the effectiveness of a road transportation network system in a port city
the effectiveness of a road transportation network system in a port city
the effectiveness of a road transportation network system in a port city
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THE EFFECTIVENESS OF A ROAD TRANSPORTATION<br />
NETWORK SYSTEM IN A PORT CITY :<br />
TOWARDS GREEN LOGISTICS IN MALAYSIA<br />
Nora<strong>in</strong>i Anor<br />
Associate Pr<strong>of</strong>essor Zakaria Ahmad<br />
21 th December 2010<br />
Malaysian Universities Trans<strong>port</strong>ation Research Forum and Conference 2010<br />
Universiti Tenaga Nasional
OUTLINE<br />
<br />
<br />
<br />
<br />
Introduction<br />
Problem Statement<br />
F<strong>in</strong>d<strong>in</strong>gs<br />
Conclusion & Recommendation
INTRODUCTION<br />
The <strong>road</strong> <strong>trans<strong>port</strong>ation</strong> <strong>network</strong> <strong>system</strong> has become<br />
very crucial to boost economic growth, physical<br />
transformation, and <strong>the</strong> emergence <strong>of</strong> an outwardlook<strong>in</strong>g,<br />
pluralistic population l<strong>in</strong>ked to a <strong>trans<strong>port</strong>ation</strong><br />
<strong>network</strong> <strong>system</strong> <strong>of</strong> maritime connections.<br />
As mentioned by Taaffe (1973), geographers<br />
consider<strong>in</strong>g a <strong>road</strong> <strong>trans<strong>port</strong>ation</strong> <strong>network</strong> <strong>system</strong> as an<br />
aspect <strong>of</strong> spatial organization will first look specifically<br />
at <strong>the</strong> structure <strong>of</strong> <strong>the</strong> <strong>network</strong>. The basic structural<br />
elements <strong>of</strong> <strong>the</strong> <strong>network</strong> are its l<strong>in</strong>kages and nodes.
Accord<strong>in</strong>g to Lambert (1997), traffic and <strong>trans<strong>port</strong>ation</strong><br />
are a key logistics activity that provide for <strong>the</strong> movement<br />
<strong>of</strong> materials and goods from po<strong>in</strong>t <strong>of</strong> orig<strong>in</strong> to po<strong>in</strong>t <strong>of</strong><br />
consumption.<br />
Trans<strong>port</strong>ation <strong>in</strong>volves several selections <strong>of</strong> modes (e.g.,<br />
air, rail, water, truck, or pipel<strong>in</strong>e), <strong>the</strong> rout<strong>in</strong>g <strong>of</strong><br />
shipments, assur<strong>in</strong>g compliance with regulations <strong>in</strong> <strong>the</strong><br />
region <strong>of</strong> <strong>the</strong> country where shipment is occurr<strong>in</strong>g, and<br />
selection <strong>of</strong> <strong>the</strong> carrier.
OVERVIEW OF PORT KLANG<br />
Port Klang is Malaysia’s major gateway and has been recognized as<br />
<strong>the</strong> busiest <strong>port</strong> <strong>in</strong> Asia<br />
It is situated on <strong>the</strong> west coast <strong>of</strong> Pen<strong>in</strong>sular Malaysia, near<br />
national capital <strong>city</strong>, Kuala Lumpur, at <strong>the</strong> north end <strong>of</strong> <strong>the</strong> Straits<br />
<strong>of</strong> Malacca.<br />
(Port Klang Malaysia Mar<strong>in</strong>e <strong>in</strong>formation handbook (2008)<br />
It's economic progress has been greatly <strong>in</strong>fluenced by <strong>the</strong> <strong>port</strong><br />
activities <strong>in</strong> its area. It is located about 6 kilometres southwest <strong>of</strong><br />
<strong>the</strong> town <strong>of</strong> Klang, and 38 kilometres southwest <strong>of</strong> Kuala Lumpur.
