NTJ 34/2016

JKR 20400-0098-16

NTJ 34/2016
©2016 Jabatan Kerja Raya Malaysia.
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Guidelines for the Selection of Speed Limit

Guidelines for the Selection
of Speed Limit

Guidelines for the Selection

of Speed Limit

Cawangan Jalan
Jabatan Kerja Raya

Ketua Pengarah Kerja Raya

Jabatan Kerja Raya Malaysia
Jalan Sultan Salahuddin
50582 Kuala Lumpur
FOREWORD

The Nota Teknik Jalan 34/2016 ‘Guidelines for the Selection of Speed Limit’ is
prepared to assist road authorities to evaluate and determine the appropriate
speed limit for a particular road section. This document outlined a rigorous and
standard method and procedure in the evaluation process which can be applied
to all category of roads. The application of this guideline is to improve the
decision making process through applications of selected criteria.

The preparation of this document was carried out through research and
discussions by a Technical Committee that consisted of members with vast
experiences in the design and maintenance of roads. References were also made
to relevant Jabatan Kerja Raya’s (JKR) guidelines and some best practices by
other countries. This document has been presented in a Special Workshop during
the 9th Malaysian Road Conference 2014. Feedbacks and comments received
from stakeholders are carefully considered and incorporated into the document
whenever appropriate.

For continuous improvement, this NTJ will be reviewed and updated from time to
time to incorporate changes in policies and current design requirements.
Following which it will then be upgraded as part of the Arahan Teknik Jalan (ATJ)
series of documents. This guideline is under the control of Bahagian Inovasi &
Standard, Pakar Kejuruteraan Jalan & Jambatan, Cawangan Jalan, JKR Malaysia. In
this respect, any comments and feedbacks regarding this document are welcome
and should be forwarded to the aforementioned office.

Published by:

Cawangan Jalan
Ibu Pejabat JKR Malaysia
Tingkat 21, Menara PJD
No. 50, Jalan Tun Razak
50400 Kuala Lumpur

i
ACKNOWLEDGEMENT

This document on the ‘Guideline for the Selection of Speed Limit’, NTJ 34/2016
was prepared by a Committee consisting of the following members:

Ir. Abdul Rahman bin Baharuddin JKR

Ahmad Fahmi bin Abd. Ghaffar JKR
Abdul Halim bin Mat Daud JKR
Siti Nurilam bt Abu Mansor JKR
Rohana bt Yaakub JKR
Mohd. Harizam bin Ibau Nui JKR
Ir. Kaniah bt Ambak JKR
Ir. Mohammad Ashaari bin Muda JKR
Nurashikin bt Zainal Abidin JKR
Sharifah Allyana bt Syed Mohamed Rahim MIROS
Mohamad Zhaidi bin Baharin JKR
Ir. Rohaida bt Rashid (Secretariat) JKR
Zety Afrizan bt Mohamad Zaman (Secretariat) JKR
Suyati bt Minan (Secretariat) JKR

A special thanks to Ir. Hj. Ab. Manan Embong and Ir. Abdul Mutalif Ab Hameed
(former Directors) and Dato’ Ir. Hj. Che Noor Azeman Yusoff (current Director) of
PKJJ, Caw. Jalan, Public Works Department Malaysia for their undivided support
and also the utmost appreciation to the above committee members for their
relentless effort towards the successful completion and, ultimately, in the
culmination of this Manual.

The Committee also expresses their gratitude and acknowledges the

contributions by all the individuals who took part in the Special Workshop on the
Guideline for the Selection of Speed Limit during the preparation of the
Document. They are as follows:

Ir. Mohamad Shukor bin Che Malek JKR

Burhanuddin bin Yusoh Azih LLM
Ong Tai Chu MKJR
Amirul Ain bin Amran DBKL

ii
CONTENTS

FOREWORD ................................................................................................................................ i
ACKNOWLEDGEMENT .............................................................................................................. ii
CONTENTS ................................................................................................................................ iii
LIST OF FIGURE ......................................................................................................................... v
LIST OF TABLE ........................................................................................................................... v
1. INTRODUCTION ................................................................................................................ 1
1.1. General ........................................................................................................................ 1
1.2. Regulating Driving Speed .......................................................................................... 1
1.3. Objective of Speed Limits .......................................................................................... 2
1.4. Scope and Purpose of this Guideline ........................................................................3
1.5. Terms and Definitions ................................................................................................3
2. SPEED, SAFETY AND SPEED LIMITS ................................................................................ 6
2.1. Speed ......................................................................................................................... 6
2.2. Safe Travel Speed ...................................................................................................... 6
2.3. Speed Limit ................................................................................................................ 8
2.4. Authorised Agencies ................................................................................................. 9
2.5. Functions of Speed Limit ......................................................................................... 10
2.6. Types of Speed Limit ................................................................................................ 10
2.6.1. Statutory Speed Limit ....................................................................................... 10
2.6.2. Local/Zonal Speed Limit .................................................................................... 11
2.6.3. Advisory Speed Limit ........................................................................................ 12
3. CONCEPT OF APPLICATION ............................................................................................ 14
3.1. General ...................................................................................................................... 14
3.2. Setting a Speed Limit ............................................................................................... 15
3.3. Flow Chart................................................................................................................. 16
4. APPLICATION METHODOLOGY ...................................................................................... 18
4.1. Geometric ................................................................................................................. 18
4.1.1. Road Curvature, R ............................................................................................. 18
4.1.2. Estimating Free Flow Speed (FFS) for Highways ............................................ 18
4.1.3. Estimating Free Flow Speed (FFS) for Toll Expressway ................................ 22
4.2. Traffic and Road Environment.................................................................................24
4.2.1. Pedestrian Traffic, P .......................................................................................... 25
4.2.2. Average Weighted Points of Accident Occurrence, A .................................... 25
4.2.3. Legal on-Street Parking .................................................................................... 27
5. APPLICATION OF GUIDELINE .........................................................................................28
5.1. 6-Step Procedure .................................................................................................... 28
5.2. Application Rules..................................................................................................... 30
6. OTHER DESIGN CONSIDERATIONS ................................................................................ 31
6.1. Speed Zone Length .................................................................................................. 31
6.2. Signposting of Speed Zones .................................................................................... 31
6.3. Advisory Speed ......................................................................................................... 32

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 6.4. School Zones ............................................................................................................33
6.5. Work Zones.............................................................................................................. 34
6.6. Engineering Judgement .......................................................................................... 34
REFERENCES ...........................................................................................................................36
APPENDIX A: Data Form for 2-Lane Highway ........................................................................ 37
APPENDIX B: Data Form for Multilane Highway ...................................................................39
APPENDIX C: Data Form for Toll Expressway........................................................................ 41
APPENDIX D: A Case Study .....................................................................................................43
APPENDIX E: Data Form for Multilane Highway ...................................................................45

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LIST OF FIGURE
Figure 2.1: Speed and Crash Risk on 60 km/h Roads ............................................................... 7
Figure 2.2: Speed and Crash Risk on Rural Highways ............................................................. 7
Figure 2.3: Risk of Fatality on Pedestrian and Vehicle Occupants......................................... 8
Figure 2.4: A Statutory Speed Limit ........................................................................................ 11
Figure 2.5: A Local Speed Limit Sign ...................................................................................... 12
Figure 2.6: An Advisory Speed Sign ....................................................................................... 13
Figure 3.1: Flow Chart on Process for Setting Speed Limit ................................................... 17
Figure 6.1: Warning Sign with Advisory Speed ...................................................................... 32

