di selekoh ‘maut’
Serating, di sini, semalam.

Selekoh dekat Kilometer 37 Jalan

Kuala Terengganu ke Kuantan itu
dikenali sebagai selekoh maut,
kerana kerap berlaku kemalangan.
Dalam kejadian kira-kira jam 11.50 pagi itu, ibu mangsa, Shamsinar Mohd Jaya, 36, berkata, MPV jenis Naza Citra itu terbabas ketika
membelok sebelum dilanggar dua kenderaan termasuk MPV dipandu suaminya, Mohd Shukri Muda, 35.

“Kami dalam perjalanan dari Dungun menuju ke Kuala Terengganu untuk menghadiri majlis perkahwinan, manakala Naza Citra itu di
laluan bertentangan secara tiba-tiba masuk ke laluan kami.

“Saya bersyukur suami dan bayi berusia dua bulan serta tiga lagi anak kami berusia 7, 5 dan 3 tahun selamat dalam insiden ini,
manakala seorang penumpang bersama kami juga tidak cedera,” katanya ditemui di tempat kejadian, semalam.

Akibat insiden itu, MPV jenis Toyota Estima dipandu suaminya mengalami kerosakan teruk termasuk MPV jenis Naza Citra itu,
manakala kenderaan pacuan empat roda jenis Ford Ranger pula terpaksa ditunda.

Difahamkan, hanya pemandu dan penumpang yang menaiki MPV jenis Naza Citra yang dalam perjalanan menuju ke arah Dungun itu
mengalami kecederaan dan dikejarkan ke klinik kesihatan berdekatan untuk mendapatkan rawatan.

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 TYPES OF ROAD AREAS
• Arahan Teknik (Jalan) 8/86 defined that a area with
less than 1000 resident will classified as a rural
area.
• Design principles for urban and rural road is similar.
The different is at cross-section only.
• Urban area – U6, U5, U4, U3, U2, U1
• Rural Area – R6, R5, R4, R3, R2, R1

3/2/2018 PKK/JKA/NAF-CHAPTER 2 12
 DESCRIPTION
of Malaysian Road Areas
Classification Description
R6 / U6 Provides the highest geometric design standard for rural or urban areas. They usually
serve long trips with high speed of travelling, comfort and safety. It is always designed
with divided carriage way and with full access control. The Rural and Urban Expressway falls under this
standard.

R5 / U5 Provides also high geometric standard and usually serve long to intermediate trip lengths with high to median
travelling speeds. It is usually with partial access control, The Highway, Primary Road and Arterial falls under
this standard.

R4 / U4 Provides medium geometric standard and serve intermediate trip lengths with medium
travelling speeds. It is also usually with partial access control. The Primary Road, Secondary Road, Minor
Arterial and Major collector falls under this standard.

R3 / U3 Provides low geometric standard and serves mainly local traffic. There is partial or no
access control. The Secondary Road, Collector or Major Local Streets falls under this standard.

R2 / U2 Provides the lowest geometric standard for two way flow. It is applied only to local traffic with low volumes of
commercial traffic. The Minor Roads and Local Streets fall under this standard.

R1 / U1 Provides very low geometric standard and is applied to very low traffic where the chances of two way flow is
low.
R1a Applied to local access to restricted areas such as access to microwave stations and
security areas.
U1a Applied to local access to low cost housing areas.

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 ROAD HIERARCHY
The hierarchy of roads categorizes roads according to their
functions and capacities. While sources differ on the exact
nomenclature, the basic hierarchy comprises freeways,
arterials, collectors, and local roads.