Located <strong>in</strong> <strong>the</strong> District <strong>of</strong> Klang<br />
- 13th busiest transhipment <strong>port</strong> (2004)<br />
- 16th busiest conta<strong>in</strong>er <strong>port</strong> (2007)<strong>in</strong> <strong>the</strong> world.<br />
- 26th busiest <strong>port</strong> <strong>in</strong> by total cargo tonnage handled <strong>in</strong> 2005.<br />
(Port Klang Malaysia Mar<strong>in</strong>e <strong>in</strong>formation handbook (2008)<br />
This <strong>port</strong> has been well-l<strong>in</strong>ked to <strong>the</strong> o<strong>the</strong>rs part <strong>of</strong> Malaysia<br />
by <strong>road</strong> and rail <strong>network</strong> connections, and is located about 70<br />
kilometres from Kuala Lumpur International Air<strong>port</strong> (KLIA).<br />
Port Klang is served by three major gateways : -<br />
- North Port<br />
- West<strong>port</strong>s<br />
- South Port(Southpo<strong>in</strong>t)
Study Area<br />
Source: www.gett<strong>in</strong>garound.net/pages/poc-...ysia.php
Location <strong>of</strong> Port Klang<br />
North<strong>port</strong><br />
West<strong>port</strong>s<br />
South<strong>port</strong><br />
Source: www.pka.gov.my/Background.asp
Source: Ducruet, 2007
from figure above shows <strong>the</strong> concentration <strong>of</strong> <strong>the</strong> trans<strong>port</strong><br />
cha<strong>in</strong> is based on logistics activities, <strong>port</strong> throughputs and<br />
<strong>in</strong>frastructures.<br />
Ducruet (2007)<br />
Port Klang is ranked 34 <strong>of</strong> 100 <strong>port</strong> cities <strong>in</strong> <strong>the</strong> world.<br />
Ducruet (2007)
PROBLEM STATEMENT<br />
The major problems that have been identified are <strong>the</strong> connectivity and<br />
accessibility <strong>of</strong> <strong>road</strong> <strong>network</strong> <strong>system</strong> <strong>in</strong> <strong>the</strong> study area.<br />
Port Klang is “last mile connectivity” for freight and cargo movement to<br />
transfer <strong>the</strong> goods<br />
The <strong>road</strong> <strong>network</strong> <strong>system</strong> <strong>in</strong> Port Klang is not efficient and would create<br />
traffic congestion <strong>in</strong> Port Klang.<br />
Criteria for <strong>road</strong> design such as <strong>the</strong> width <strong>of</strong> lanes, load bear<strong>in</strong>g standards<br />
and junctions have not been established.<br />
Width <strong>of</strong> lane, <strong>the</strong> exist<strong>in</strong>g narrow widths <strong>of</strong> lane <strong>in</strong> Port Klang are not<br />
suitable to cater for <strong>the</strong> capa<strong>city</strong> <strong>of</strong> freight and private vehicle movement to<br />
or from <strong>the</strong> <strong>port</strong> <strong>city</strong>.
The narrow width <strong>of</strong> lanes slows down <strong>the</strong> movement <strong>of</strong> <strong>the</strong> freight and delays<br />
freight forward<strong>in</strong>g, which <strong>in</strong>directly <strong>in</strong>creases monetary costs and time.<br />
The size and width <strong>of</strong> current <strong>road</strong> lanes cannot accommodate <strong>the</strong> capa<strong>city</strong> <strong>of</strong><br />
vehicles based on traffic volumes <strong>in</strong> Port Klang.<br />
In aspects <strong>of</strong> <strong>road</strong> design, Currently, exist<strong>in</strong>g <strong>road</strong>s cannot accommodate <strong>the</strong> load<br />
<strong>of</strong> goods carried by freight.<br />
Freight trans<strong>port</strong>ers pass<strong>in</strong>g through <strong>the</strong> Port Klang <strong>road</strong> have no choice because<br />
<strong>the</strong> exist<strong>in</strong>g <strong>road</strong> lead<strong>in</strong>g to Port Klang has narrow lane.<br />
The physical situation <strong>of</strong> <strong>the</strong> ma<strong>in</strong> <strong>road</strong> lead<strong>in</strong>g to Port Klang is not satisfactory,<br />
surface <strong>of</strong> <strong>road</strong> is uneven as a result <strong>of</strong> load bear<strong>in</strong>g movement <strong>of</strong> cargo and<br />
freight.