LIST OF TABLE
Table 4.1: Selection of Speed based on Road Curvature, R .................................................. 18
Table 4.2: Free-flow speed reduction for lane width and paved shoulder width, fLS ......... 19
Table 4.3a: Free-flow speed reduction for access point density, fAPDS ................................ 20
Table 4.3b: Free-flow speed reduction for access point density, fAPDM ....................... ..... 20
Table 4.4: Reduction in free-flow speed based on the proportion of motorcycles fM ....... 21
Table 4.5: Free-flow speed reduction for lane width, fLWM................................................... 21
Table 4.6: Free-flow speed reduction for median clearance (for inner lane) fMC ............... 21
Table 4.7: Free-flow speed reduction for lane width fLWE..................................................... 23
Table 4.8: Free-flow speed reduction for median clearance (for inner lane) fLC ................ 24
Table 4.9: Free-flow speed reduction for interchange density, fID ...................................... 24
Table 4.10: Speed Selection Table based on Pedestrian Traffic Volume, P ......................... 25
Table 4.11a: Speed Selection Table based on Weighted Accident Points for 2-Lane and
Multilane Highway ..................................................................................................................26
Table 4.11b: Speed Selection Table based on Weighted Accident Points for Toll
Highway…….…………………………………………………………………………...... 27
Table 4.12: Speed Selection Table based on Availability of Parking Provision .................... 27

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1.0 INTRODUCTION

1.1 General

Motorised vehicle was first invented before the turn of the last century.
Traversing on poorly paved road, the maximum speed of travel was quite slow
then. Since then, advances in science and technology have brought about faster
vehicles and better roads, both of which have served to increase travel speeds for
automotive travel.

Today, attainable speeds are far more eminent than the maximum speeds that
society once generally accepts as reasonable for motorized travel on public roads,
yet the speedometers on most motor vehicles display maximum speeds that far
surpass the maximum legal speed limits on most roads.

Speeding, commonly defined as exceeding the posted speed limit or driving too
fast under prevailing conditions, is a primary crash causation factor around the
world. In many countries, it often contributes to as many as one-third of fatal
crashes. Based on investigations of road traffic accidents in this country, speeding
is one of the main road safety problems on our road and contributes as an
aggravating factor in most crashes. Human behavior still remains the most
influential element in the selection of the preferred speed of travel, overriding all
other factors.

When a vehicle travels along a particular road, the speed of travel controls the
journey time from one destination to another. Over time, the road and its vicinity
undergo drastic changes due to the social economic development and
diversification of the surrounding land use. With these changes, the speed of
travel that has long been enjoyed by drivers may need to be adjusted to suit the
new surroundings. Drivers may no longer have the freedom of travelling at their
own desired speed. Other factors shall take precedent for the sake of safety.

Choosing an appropriate speed limit for a facility can be a polarizing issue for a
community. Residents and vulnerable road users generally seek lower speeds to
raise quality of life for the community and increased protection for pedestrians
and cyclists; motorists seek higher speeds that minimize travel time. Despite the
controversy surrounding maximum speed limits, it is clear that the overall goal of
setting the speed limit is almost always to increase safety within the context of
retaining reasonable mobility.

1.2 Regulating Driving Speed

Individual driver decision on the appropriate travel speed may be guided by more
than just safety concerns. Travel speed, fuel use and vehicle operating cost are
other factors that are also being considered. Nevertheless, whatever the decision
made, it will also be evaluated for its contribution to the air pollution.

1
High speed driving certainly increases the risk of death and injury for other road
users. Speed limits can be used to regulate the driver’s speed choices and help
drivers in selecting the proper travelling speed along a particular road. In that
respect, there are three main reasons why regulatory intervention is warranted:

Drivers may not take into account of the risks afflicted on others by their
choice of driving speed and habits. Any accident that occurs will incur health
problems/bodily injuries and/or vehicle/property damage that is not fully
reimbursed by the driver.
Drivers may systematically make the wrong choices of speed because of
inadequate information or their inability to digest correctly the information
presented.
Drivers may have a good sense of driving speed and travel time but could
underestimate the effect of speed on crash probability and severity.

1.3 Objective of Speed Limits

The main objective of setting speed limit is to balance the interests of mobility
and safety by ensuring speed limits are safe, appropriate and credible for the
category of road and the level of roadside development for which they are set.
They must also be nationally consistent. Several purposes behind this objective
are as listed below:

Balancing travel time and risk of accident

Driving speed limit need to be regulated to provide an appropriate balance
between the travel time and the risk of accident for a road or a specific section
of it. This should allow a reasonable travel time for drivers and at the same
time reduces the probability of accident and, the level of severity if accidents
do occur.

Advise drivers of the proper speed of travel

The primary purpose of the speed limit is to advise drivers of the reasonable
and safe maximum operating speed under favorable conditions. It provides a
basis for enforcement and ought to be fair in the context of traffic law.

Improve the overall safety of the road

The avoidance of crash and mitigation of the crash outcome will improve the
overall level of safety, although there are also many other factors that affect
safety (eg. influence of alcohol, drug, roadway geometric etc.).

Create uniform and orderly flow of traffic

The regulation establishing a common set of rules on the appropriate speed of
travel for all drivers using the particular road and create a uniform speed and
orderly flow of traffic. The imposition of the speed limit may also have other
reasons relating to the economy or conservation plan of the particular area.

A secondary objective but equally important is promoting the concept of Safe

2
System Approach. Now being widely adopted by many countries around the
world, the Safe System Approach represents a significant shift in thinking about
road safety. The Safe System Approach recognises that even with the best efforts
of prevention by road users, road crashes will still occur therefore, the road
system must be designed to be more accommodating of human error and do not
cause human death or serious injury. Managing speed to keep the crash forces to
survivable levels is key to road safety and the Safe System Approach.

1.4 Scope and Purpose of this Guideline

This publication is a guide on selecting the appropriate speed limit for all roads
and should be a valuable reference for road authorities, especially those at the
district establishment level. It provides the information and standard procedure
necessary for practitioners to conduct appropriate analysis and make accurate
decisions concerning the setting of speed limits in their jurisdiction. However, the
application of the technique and process needs to be applied with flexibility and
good judgement to account for the wide variation of the road, environment and
traffic conditions.

The use of a standard procedure to determine speed limits provides:

 Consistent methodologies between regions and practitioners.

 Guidance for data collection and analysis, and the relative importance of
the various criteria used in determining speed limits.
 Consistent correlation of road environments with speed limits.
 Preservation of the integrity and credibility of speed limits.
 Standardised documentation, which assists in satisfying accountability and
quality management requirements.

1.5 Terms and Definitions

The following are terms used in this document. Other references may use or
define these terms somewhat differently than as defined below.

1. Basic Speed Law - no person shall operate a motor vehicle at a speed

greater than is reasonable and proper for the prevailing conditions.

2. 85th percentile speed - the speed at or below which 85 percent of the

sample of free flowing vehicles is traveling. The 85th percentile of the
distribution of observed speeds has been the most frequently used
method to determine the operating speed which in turn is used as a guide
to set the speed limit.

3. Design speed - the maximum safe speed that can be maintained over a
specific segment of road when conditions are favourable that the design
features governs.

3
4. Operating speed - the speeds at which vehicles are observed operating
during free flow conditions. Free flow speeds are those observed from
vehicles whose operations are unimpeded by traffic control devices (e.g.,
traffic signals) or by other vehicles in the traffic stream.