For design purposes, Arahan Teknik (Jalan) 8/861

categorized roads into seven categories (descending order)

ADT < 10000 > 10000 5000 3000 1000 <150

to to to
3000 1000 150
Road R6 R5 R4 R3 R2 R1/ R1a
Hierarchy

*ADT : Average Daily Traffic

3/2/2018 PKK/JKA/NAF-CHAPTER 2 14
 ACCESS CONTROL
• Access into an existing highway must be
regulated and controlled. Otherwise, many
junctions will be created as a consequence
and will impair smooth traffic flow.
• There are 3 types of access control
Full access control
Partial access control
No access control

3/2/2018 PKK/JKA/NAF-CHAPTER 2 15
 ACCESS CONTROL
• For toll expressways
Full • This implies the absence of traffic conflict when roads intersect and entry
Access into the expressways is only permitted via grade-separated junctions or
interchanges.
Control • No traffic light or roundabout is allowed along the toll expressways

• For the majority of roads under the JKR jurisdiction or the local
Partial authorities
Access • Permission for access into these roads from any proposed developments
must require the road authority’s approval
Control • A traffic impact assessment report is normally required

No
Access • No access control is required for small roads such as village roads.
Control

3/2/2018 PKK/JKA/NAF-CHAPTER 2 16
 ACCESS CONTROL
On certain highways, rights for public citizens and transports to access
are controlled to secure the flow of traffic.

Road Category Design Standard

R6 R5 R4 R3 R2 R1
F - - - - -

RURAL
Expressway

P = Partial Control of Access

Highway - P - - - -

F = Full Control of Access

- P P - - -

N = No Control of Access
Primary Road
Secondary Road - - P P - -

Minor Road - - - - N N

Road Category Design Standard

U6 U5 U4 U3 U2 U1/U1a

URBAN
Expressway F - - - - -
Arterial - P p - - -
Collector - - P P - -
Local Street - - - N N N

3/2/2018 PKK/JKA/NAF-CHAPTER 2 17
ROAD HIERARCHY & ACCESS CONTROL
(For Rural Roads)

Max design Minimum

Standard speed limit lane width Access control Application
(km/h) (m)

Expressways under the administration of

JKR R6 120 3.5 Full Malaysian Highway Authority (MHA)

Primary roads and partial access highways for

JKR R5 100 3.5 Partial the Federal JKR
JKR R4 90 3.25 Partial Main / secondary roads
JKR R3 70 3.0 Partial Secondary roads
Minor roads
JKR R2 60 2.75 None Note: JKR R2 is the minimum geometrical
standard for 2-lane roads
JKR R1 40 (5.0)* None Single-lane minor roads (country lane)
JKR Single-lane roads (roads to restricted areas
40 (4.5)* None such as quarries)
R1a

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 ROAD HIERARCHY & ACCESS CONTROL
(For Urban Roads)

Max design Minimum

Standard speed limit lane width Access control Application
(km/h) (m)
Expressways under the administration of Malaysian
JKR U6 100 3.5 Full Highway Authority (MHA)

JKR U5 80 3.5 Partial Arterial roads and partial access municipal highways

JKR U4 70 3.25 Partial Arterial / collector roads

JKR U3 60 3.0 Partial Collector roads / Local streets

Local streets
JKR U2 50 2.75 None Note: JKR U2 is the minimum geometrical standard for 2-
lane roads

JKR U1 40 (5.0)* None Single-lane street (in towns)

JKR U1a 40 (4.5)* None Single-lane street (as in low-cost housing areas)

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 TERRAIN
• The location of a road and its design are considerably influenced by the
topography, physical features, and land use of the area traversed.
Geometric design elements such as alignment, gradients, sight distance
and cross section are directly affected by topography, and must be
selected so that the road designed will reasonably fit into those natural
and manmade features and economise on construction and
maintenance.
• Arahan Teknik (Jalan) 8/86¹ divides terrain into 3 categories:

– FLAT terrain : The natural ground, cross slopes (i.e. perpendicular to natural
ground contours) in a flat terrain are generally below 3%.
– ROLLING terrain : The natural ground cross slopes in a rolling terrain are
generally between 3 - 25%.
– MOUNTAINOUS terrain : The natural ground cross-slopes in a mountainous
terrain are generally above 25%.