Level <strong>of</strong> Service (LOS) Measurements<br />
LEVEL OF<br />
SERVICE<br />
(LOS)<br />
A<br />
DESCRIPTION<br />
Free-flow conditions with unimpeded<br />
manoeuvrability. Stopped delay at signalized<br />
<strong>in</strong>tersection is m<strong>in</strong>imal.<br />
AVERAGE<br />
TRAVEL SPEED<br />
(mph)<br />
≥60<br />
VOLUME TO<br />
CAPACITY RATIO<br />
(v/c)<br />
MAXIMUM<br />
TRAFFIC<br />
VOLUME<br />
(Veh/Hr/Ln)<br />
(≥96 km/h) 0.00 - 0.35 700<br />
B<br />
Stable flow with slight delay. Reasonably<br />
unimpeded operations with slightly restricted<br />
manoeuvrability. Stopped delays are not<br />
bo<strong>the</strong>rsome.<br />
55 – 59<br />
(88 – 95 km/h) 0.36 - 0.58 1,000<br />
C<br />
Stable flow with acceptable delay. Motorists<br />
will experience appreciable tension while<br />
driv<strong>in</strong>g.<br />
49 – 54<br />
(79 – 87 km/h) 0.59 - 0.75 1,500<br />
D<br />
Approach<strong>in</strong>g unstable flow with tolerable<br />
delay where small <strong>in</strong>creases <strong>in</strong> volume produce<br />
substantial <strong>in</strong>creases <strong>in</strong> delay and decreases <strong>in</strong><br />
speed.<br />
41 – 48<br />
(66 - 78 km/h) 0.76 - 0.90 1,800<br />
E<br />
Unstable flow. Operations with significant<br />
<strong>in</strong>tersection approach delays and low average<br />
speeds.<br />
30 – 40<br />
(47 - 65 km/h) 0.91 - 1.00 2,000<br />
F<br />
Forced flow. Operations with extremely low<br />
speeds caused by <strong>in</strong>tersection congestion, high<br />
delay, and adverse signal progression.<br />
0 – 29<br />
(≤47 km/h) Greater Than 1.00 Greater Than 2,000<br />
Source : Trans<strong>port</strong>ation Research Board, Highway Capa<strong>city</strong> Manual
FINDINGS<br />
1) The Physical Condition <strong>of</strong> Junctions<br />
To determ<strong>in</strong>e <strong>the</strong> Level <strong>of</strong> Service, <strong>the</strong> ratio is calculated by compar<strong>in</strong>g <strong>the</strong> traffic<br />
volume with <strong>the</strong> <strong>road</strong> capa<strong>city</strong>.<br />
A ratio over 1.0 (LOS F) <strong>in</strong>dicates that <strong>the</strong> <strong>road</strong> can no longer cater to <strong>the</strong> traffic<br />
volume because <strong>the</strong>re are too many junctions such as:<br />
Jalan Negeri B1/ North Klang Straits Highway from Klang to North<strong>port</strong><br />
level <strong>of</strong> services (D) stable flow to congested flow<br />
North<strong>port</strong> to Klang Level <strong>of</strong> service (E) congested flow.<br />
This situation can cause <strong>the</strong> delay <strong>of</strong> freight and private vehicle and traffic would <strong>in</strong>crease<br />
Junction at Persiaran Raja Muda Musa/Jalan Negeri B8 from Klang to Port Klang<br />
level <strong>of</strong> service (F)<br />
Port Klang to Klang level <strong>of</strong> service (F)<br />
shows that <strong>the</strong>se junctions have congested flow. This situation creates conflict and especially causes<br />
problems for trans<strong>port</strong> movement, <strong>in</strong>clud<strong>in</strong>g a traffic flow bottleneck at Port Klang.