5. Advisory speed – is the speed limit recommended by the road authority,

often set in areas with many pedestrian activities and on difficult stretches
of roads, such as on tight corners or through roadwork zones. Although it
is not strictly enforced, liability for any accident while travelling above the
speed can be charged for speeding.

6. Speed limit - the maximum lawful vehicle speed for a specific location.
There are two types of speed limits, posted speed and statutory speed,
definitions of each are provided.

7. Posted speed - one of two speed limit types (statutory speed is the other
type); it is the maximum lawful vehicle speed for a particular location as
displayed on a regulatory sign. Posted speeds are displayed on regulatory
signs in speed values that are multiples of 10 km/h.

8. Statutory speed - one of two speed limit types (posted speed is another
type). Numerical speed limits established by law that apply to various
classes or categories of roads in the absence of posted speed limits.

9. Speed zone - a speed limit established on the basis of an engineering study

for a particular section of road, for which the statutory speed limit is not
appropriate.

10. Tolerance - the numerical difference between the speed limit and the
minimum speed at which enforcement action is taken.

11. Expressway - is a divided highway for through traffic with full control of
access and always with grade separations at all intersections. In rural
areas, they apply to the interstate highways for through traffic and form
the basic framework of National road transportation for fast travelling.
They serve long trip and provide higher speed of travelling and comfort. To
maintain this, they are fully access controlled and are designed to highest
standards. In urban areas, they form the basic framework of road
transportation system in urbanised area through traffic. They also serve
relatively long trips and smooth traffic flow and with full access control
and complements the Rural Expressway.

12. Highway - constitute the interstate national network for intermediate

traffic volumes and complement the expressway network. They usually
link up directly or indirectly the Federal Capital, State capitals, large urban
centres and points of entry/exit to the country. They serve long to
intermediate trip lengths. Speed of travel is not as important as in an

4
 Expressway but relatively high to medium speed is necessary. Smooth
traffic is provided with partial access control.

13. Primary Road - they constitute the major roads forming the basic network
of the road transportation system within a state. They serve intermediate
trip lengths and medium travelling speeds. Smooth traffic is provided with
partial access control. They usually link the State Capitals and district
Capitals or other Major Towns.

14. Secondary Road - they constitute the major roads forming the basic
network of the road transportation system within a District or Regional
Development Areas. They serve intermediate trip lengths with partial
access control. They usually link up the major towns within the District or
Regional Development Areas.

15. Minor Road - they apply to all roads other than those described above in
the rural areas. They form the basic road network within a Land Scheme or
other sparsely populated rural area. They also include roads with special
functions such as holiday resort roads, security roads or access roads to
microwave stations. They serve mainly local traffic with short trip lengths
with no access control.

16. Arterial Road - an arterial is a continuous road within partial access control
for through traffic within urban areas. Basically it conveys traffic from
residential areas to the vicinity of the central business district or from one
part of a city to another which does not intend to penetrate the city
centre. Arterials do not penetrate identifiable neighbourhoods. Smooth
traffic flow is essential since it carries large traffic volumes.

17. Collector Road - a collector road is a road with partial access control
designed to serve as a collector or distributor of traffic between the
arterial and the local road systems. Collectors are the major roads which
penetrate and serve identifiable neighbourhoods, commercial area and
industrial areas.

18. Local Road/Local Street - the local street system is the basic road network
within a neighbourhood and serves primarily to offer direct access to
abutting land. They are links to the collector road and thus serve short trip
lengths. Through traffic should be discouraged.

5
2.0 SPEED, SAFETY AND SPEED LIMITS

2.1 Speed

Vehicle travel speeds determine the time taken to travel from one destination to
another. One of the things that a driver desires for is to reach his destination in
the shortest duration possible. On the positive side, high speed travel allows
efficient movement of people and vehicles through the road network. However, it
also affects both the risk of crash involvement and the severity of crashes, and its
subsequent injuries thereof.

Although speed is not always the main cause of an accident, it is still a critical
factor in every serious crash. Speeding was identified as a contributing factor in an
estimated 23% of fatal crashes (PDRM, 2013). It is also being accepted that
reduction in travel speed would save lives and reduce injuries. Reductions in the
average travel speed across the network is the most effective and a swift way to
reduce road accident trauma that would produce significant and immediate road
safety benefits.

Clearly, there is a conflicting demand on speed between the travel time need and
the concern for safety. Speed needs to be adjusted to provide some rational
balance of these two critical factors, but, at the same time, the adjusted speed
must be acceptable by a majority of the drivers to encourage compliance.

2.2 Safe Travel Speed

When a driver travels at higher speed that is inappropriate for the prevailing
conditions, collision with another vehicle, hitting pedestrians or run off the road is
more likely to occur. At high speed, there is less time for driver to react to
emergencies and therefore requires a greater distance to stop safely.

The risk of a casualty crash approximately doubles with each 5 km/h increase in
speed on a 60 km/h speed limited road, or with each 10 km/h increase in speed on
110 km/h rural highways (see Figure 2.1 and 2.2). As such, it is the speed variance
and not average travel speed that influences the level of crash involvement. This
also means that crash probability increases not only when traveling above the
average speed but also below it.

A road crash usually results in casualty ranging from minor injury to even death.
The severity of injury relates directly to the speed during a crash due to a drastic
change in speed (ΔV). Probability of severe injury also increases sharply with the
impact speed. During an impact, energy that is released is proportional to the
square of the impact speed (kinetic energy equation). This relationship is
sufficient to justify the reason for control in speed.

Research into the tolerance of the human body to absorb crash energy indicates
that speeds would ideally be less than 30 km/h where conflict with people walking

6
and cycling is involved. For cases involving human subjects in vehicles, the
tolerable speeds during crashes are less than 50 km/h during vehicle side-impacts
and less than 70 km/h during head-on collisions. The conclusions of the research
are summarised by Figure 2.3.

20
17.7
Relative risk of casualty crash

15

Each 5 km/h
increase in
10 speed doubles
the risk of a
casualty crash 7.6

5 3.6

1.8
0.6 1.0

0
-10 -5 0 5 10 15 20
Difference in travelling speed from speed limit (km/h)

Figure 2.1: Speed and Crash Risk on 60 km/h Roads

(Source: Road Accident Research Unit, University of Adelaide, November 1997)

20
17.9
Relative risk of casualty crash

15
Each 10 km/h
increase in
speed doubles 10.0
the risk of a
10

5.8
5 3.5
1.5 2.2
0.3 0.7 1.0

0
-10 -5 0 5 10 15 20 25 30
Difference in travelling speed from speed limit (km/h)

Figure 2.2: Speed and Crash Risk on Rural Highways

(Source: Road Accident Research Unit, University of Adelaide, July 2001)

7
The speed of travel also determines the output quantity of gaseous mission of a
vehicle. When travelling faster, more fuel is used and the vehicle emits more of
the gases that contribute to air pollution. Some cities around the world impose
certain speed limits on their major roads in the effort to control the level of air
pollution.

Traffic congestion has been the common traffic woes for urban commuters. To
improve the situation urban road network need to implement proper traffic
management through a systematic and integrated traffic management control.
This may include installation of traffic signals and implementation of speed
limiters. Apart from the increase in safety, this practice may actually contribute in
reducing traffic congestion by improving the traffic flow.