3/2/2018 PKK/JKA/NAF-CHAPTER 2 20
 SPEED DESIGN
• Magnitud kelajuan yang digunakan untuk
tujuan rekabentuk dan mengaitkan sifat fizikal
lebuhraya yang mempengaruhi operasi
kenderaan.
• Nilai rekabentuk mempengaruhi geometri
jalan:
– Lengkungan
– Sendengan
– Keratan rentas
– Jarak penglihatan

3/2/2018 PKK/JKA/NAF-CHAPTER 2 21
 SPEED DESIGN
RURAL ROADS
Design Speed (km/h)
Design
Terrain
Standard
Flat Rolling Mountainous
R6 120 100 80
R5 100 80 60
R4 90 70 60
R3 70 60 50
R2 60 50 40
R1 40 30 20
R1a 40 30 20

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 SPEED DESIGN
URBAN ROADS
Design Speed (km/h)
Design Standard Area Type
I II III
U6 100 80 60
U5 80 60 50
U4 70 60 50
U3 60 50 40
U2 50 40 30
U1 40 30 30
U1a 40 30 20

Type I - Relatively free iri road location with very little problems ns regards land acquisition, affected buildings or other socially
sensitive areas.
Type II - Intermediate between I and II.
Type III - Very restrictive in road location with problems as regards land acquisition, affected buildings and other sensitive areas.

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 ‘JALAN SAKARATUL MAUT’ RAGUT
PULUHAN NYAWA
Source : Terengganu Today, June 16th 2013

Nahas dua kereta di Bukit Yong yang meragut nyawa

ibu dan anak dalam pelukan pada Jun 2008.
Keadaan kereta yang terbabas dan terperosok di
bawah lori balak dalam kejadian pada April 2009.

Kilometer 48 (simpang Sekolah Kebangsaan Wakaf

Raja) hingga ke Kilometer 52 (selekoh sempadan
Bukit Yong) Jalan Kota Bharu-Kuala Terengganu.

Kemalangan membabitkan van dan kereta

yang meragut dua nyawa di Wakaf Raja,
Jumaat, 17 Mei 2013.

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 SIGHT DISTANCE
 Sight Distance is the moving distance along the road that can be seen
clearly by the driver or the way in which the distance of an object at a
certain height can be seen by drivers on an ongoing basis.

 According to the American Association of State Highway and Transportation

Officials (AASHTO), the ability of a driver to see ahead on the roadway is of
paramount importance for the safe and efficient operation of a vehicle. In
general, sight distance refers to the driver’s line of sight. Insufficient sight
distance is a significant factor in roadway crashes and many other near
collisions.

 THREE types of Sight Distance:

 Stopping Sight Distance (SSD)
 Passing Sight Distance (PSD)
 Decision Sight Distance (DSD)

Each of these sight distances considers the reaction time of the driver and the subsequent time to
complete the associated task (e.g., stopping, slowing, or maneuvering)

3/2/2018 PKK/JKA/NAF-CHAPTER 2 25
 STOPPING SIGHT DISTANCE
• SSD Is the distance (which is taken at the time of response, reaction and
braking) which is required by a vehicle moving at or near design speed
to stop safely without breaking a barrier in the path or an object that
appears suddenly arrive.

For example, the distance along a highway where a driver at

0.92m height can see a moving or static object at 0.15m
height on the surface of the road.

h2=0.15

3/2/2018 PKK/JKA/NAF-CHAPTER 2 26
 STOPPING SIGHT DISTANCE
It is important to understand the SSD available along roadways to determine if motorists are being
afforded sufficient time to stop their vehicle. In the event that appropriate SSD is not available
there are various counter measures that can be considered. For example, one counter measure
that could improve conditions immediately is the trimming of brush that obstructs sightlines.
Longer‐term solutions may include geometric changes in horizontal and vertical curves.