2) Network<br />
The current <strong>road</strong> <strong>network</strong> <strong>system</strong> <strong>in</strong> Port Klang consists <strong>of</strong> federal <strong>road</strong> and<br />
<strong>city</strong> <strong>road</strong>s.<br />
Ma<strong>in</strong>tenance <strong>of</strong> federal <strong>road</strong>s is <strong>the</strong> responsibility <strong>of</strong> Public Works<br />
Department through <strong>the</strong> provision <strong>of</strong> <strong>the</strong> Federal Government.<br />
3) Hierarchy <strong>of</strong> Roads<br />
Highways<br />
Kuala Lumpur – Klang Federal Highway (FR2)<br />
New Klang Valley Expressway (NKVE)<br />
Shah Alam Expressway (KESAS)<br />
North – South Expressway (PLUS)
Exist<strong>in</strong>g <strong>of</strong> Road Network System<br />
Source : Klang Municipal Council (2002)
4) Patterns and Traffic Characteristics<br />
<br />
Daily Traffic Volume<br />
Daily traffic volumes <strong>of</strong> <strong>the</strong> ma<strong>in</strong> <strong>road</strong>s show that <strong>the</strong> Federal<br />
Highway (FR2) has <strong>the</strong> highest traffic volume which is 110,600<br />
vehicles per day, followed by <strong>the</strong> North Klang Straits Highway with<br />
91,300 vehicles per day.<br />
(Klang Municipal Council, 2002)
Peak Hour Traffic Volume<br />
Refers to <strong>the</strong> period <strong>of</strong> highest traffic volume <strong>in</strong> a day. The volume <strong>of</strong><br />
traffic for every hour <strong>in</strong> a day is different; however, <strong>the</strong> volume <strong>of</strong><br />
traffic dur<strong>in</strong>g peak hours is used for <strong>the</strong> assessment <strong>of</strong> <strong>road</strong> operations<br />
and plann<strong>in</strong>g <strong>the</strong> design <strong>of</strong> <strong>the</strong> <strong>road</strong>.<br />
The volume <strong>of</strong> traffic dur<strong>in</strong>g peak hours is around 9 percent to 11<br />
percent <strong>of</strong> total traffic volume for a day. Federal Highway 2 (Klang-<br />
Kuala Lumpur) registers higher traffic from peak with 8,600 vehicles<br />
per hour, while <strong>the</strong> B10 <strong>road</strong> (Pandamaran-Sentosa) has <strong>the</strong> lower<br />
peak traffic volume with flow 1,700 vehicles per hour.<br />
North Klang Straits Highway also has a high peak traffic volume <strong>of</strong><br />
7,800 vehicles per hour.<br />
(Klang Municipal Council, 2002)
5) Operational Evaluation <strong>of</strong> Exist<strong>in</strong>g Roads<br />
<br />
<br />
Operational assessments <strong>of</strong> <strong>the</strong> exist<strong>in</strong>g <strong>road</strong>s are based on <strong>the</strong> comparison<br />
Between volumes <strong>of</strong> traffic dur<strong>in</strong>g peak hours and <strong>the</strong> capa<strong>city</strong> <strong>of</strong> <strong>the</strong> exist<strong>in</strong>g<br />
<strong>road</strong>. The capa<strong>city</strong> <strong>of</strong> an exist<strong>in</strong>g <strong>road</strong> is determ<strong>in</strong>ed by <strong>the</strong> width <strong>of</strong> <strong>road</strong> lanes,<br />
<strong>road</strong> width, traffic distributions, <strong>the</strong> composition <strong>of</strong> traffic, obstructions <strong>in</strong> <strong>the</strong><br />
<strong>road</strong> side and <strong>the</strong> slope <strong>of</strong> <strong>the</strong> <strong>road</strong>.<br />
Federal Road 2 (Klang-Shah alam) operates more than 54% above <strong>the</strong> capa<strong>city</strong><br />
<strong>of</strong> exist<strong>in</strong>g <strong>road</strong>s. Similarly, North Klang Straits Expressway operates more than<br />
40% above <strong>the</strong> capa<strong>city</strong> <strong>of</strong> exist<strong>in</strong>g <strong>road</strong>s, while Federal Route 2 (Port Klang-<br />
North<strong>port</strong>) has reached <strong>the</strong> capa<strong>city</strong> <strong>of</strong> exist<strong>in</strong>g <strong>road</strong>s.