Having mentioned all the above, there are other factors that may also justify the
need to determine a safe travel speed. Nevertheless, safety still remains the very
reason for the management and regulation of speed. Reasonableness, comfort
and acceptance by the road users shall be the solemn characteristics of the
selected safe speed.

Figure 2.3: Risk of Fatality on Pedestrian and Vehicle Occupants

(Source: South Australia’s Road Safety Strategy 2020, Government of South
Australia, May 2011)

2.3 Speed Limit

Speed limits are implemented by the road authority to inform motorists of the
appropriate driving speeds and these limits are enforced by police or road
transport authorities. This is done with an objective to improve road traffic safety
and reduce the number of road traffic casualties resulting from traffic collisions.
With proper enforcement, speed limit can be an effective traffic safety tool to
improve the safety level of an area.

Speed limit is a regulatory traffic control means enacted under Section 69 of the
Road Transport Act 1987 (Act 333) which is necessary to control speed of vehicles
for safety reasons. Malaysia has imposed National Speed Limits for its road
networks (90 km/h – non-expressways; 110 km/h - Toll expressways). However,

8
much lower speed limits are sometimes required at various locations where safety
measures are necessary. These sections of road assigned with lower speed limits
than the national speed limit are commonly known as speed limit zones.

All speed control regulations, including those on speed limits provide the legal
basis for adjudication and sanctions for violations of the law. In most cases
mandatory speed limits are imposed at specific sections of the road but road
authorities may also post advisory speed signs, which do not have the force of
law. These signs are specially used to warn motorists of suggested safe speeds for
specific conditions at a particular location (e.g., a turn or an intersection
approach).

Road users are more likely to comply with a speed limit if it is consistent with
limits on other roads in the network with similar characteristics, and if limits, in
general, reflect the factors that most influence speed choice. The extent of
roadside development and the function of a road are the primary determinants of
the appropriate speed limit. Consistency is an important aspect in the speed limit
selection procedure and should concur with the road users' perceptions of a
reasonable speed limit that will influence their willingness to comply.

To eliminate any rule-of-thumb or arbitrary approach to the determination of local

speed limits, a standard procedure established on the basis of engineering studies
is required. Nonetheless, imposition of local speed limits shall only be done if it is
deemed necessary for safety reason.

2.4 Authorised Agencies

Under Section 69 (1) of the Road Transport Act, the Minister of Transport shall set
Statutory Speed Limits for all roads in Malaysia through the Government Official
Gazette. However, under Section 69 (2), the Act also empowers the Minister of
Works (for all Federal roads) and Local Government authorities (other than
Federal roads) to set up local speed limits for roads under their jurisdiction
provided that these speed limits (through gazette) do not exceed the statutory
speed limit thereof.

Changing or imposing local speed limits other than the statutory speed limit shall
be based on complaints or requests from:
a. Public
b. Police
c. National Road Safety Council (Majlis Keselamatan Jalan Raya Kebangsaan)
d. Local Traffic Advisory Committee (Jawatankuasa Penasihat Lalulintas
Tempatan)

Speed limits can be quite sensitive issues to certain quarters of the public. Hence,
setting or changing of the speed limits must be thoroughly reviewed and shall
only be implemented when it is totally justifiable after taking into account all

9
relevant factors. The acceptance by the stakeholders must also be pursued to
avoid any unnecessary inconveniences.

2.5 Functions of Speed Limit

Based on the information above, it can be concluded that the speed limit of a road
has two basic functions. These functions are as described below:

a. Limiting function - It establishes an upper bound on speed to reduce the

probability and severity of crashes.
b. Coordinating function - It reduces the dispersion of driving speed, thus
reducing the potential vehicular conflicts (this lessens the difference in
speed among drivers on the same road but in some cases, may need to
control the upper as well as the lower bound speed limit).

2.6 Types of Speed Limit

There are several types of speed limits commonly used. The speed limits and their
descriptions are given below.

2.6.1 Statutory Speed Limit

Statutory speed limits, also known as the National speed limits (Had Laju
Kebangsaan), are based on the concept that uniform categories of highways
can operate safely at certain maximum speeds under ideal conditions. The
National speed limits are applicable for expressways, federal roads, state
roads and municipal roads.

The National Speed Limits was enforced on 1 February 1989 following the
National Speed Limit Orders 1989 (Perintah Had Laju Kebangsaan 1989). It
allows for specific speed limits to be in effect even when it is not practical to
post them.

10
 Figure 2.4: A Statutory Speed Limit

Notwithstanding the statutory speed limits above, there are cases where
specific speed limits are applicable under certain conditions. The National
Motor Vehicle laws specifically require heavy vehicles and buses to abide to
certain speed limits. These vehicles must have speed limit stickers describing
the allowed speed limits on specific categories of road. For example, a
vehicle code might limit speeds to 90 km/h for expressways and 80 km/h on
all other roads.

Where statutory limits do not fit specific road, traffic, or land use conditions,
road authorities have the power to establish local or zonal speed limits to
reflect the reasonable and safe maximum operating speeds.

2.6.2 Local/Zonal Speed Limit

These alternative speed limits are usually lower than those prescribed by the
statutory limits of the jurisdiction. Legislated through the process of
gazette, these speed limits are established on the basis of engineering
study, and becoming effective when the limits are posted and properly
recorded. The approach and process of setting the zone speed limit is
discussed in the following chapters.

11
 Figure 2.5: A Local Speed Limit Sign

2.6.3 Advisory Speed Limit

Advisory speeds are used on short sections of road where the physical
conditions of the roadway restrict safe operating speed to something lower
than the maximum legal speed (e.g., a horizontal curve). Advisory speeds
are typically used if:

a. the feature that dictates the lower speed is isolated, and

b. it is not feasible or desirable to adjust the legal speed for a short
section of road.

The most common use of advisory speeds is on horizontal curves. In any

case, posted regulatory speed limit is not lowered to conform to the
proposed advisory speed. However, an advisory speed must not be installed
if it is higher than the posted speed limit.

In erecting these signs, care should be taken not to install the advisory
speed sign too near to a regulatory speed limit sign that it may confuse
drivers due to the two different speed value signs being placed too close to
each other.

Advisory Speed Limit is usually recommended by the road authority, but is

not strictly enforced. These speed limits are often set in areas with many
pedestrian activities and on difficult stretches of roads, such as on tight
corners or through roadwork zones. Having stated that, however, though
traveling above the advisory speed limit is not a crime but liability for any
accidents which occur on exceeding the advisory speed could still be cited
under the basic speed rule (i.e., driving too fast for the prevailing conditions)
and can be booked under speeding offences.

For the application of advisory speed sign, refer to Chapter 6.

12
Figure 2.6: An Advisory Speed Sign

13
3.0 CONCEPT OF APPLICATION

3.1 General

In establishing a speed limit zone, motorists’ behaviours are often taken into
account. Most drivers are sensible and will naturally drive at a reasonable speed
to reach their destination safely. As such, the appropriate guiding principle for
evaluating speed limits should be based on the ‘majority’ concept. The ‘majority’
speed represents that speed at or below which most of the traffic is moving in
ideal road conditions, and is widely accepted as being the suitable speed limit
most motorists will comply with.

Speed limits that are set to reflect the sensible behaviour of the majority of
motorists should encourage compliance and can effectively manage risk. Drivers
are more inclined to obeying the posted speed limit and travel at a reasonable
free flow speed that generally reduces speed differences among drivers. It also
targets limited enforcement resources at the occasional violator who
disproportionately contributes to crash risk.