The stopping sight distance is the length the distance traversed by a

required to enable a vehicle traveling at or vehicle from the instant the
driver sights an object for which
near the design speed to stop before reaching a stop is necessary, to the instant
an object in its path. Minimum stopping sight the brakes are applied; and
distance is the sum of two distances:

Perception and Brake Reaction Time For safety, d1

Braking Distance, d2
the distance required to stop the vehicle
after the brake application begins.
Design values

3/2/2018 PKK/JKA/NAF-CHAPTER 2 27
 STOPPING SIGHT DISTANCE

3/2/2018 PKK/JKA/NAF-CHAPTER 2 28
 SSD - Formula
d = perception-reaction distance, d1 + braking distance, d2
d = d 1 + d2
d1  0.28tV
d  0.28tV  V2
254(f)
d2  V2
254(f)
According to JKR’s Arahan Teknik Jalan, 8/86, a perception time value of 1.5
seconds and a reaction time of a full second is assumed. This make the total
perception and reaction time, t to be 2.5 seconds. (For urban areas,
where: perception-reaction time is assumed as 1.5s)

• t = perception-reaction time in seconds (s)

• V = initial speed (km/h)
• f = coefficient of friction (between tire and road surface)
• d1 = perception-reaction distance
• d2 = braking distance

3/2/2018 PKK/JKA/NAF-CHAPTER 2 29
 SSD - Formula
The longitudinal coefficient of friction proposed for certain
design speed are as follows:
Design speed, 30 40 50 60 70 80 90 100 110 120
V (km/h)
Coefficient of 0.40 0.38 0.35 0.33 0.31 0.30 0.30 0.29 0.28 0.28
friction, f

On flat roads, (du)

Stopping Sight Distance, SSD = 0.278tV + [V2 / 254f]
On slopes, (dt)
Stopping Sight Distance, SSD = 0.278tV + [V2 / 254 (f± n/100)]
Where n = gradient (%), (- for downhill, + for uphill)

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 d  0.28tV  V2

EXAMPLE
254(f)

Question 1
A motorist, travelling uphill at 60km/h on a steep rural road with a gradient of 8%,
sees an obstruction on the carriageway ahead of him. Calculate the minimum stopping
sight distance required. (assume the design speed is 60km/h)
(Answer : 76.27m)

Question 2
A rural road was designed to have a minimum stopping sight distance of 80m. If the
slope of the road is 8% and coefficient of friction is 0.30, what is the maximum speed of
a vehicle travelling downhill on the road?
(Answer : 50km/h)

Question 3
A traffic engineer is required to design an 80km/h road in Kota Kinabalu. If the road has
10% gradient, what is the maximum stopping sight for a car travelling downhill if he
was travelling at 65km/h?
(Answer 110m)

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 EXAMPLE
Question 4
An MPV travelling at 50km/j is continuing uphill on a road with 2.5% gradient. If
the design speed for the road is 90km/h, calculate the Stopping Sight Distance if
the perception-reaction time is 1.5 seconds.
(Answer : 51.13m)

Question 5
A motorist travels through an urban road at 90km/j. If the design speed for the
road is 120km/h, what is the Stopping Sight Distance for the vehicle according to
the guidelines in Arahan Teknik Jalan 8/86?
(Answer : 151.7m)

d  0.28tV  V2
254(f)

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 PASSING SIGHT DISTANCE
• Sufficient sight distances must be available on two-way, two-lane roads
to enable faster vehicles to safely overtake slower ones, without
causing disruption to traffic flow on the opposite direction.

d4 : Closing distance

d1 : Perception – reaction distance d3 : Safe distance

d2 : Overtaking distance

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d1 : Perception – reaction distance d3 : Safe distance

traversed during the perception and

distance between the passing
reaction time and during the initial
vehicle at the end of its maneuver
acceleration to the point of
and the opposing vehicles.
encroachment on the passing lane.
d4 : Closing distance
d1  t1 V  m  at1 
 2 
distance traversed by an opposing
T1 = perception-reaction time, s vehicle for two-thirds of the time
V = average speed of vehicle A (km/h)
M = speed difference (A & B) (km/h) the passing vehicle occupies the
A = average acceleration (km/h/s) passing lane.

d4  2 d2
d2 : Overtaking distance 3
d2 = passing distance
distance travelled while the passing
vehicle occupies the passing lane.

d2  Vt2 t2 = time taken for A to stay in

PSD = d1 + d2 + d3 + d4
right lane

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DECISION SIGHT DISTANCE

The distance taken by the driver to

identify complex response, making
decision and taking the correct action.
…To Be Continued

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