Road Segment<br />
Peak Hours Volume<br />
(Vehicle/Hour)<br />
Exist<strong>in</strong>g Road Capa<strong>city</strong><br />
(Vehicle/Hour)<br />
The Ratio <strong>of</strong><br />
Volume/Capa<strong>city</strong><br />
Federal Road 2 (FR2)<br />
(Klang-Shah Alam)<br />
8,600 5,600 1.54<br />
Federal Route 2<br />
(Persiaran Raja Muda Musa)<br />
3,300 5,600 0.59<br />
Federal Route 2<br />
(Port Klang-North<strong>port</strong>)<br />
5,600 5,600 1.00<br />
North Klang Straits Highway<br />
(Klang-North<strong>port</strong>)<br />
7,800 5,600 1.40<br />
Ma<strong>in</strong> Road Operation <strong>in</strong> Study Area<br />
Source: Klang Municipal Council (2002)
6) Road Accidents<br />
Road accident statistics were obta<strong>in</strong>ed from “ Polis Di Raja Malaysia, Cawangan<br />
Trafik Klang”.<br />
Accident statistics shows <strong>the</strong> accident rates <strong>in</strong> 2001 as compared to <strong>the</strong> year 2000<br />
decl<strong>in</strong>ed to a total <strong>of</strong> 1,303 cases from 2,176 cases <strong>in</strong> <strong>the</strong> same period.<br />
From 1998 to 2001 for <strong>the</strong> Klang district statistical data, <strong>the</strong> accident or potential<br />
<strong>road</strong> accidents occurred more frequently on <strong>the</strong> federal <strong>road</strong>s.<br />
Among <strong>the</strong> factors that caused <strong>the</strong> accident was <strong>the</strong> composition <strong>of</strong> heavy vehicles,<br />
such as high-lift on <strong>the</strong> ma<strong>in</strong> streets, especially on Federal Route 2 to or from Port<br />
Klang.
CONCLUSION & RECOMMENDATION<br />
<br />
<br />
<br />
The <strong>road</strong> <strong>network</strong> <strong>system</strong> is an essential requirement for <strong>in</strong>frastructure<br />
development that is necessary to create susta<strong>in</strong>able land trans<strong>port</strong> and to<br />
enhance economic activities and services, <strong>the</strong>reby help<strong>in</strong>g to improve <strong>the</strong><br />
quality <strong>of</strong> life.<br />
Thus <strong>the</strong>re is a need to develop an efficient <strong>road</strong> <strong>trans<strong>port</strong>ation</strong> <strong>network</strong><br />
<strong>system</strong> which can cater <strong>the</strong> needs <strong>of</strong> population growth, bus<strong>in</strong>ess and<br />
<strong>in</strong>dustries.<br />
The successful plann<strong>in</strong>g <strong>of</strong> a <strong>road</strong> <strong>trans<strong>port</strong>ation</strong> <strong>network</strong> <strong>system</strong> <strong>in</strong> <strong>port</strong> <strong>city</strong><br />
plann<strong>in</strong>g must consider <strong>the</strong> demands <strong>of</strong> freight movement such as a pickup<br />
and delivery, <strong>in</strong>termodal connections, and regional consolidation <strong>in</strong> <strong>the</strong><br />
context <strong>of</strong> urban passenger <strong>trans<strong>port</strong>ation</strong> issues such as congestion and<br />
accessibility.
To plan for an efficient <strong>road</strong> <strong>network</strong> <strong>system</strong>, <strong>the</strong> economic drivers <strong>of</strong> freight<br />
elements, which are <strong>the</strong> <strong>in</strong>dividual practices <strong>of</strong> shippers, carriers, and <strong>the</strong> public <strong>in</strong><br />
shap<strong>in</strong>g <strong>the</strong> need for freight movement, must be taken <strong>in</strong>to account.<br />
Trans<strong>port</strong>ation <strong>network</strong> <strong>system</strong>s, <strong>port</strong>s and urban growth are chang<strong>in</strong>g rapidly due<br />
to <strong>the</strong> efficiency <strong>of</strong> <strong>road</strong> <strong>network</strong> <strong>system</strong>s. The relationship between <strong>port</strong>s and<br />
cities are vital for <strong>the</strong> urban growth and an <strong>in</strong>dustrial expansion plan need an<br />
efficient <strong>trans<strong>port</strong>ation</strong> <strong>system</strong>.<br />
Plann<strong>in</strong>g for <strong>the</strong> best <strong>road</strong> <strong>trans<strong>port</strong>ation</strong> <strong>network</strong> <strong>system</strong> <strong>in</strong> <strong>port</strong> <strong>city</strong> can achieve<br />
green logistics and also susta<strong>in</strong>ability, it should be <strong>in</strong>vestigated fur<strong>the</strong>r and be<br />
revised <strong>in</strong> ways to enhance environments <strong>of</strong> liv<strong>in</strong>g and work<strong>in</strong>g <strong>in</strong> maritime zones.
Q&A Session<br />
THANK YOU…