There are cases where the free flow speed does not conform to the posted speed
limits. Some drivers may behave adversely when speed limits do not reflect road
characteristics, resulting in rash decisions and dangerous driving behaviour. And
when drivers’ speeds vary drastically, there are more instances of unsafe passing,
rear-end collisions and weaving on multilane roads.

That being said, the application of free flow speed alone in the setting of speed
limit may not be totally justifiable. Safety of vulnerable road users and hazardous
roadside environment are some of the many components that need to be
evaluated together as they are very significant in determining the appropriate
speed limit of a road section. It’s all about finding a balance between all the
various factors involved.

Within the traffic engineering community worldwide, there are four general
approaches to the setting of speed limits. They are briefly described below:

a. Engineering approach
A two-step processes where a base speed limit is set according to the 85th
percentile speed, the design speed for the road, or other criterion. This
base speed limit is adjusted according to traffic and infrastructure
conditions (such as pedestrian use, presence of median, etc.). Within the
engineering approach itself, there are two methods commonly been
adopted:

1. Operating Speed Method; and

2. Road Risk Method.

14
 Fundamentally, both methods are the same in that a selected base speed
limit is adjusted by various factors to determine the recommended speed
limit. The main difference between the two methods is that the operating
speed method uses the 85th percentile speed as the base speed limit, and
the road risk method uses a base speed limit that is predicated on the
functional classification of the road and its setting.

b. Expert system approach

Speed limits are set by a computer program that uses knowledge and
inference procedures that simulate the judgement and behaviour of speed
limit experts. Typically, this system is knowledge based, containing
accumulated knowledge and experience, and a set of rules for applying the
knowledge to each particular situation (the inference procedure).

c. Optimization
Setting speed limits is to minimize the total societal costs of transport.
Travel time, vehicle operating costs, road crashes, traffic noise and air
pollution are considered in the determination of optimal speed limits.

d. Injury minimization or safe system approach

Speed limits are set according to the crash types that are likely to occur,
the impact forces that result therefrom, and the human body’s tolerance
to withstand these forces.

As can be comprehended above, setting speed limits can be complex and

sometimes controversial. This guide is prepared based on the road risk method
under the engineering approach. This method is adopted due to its practicality
and easily applicable by most users, especially technical staffs at district and state
levels. The engineering approach may require the use of sound engineering
judgment based on the engineering and traffic investigation. Compilation of
quality data and good documentation should provide support for the judgments
that are made.

Under the road risk method for setting speed limits, the extent of roadside
development and functions of road are the primary determinants of the
appropriate speed limit. Although road geometry is also an important factor in
determining speed limit, it is secondary to roadside development.

3.2 Setting a Speed Limit

The determination of speed limit requires data collection and systematic analysis.
The data collection includes measurement of prevailing traffic speeds, crash data,
and information on highway, traffic and roadside conditions. The process of
setting a speed limit involves a two-part analysis where each part is independent
of each other, but both are critically important in the computation.

The two-part analysis is:

15
 a. Determination of safe speed and free flow speed based on geometric
configuration; and

b. Selecting safe speeds based on the risks associated with the road
environment and existing traffic conditions.

The first part of the analysis is to determine the preferred speed of travel under
the prevailing conditions of the road. The prevailing conditions are the road
parameters that affect the travel speed along the road. Free flow speed is
affected by many factors which include, among others the road curvature, lane
width and no. of accesses. This part is fully described and explained in the
following chapter.

While the second part covers various aspects of the traffic and road environment,
this part alone looks at several criteria that have significant effects on the level of
service and safety of the road. A list of pre-set speed limits is proposed and
selection is made depending on the frequency or intensity of the criterion under
consideration. This part of the analysis is specifically covered in Chapter 5.

3.3 Flow Chart

The process of setting a speed limit for a particular section of a road is presented
and summarised by the flow chart in Figure 3.1.

16
Step Step
1 3

Step Step 4
2

Step
5

Step 6

Figure 3.1: Flow Chart on Process for Setting Speed Limit

17
4.0 APPLICATION METHODOLOGY

As presented in the flow chart in Figure 3.1, the two-part analysis in the setting of
speed limit is based on geometric features and, traffic and road environment
elements. This chapter shall describe in some detail, the calculations and
procedures involved in each part.

4.1 Geometric

The most influential feature of a road that affects the traveling speed is the
geometric elements. These geometric elements are used to determine the
selected or preferred speed by drivers. Methodology used in the Malaysian
Highway Capacity Manual is adopted in determining this preferred speed. The
following elements are used:

4.1.1 Road Curvature, R

Road curvature or radius of curve is one of the geometric elements that

affect speed. It is an important control value in designing for comfort and
safe operation. The higher the value of curvature provided, the higher the
travel speed.

Road curvature, R, should normally be obtained from design or as-built

drawing if available; otherwise it should be obtained from a survey done on
site.

Table 4.1: Selection of Speed based on Road Curvature

Selected Speed
Radius, R (m) 90 km/h 80 km/h 70 km/h 60 km/h 50 km/h
R > 300
230 < R < 300
175 < R < 230
125 < R < 175
R < 125

4.1.2 Estimating Free Flow Speed (FFS) for Highways

Flow rate is defined as the rate at which traffic traverses a freeway segment,
in vehicles per hour or passenger cars per hour. Free-flow speed (FFS) is
actually defined as the speed that occurs when density and flow are zero.
The FFS can be estimated indirectly when field data is not available.

18
 FFS = BFFS - fLS - fAPDS - fM (2-Lane Highway)

FFS = BFFS - fLWM - fAPDM - fMC - fLP (Multilane Highway)

Where;
BFFS = Base free-flow speed (km/h)
fLS = Speed adjustment for lane width and shoulder width (Table
4.2)
fAPDS = Speed adjustment for access points density (Table 4.3a)
fM = Speed adjustment for proportion of motorcycles (Table 4.4)
fLWM = Speed adjustment for lane width (Table 4.5)
fAPDM = Speed adjustment for access point density (Table 4.3b)
fMC = Speed adjustment for median clearance of inner lane (Table
4.6)
fLP = Speed adjustment for lane position (fLP always zero since
this
analysis considers the inner most lane for multilane
highway)

a. Base Free Flow Speed (BFFS)

In order to estimate FFS, the operating conditions of the facility must
be characterised in terms of a base free-flow speed (BFFS) that
reflects the character of traffic and the alignment of the facility.
Estimates of BFFS can be developed based on speed data and local
knowledge of operating conditions for similar facilities. In this
manual, the BFFS values will be 90 km/h for 2-lane highway and 100
km/h for multilane highway.

b. Speed adjustment for Lane Width and Shoulder Width, fLS

The adjustment to the estimated FFS relates to the effects of lane
and shoulder widths. Base conditions for a 2-lane highway require
3.65 m lane width and 1.8 m shoulder width. Table 4.2 lists the
adjustments to the estimated FFS for various lane and shoulder
widths. The data in Table 4.2 indicates, for example, that in 2-lane
highway with 3.5 m lanes and full shoulder width has an FFS that is
0.7 km/h less than a highway with base lane and shoulder widths.

Table 4.2: Free-flow speed reduction for lane width and paved shoulder width,
fLS

Reduction in free-flow speed (km/h)

Lane width (m) Paved Shoulder (m)
0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 ≥ 1.8
2.60 11.0 10.4 9.7 9.0 8.4 7.7 7.0 6.3 5.7 5.0
2.70 10.6 9.9 9.2 8.6 7.9 7.2 6.5 5.9 5.2 4.5
2.80 10.1 9.4 8.8 8.1 7.4 6.7 6.1 5.4 4.7 4.0

19
 2.90 9.6 8.9 8.3 7.6 6.9 6.3 5.6 4.9 4.2 3.6
3.00 9.1 8.5 7.8 7.1 6.5 5.8 5.1 4.4 3.8 3.1
3.10 8.7 8.0 7.3 6.7 6.0 5.3 4.6 4.0 3.3 2.6
3.20 8.2 7.5 6.9 6.2 5.5 4.8 4.2 3.5 2.8 2.1
3.30 7.7 7.0 6.4 5.7 5.0 4.4 3.7 3.0 2.3 1.7
3.40 7.2 6.6 5.9 5.2 4.6 3.9 3.2 2.5 1.9 1.2
3.50 6.8 6.1 5.4 4.8 4.1 3.4 2.7 2.1 1.4 0.7
≥ 3.65 6.1 5.4 4.7 4.0 3.4 2.7 2.0 1.3 0.7 0.0
(Source: Malaysian HCM 2011)

c. Speed adjustment for Access point Density, fAPDS / fAPDM

Table 4.3a and Table 4.3b present the adjustment to FFS based on
various levels of access point density for 2-lane highway and
multilane highway respectively.

The access point density for a 2-lane highway is determined by

dividing the total number of access points (i.e., intersections and
driveways) on both sides of the roadway segment by the length of
the segment in kilometres. Whereas the access point density for a
multilane highway is determined by dividing the total number of
access points on the left side of the roadway in the direction of travel
by the segment length. In both cases, an intersection or driveway
should only be included if it influences traffic flow. Access points
unnoticed by the driver or those with little activity should not be
included in determining access point density.

Table 4.3a: Free-flow speed reduction for access point density, fAPDS

Access points/km Reduction in free-flow speed (km/h)

0 0.0
2 2.4
4 4.8
6 7.1
8 9.5
10 11.9
12 14.3
(Source: Malaysian HCM 2011)

Table 4.3b: Free-flow speed reduction for access point density, fAPDM

Access points/km Reduction in free-flow speed (km/h)

0.0 0.0
1.0 3.4
2.0 6.9
≥ 3.0 10.3
(Source: Malaysian HCM 2011)

20
 d. Speed adjustment for Proportion of Motorcycles, fM
Under Malaysian traffic condition, there is a need to consider
motorcycles for the analysis especially when the percentage of
motorcycles is high. The presence of motorcycles can significantly
affect the mean FFS. Table 4.4 shows the reduction of free-flow
based on the proportion of motorcycles.

Table 4.4: Reduction in free-flow speed based on the proportion of motorcycles,

fM

Reduction in free-flow speed (km/h)

Proportion of
BFFS estimated based on all BFFS estimated based on
Motorcycles
vehicles except motorcycles passenger cars only
0.0 0.0 0.0
0.1 1.3 1.5
0.2 2.5 2.9
0.3 3.8 4.4
0.4 5.1 5.9
0.5 6.3 7.3
(Source: Malaysian HCM 2011)

e. Speed adjustment for Lane Width, fLWM

The effect of lane width is only applicable for multilane highway and
the base condition with regard to lane width is 3.65 m. Lane width
less than 3.65 m will reduce FFS, but lane width greater than 3.65 m is
assumed to have no effect on FFS. Table 4.5 presents the adjustment
of lane width to estimate the FFS for multilane highways.

Table 4.5: Free-flow speed reduction for lane width, fLWM

Lane width (m) Reduction in free-flow speed (km/h)

3.30 14.7
3.40 10.5
3.50 6.3
3.60 2.1
≥ 3.65 0.0
(Source: Malaysian HCM 2011)

f. Speed adjustment for Median Clearance, fMC

For multilane highway consideration is only given to the inner most
lane. Table 4.6 shows the speed reduction due to median (lateral)
clearance for inner lane. Lateral clearance from the right edge of
inner lane is the median clearance.

21
 In this manual, the analysis is only applicable for the inner lane where
the speed is higher.The base condition with regard to median
clearance for multilane highway is 1.80 m. Median clearance with
width less than 1.80 m will reduce free-flow speed, but median
clearance greater than 1.80 m is assumed to have no effect on FFS.
For undivided multilane highway, the median clearance on the right
edge is always zero with a reduction of 7.5 km/h.

Table 4.6: Free-flow speed reduction for median clearance (for inner lane), fMC

Lateral clearance (m) Reduction in free-flow speed (km/h)

0.00 7.5
0.10 7.0
0.20 6.6
0.30 6.2
0.40 5.8
0.50 5.4
0.60 5.0
0.70 4.6
0.80 4.1
0.90 3.7
1.00 3.3
1.10 2.9
1.20 2.5
1.30 2.1
1.40 1.7
1.50 1.2
1.60 0.8
1.70 0.4
≥ 1.80 0.0
(Source: Malaysian HCM 2011)

g. Speed Adjustment for Lane Position, fLP

The effect of lane position needs to be considered for highway
segments with two or three lanes (per direction). The analysis
considers the determination of the highest possible speed and,
therefore, is applicable to the innermost lane of the multilane
highway where fLP equals to zero.

4.1.3 Estimating Free Flow Speed (FFS) for Toll Expressway

Free-flow speed (FFS) is the term used to describe the average speed that a
motorist would travel if there were no congestion or other adverse
conditions (such as bad weather). At sites, FFS is measured based on space

22
mean speed with headway more than 8 s. However, in the absence of
measured data, FFS can be estimated directly using equation. Factors
affecting FFS are lane width, lateral clearance, interchange density and lane
position.

FFS = BFFS - fLWE - fLC - fID - fLPE (Toll Expressway)

Where;
BFFS = Base free-flow speed (km/h)
fLWE = Speed adjustment for lane width (Table 4.7)
fLC = Speed adjustment for median clearance for inner lane
(Table 4.8)
fID = Speed adjustment for interchange density (Table 4.9)
fLPE = Speed adjustment for lane position (fLPE always zero since
the inner most lane of the multilane highway is considered)

a. Base Free Flow Speed (BFFS)

Based on FFS equation, estimation of FFS for an existing or future toll
expressway is accomplished by adjusting a BFFS to reflect the
influence of four factors which are lane width, lateral clearance,
interchange density and lane position. Thus, the analyst is required to
select an appropriate BFFS as a starting point. Based on the empirical
data, the recommended value for BFFS is 120 km/h.

b. Speed Adjustment for Lane Width, fLWE

The base condition for lane width is 3.75 m or greater. When the lane
width is less than 3.75 m, the BFFS (e.g., 120 km/h) is reduced.
Adjustments to reflect the effect of narrower lane widths are given in
Table 4.7.

Table 4.7: Free-flow speed reduction for lane width

Lane width (m) Reduction in free-flow speed (km/h)

3.6 12.2
3.65 8.1
3.7 4.1
> 3.75 0
(Source: Malaysian HCM 2011)

c. Speed Adjustment for Median Clearance, fLC

No adjustments are made for median clearance greater than 1.0 m,
however when the median clearance is less than 1.0 m, the BFFS is
reduced. Adjustments to reflect the effect of narrower median
clearance (for inner lane) are given in Table 4.8.

23
 Table 4.8: Free-flow speed reduction for median clearance (for inner lane), fLC

Median clearance (m) Reduction in free-flow speed (km/h)

0.7 12.6
0.8 8.4
0.9 4.2
≥ 1.0 0.0
(Source: Malaysian HCM 2011)

d. Speed Adjustment for Interchange Density, fID

The base condition for interchange density is zero interchanges per
kilometre, or 5 km of interchange spacing. BFFS is reduced when
interchange density becomes greater. Adjustments to reflect the
effect of interchange density are provided in Table 4.9.

Table 4.9: Free-flow speed reduction for interchange density, fID

Interchange points/km Reduction in free-flow speed (km/h)

0 0
0.1 8.9
0.2 17.7
(Source: Malaysian HCM 2011)

e. Speed Adjustment for Lane Position, fLPE

The effect of lane position needs to be considered for highway
segments with two or three lanes (per direction). The analysis
considers the determination of the highest possible speed and,
therefore, is applicable to the inner most lane of the multilane
highway where fLPE equals to zero.

4.2 Traffic and Road Environment

An important factor in setting a speed limit is what the road looks like to the road
users. This is influenced by the environment through which the road passes. Safe
travelling speed may be based on the level of accident risk. Generally, most road
users will expect lower speed limits where they can see that there are more
potential risks.

The presence of vulnerable road users and constraints within the road
carriageway can significantly affect the desirable speed of drivers. Incidentally,
the physical limitations and perception of the degree of hazard provide some
form of indirect speed control. However, not all drivers have the same perception
of the hazards of speed as do vulnerable road users. An appropriate safe speed
based on the traffic and environmental factors can be established through the
following criteria:

24
 4.2.1 Pedestrian Traffic, P

One group of vulnerable road users is the pedestrian and their safety is
usually the concern of the local communities living around and along a road.
Hence, pedestrian traffic is one of the criteria that must be considered in the
selection of the speed limit.

Pedestrian traffic (P) is the number of pedestrians crossing or walking along

the road. A pedestrian traffic count should be conducted during the peak
hour (in one hour) at the expected worst or highest volume location. If
there is no pedestrian traffic, the speed limit shall be 90 km/h or higher
depending on the category of road. Selection of speed is based on
pedestrian traffic volume as per Table 4.10.

Table 4.10: Speed Selection Table based on Pedestrian Traffic Volume, P

Pedestrian Traffic Volume, 90 80 70 60 50

P (nos. per hour) km/h km/h km/h km/h km/h
P < 50 or segregated walkway
50 < P < 100
100 < P < 200
200 < P < 300
P > 300
Note: This table is applicable for 2-lane and multilane highway only.

4.2.2 Average Weighted Points of Accident Occurrence, A

In order to differentiate between locations of high accident frequency, an

accident weightage system has been developed by the Highway Planning
Unit (HPU), Ministry Of Works. The system allows the creation of a list of
accident locations in the order of seriousness. A three (3) year accident
records shall be obtained for the section of road to be evaluated. The data
shall be used to calculate the average annual weighted points of accident
occurrences. Detail of the record must include the frequency and level of
severity of the accidents.

An accident weighted point is given based on four (4) categories of accident

severity, i.e. fatal, serious injury, slight injury and damage. The weightage
point for each category are as follows:

Fatality, F = 6 points
Hospitalized, H = 4 points
Slight Injury, S = 2 points
Damaged-only, D = 1 points

25
 The average annual weighted points of accident occurrence (over a 3 year
period), A, are obtained as follows:

Collect 3-Year accident data set:

Year 1 Year 2 Year 3

F H S D F H S D F H S D

Calculate ‘A’ using the Statistical Method Formula:

Fw = [(F Year 1 x 0.2) + (F Year 2 x 0.35) + (F Year 3 x 0.45)] 6

Hw = [(H Year 1 x 0.2) + (H Year 2 x 0.35) + (H Year 3 x 0.45)] 4
Sw = [(S Year 1 x 0.2) + (S Year 2 x 0.35) + (S Year 3 x 0.45)] 2
Dw = [(D Year 1 x 0.2) + (D Year 2 x 0.35) + (D Year 3 x 0.45)] 1

Average annual weighted points of accident occurrence,

A= Fw + Hw + Sw+ Dw

Select the corresponding safe speed from the appropriate table.

Table 4.11a: Speed Selection Table based on Weighted Accident Points for 2-Lane
and Multilane Highway

Average Annual Weighted Points of 90 80 70 60 50

Accident Occurrence, A km/h km/h km/h km/h km/h
A<3
3< A<9
9 < A < 14
14 < A < 19
A > 19

26
 Table 4.11b: Speed Selection Table based on Weighted Accident Points for Toll
Expressway

Average Annual Weighted Points of 110 90 80 60 50

Accident Occurrence, A km/h km/h km/h km/h km/h
A<3
3< A<9
9 < A < 14
14 < A < 19
A > 19

4.2.3 Legal on-Street Parking

On-street parking has an important impact on the capacity of a road and can
seriously affect traffic operations. Sometimes, it is also associated with
elevated crash risk, especially during parking and unparking manoeuvre of
vehicles in a limited space away from the moving traffic.

Usually, drivers tend to travel slower in the presence of features such as on-
street parking. Study has shown that lower speed roads (less than 50 km/h)
with on-street parking have far fewer severe and fatal crashes.

Table 4.12: Speed Selection Table based on Availability of Parking Provision

Legal On-Street Parking 90 km/h 70 km/h 50 km/h

Nil
Parking provision with buffer area more than 2
m from the travel lane.
Parking provision with buffer area equal or less
than 2 m from the travel lane.
Note: This table is applicable for a 2-lane and multilane highway only.

5.0 APPLICATION OF GUIDELINE

This guideline is to assist road authorities in conducting a proper analysis and

finally making the right decisions on the appropriate posted speed limits to be
used. Though it is a guide for road practitioners, however, it should in no way
reprieve them from applying engineering judgement in cases deemed necessary.

27
In order to enhance the understanding in applying the methodology employed in
this guideline, this chapter is dedicated in demonstrating a step-by-step
application of the methods including some of the principles used. An actual case
study is also presented that uses information on existing road features and traffic
data. The case study is presented in Appendix D. As a verification process, the
output from the case study can also be compared with the actual posted speed
limit of similarly featured roads.

Prior to conducting the analysis, the section of road that needs to be established a
speed limit must first be identified, including its boundary limits. The length of
speed zone shall have a minimum distance of 1 km. It may be necessary for the
practitioner to have a general overview of the whole section of road concerned.
Some detailed information is also necessary in applying the steps in this guideline.

5.1 6-Step Procedure

The approach in the application of the methodology is outlined in six (6) steps
below.

STEP 1: Establish Speed from Road Curvature

The speed limit for a section of road that is characterised by closely spaced
curves should be set according to the recommended safe speed of the
curves rather than
straight sections of road.

Identify and select the most critical curve along the section of road to be
evaluated. Measure the road curvature (R) of the curve on-site or obtained
from design or the as-built drawing. Selection of speed based on road
curvature can be obtained from Table 4.1.

STEP 2: Calculate Free Flow Speed (FFS)

The FFS can be estimated by using the following formula:

FFS = BFFS - fLS - fAPDS–fM (2-Lane Highway)

FFS = BFFS - fLWM - fAPDM - fMC - fLP (Multilane Highway)

FFS = BFFS - fLWE - fLC - fID - fLPE (Toll Expressway)

Where,
BFFS = Base free-flow speed (km/h)
fLS = Speed adjustment for lane width and shoulder width (Table 4.2)
fAPDS = Speed adjustment for access point density (Table 4.3a)
fAPDM = Speed adjustment for access point density (Table 4.3b)
fM = Speed adjustment for motorcycles (Table 4.4)
fLWM = Speed adjustment for lane width (Table 4.5)

28
fMC = Speed adjustment for median clearance of inner lane (Table 4.6)
fLP = Speed adjustment for lane position (fLP always zero since the
innermost lane ofthe multilane highway is considered)
fLWE = Speed adjustment for lane width (Table 4.7)
fLC = Speed adjustment for median clearance for inner lane (Table 4.8)
fID = Speed adjustment for interchange density (Table 4.9)
fLPE = Speed adjustment for lane position (fLPE always zero since the
innermost lane ofthe multilane highway is considered)

Details on the lane width, shoulder width, number of access points, lateral
clearance and type of median can be collected on site. Refer Tables 4.2 - 4.9 for
the speed adjustment value.

STEP 3: Establish Speed from Pedestrian Traffic, P

Pedestrians are people walking along the roadside or walkway including those
crossing the road. Pedestrian traffic can be collected on site by counting number
of pedestrian passing by at any particular location.

The corresponding speed based on the pedestrian traffic is given in Table 4.10.

STEP 4: Establish Speed from Average Weighted Point of Accident Occurrence, A

Average annual weighted points of accident occurrences (over a 3 year period), A,

are obtained normally from the local police station. Accident record should be for
the section of road concerned only.

Based on the value of A computed, select the corresponding speed from Table
4.11a or 4.11b.

STEP 5: Establish Speed from Legal On-Street Parking

Availability of legal on-street parking can be identified on site. Any legal parking
available shall be checked for the buffer space between the parking provision and
the travelway.

Table 4.12 includes parking provision with no buffer or a buffer more than 2 m.
Select the corresponding speed based on the availability of parking space or
width of the buffer space.

STEP 6: Select the Speed Limit

The earlier steps have provided a list of possible safe speed corresponding to the
various criteria above. By comparing these speeds, select the lowest speed
available and this speed shall be the appropriate speed limit for the section of
road concerned.

29
5.2 Application Rules

The procedure above does come with a set of rules that must be observed and
they are summarised below:

1. This guideline is not applicable for a new road. If necessary, speed limit for
new road shall be set based on the design speed of the road under the
prevailing design conditions.
2. This guideline shall not be used in determining variable speed limits, speed
limits at work zones or school zones.
3. For urban areas, zones with varying local speed limits shall only impose
one local speed limit whichever the lowest.
4. For rural areas, zones with varying local speed limits shall be imposed if
separated by a distance of more than 2 km where only the national speed
limit applies.
5. If a school fronting the road exists within the speed limit zone, a 30 km/h
Advisory Speed Limit sign shall be installed (refer to ATJ 2B/85 (Pindaan
2014): Manual On Traffic Control Devices: Traffic Sign Application).
6. Places of public interest or worship such as hospital, mosque, etc. are
allowed to be imposed speed limits of between 30 - 50 km/h which shall
be decided by the local authority.
7. The speed limit for a particular length of road must reflect the road safety
risk to the road users while maintaining mobility and amenity.
8. The lowest speed based on the list of criteria shall be the selected speed
limit.
9. The Speed Limit sign shall display the approved speed in multiples of 10
km/h (to the nearest 10th km/h on the lower side).
10. Speed zone changes should be kept to a minimum, balancing the need for
a new speed zone with the possible confusion caused by frequent
changes. If there are complaints received after the speed limit is imposed,
a spot speed study shall be conducted. If found safe, adjustment (+/-) to
the speed limit would then be done based on the 85th percentile speed as
determined.
11. Setting speed limits lower than the 85th percentile speed may not
encourage compliance with the posted speed limit. In such situations,
engineering techniques or traffic calming measures should be used to
lower vehicle speeds.

30
6.0 OTHER DESIGN CONSIDERATIONS

Upon setting the speed limit based on the above procedure, there are other
associated matters and related issues that must also be considered. This chapter
highlights some of the speed limit issues closely related to other designated
zones, including the installation of the speed limit signs in conjunction with speed
zones.

6.1 Speed Zone Length

After investigation and evaluation have been made in accordance with the
stipulated engineering procedures, a speed limit zone is then established by
regulation. The length of a particular speed limit zone can be as long as possible
provided the characteristics (level and nature of adjacent roadside development)
of the section of road remains generally consistent. Applying a minimum length
aims to avoid having frequent changes in speed limit. This guideline recommends
a minimum length of speed zone of 1 km where the speed limit is 70 km/h or
higher. Shorter lengths may be used at slower speeds, but speed zone lengths of
less than 0.5 km should be avoided. School zones are the exception to this rule
and may have much shorter length; depending on approach speeds and the
environmental setting (see Section 6.4).

Change in speed from one zone to the next or from statutory speed to a lower
speed zone must be carefully evaluated. In such cases, additional measures
maybe required which is discussed in the following section.

6.2 Signposting of Speed Zones

Speed zones are signposted to clearly define where the speed limit applies. There
are basically four (4) types of signs to be used for a speed limit zone. The four (4)
types are:

a. An advance warning sign (WD 52) before start of speed limit zone.
The “ZON HAD LAJU” sign is intended to be used on roads in rural areas to
inform the motorist of a reduced speed zone ahead when an advance
notice to comply with the speed limit posted ahead is needed. This sign is
not ordinarily needed in urban areas where speeds are relatively low.
When used, this sign shall be erected 150 m - 200 m in advance of the
boundary line of an established speed zone.

Any drop in speed between two adjacent zones should not normally be
greater than 20 km/h, because the change in speed would be too abrupt
for driver observance. If adjacent 85th percentile speeds show an abrupt
change of more than 20 km/h, a transition zone of approximately 300 m or
more in length should be used. An early warning sign on speed limit zone
ahead should also be installed at the start of the transition area so as to
notify drivers to start slowing down to the speed limit.

31
 b. Speed Limit sign (RP 7) at the start of the zone.
This is the speed limit sign denoting the start of the speed zone with a
speed limit as indicated.

c. Reminder Speed Limit signs (WD 51) at intervals.

For a long speed zone, reminder speed limit signs are installed at certain
intervals (at least 500 m interval) within the zone, basically, to continually
remind drivers that they are still within the speed zone and the stipulated
speed limit still rules.

d. End of Speed Limit sign (RP 9) at end of the zone.

This is a sign denoting the end of the speed zone beyond which statutory
speed limit governs.

Signposted speed limits override the default speed limit that would otherwise
apply, but not special speed limits that apply to certain classes of vehicles such as
heavy commercial vehicles and buses.

The vertical and lateral clearances for these signs are as stated in the latest
version of ATJ 2B/85: Manual on Traffic Control Devices: Traffic Sign Application.

6.3 Advisory Speed

Advisory speeds are recommended safe speeds usually installed for curves,
intersections, or other locations such as school zones where it is necessary to
restrict operating speeds to less than the maximum legal speed or posted speed
limit. Figure 6.1 illustrates warning signs with advisory speeds.

Figure 6.1: Warning Sign with Advisory Speed

Advisory speeds are determined primarily by the physical and design

characteristics of the roadway. They advise the driver of a roadway condition
more comfortably traversed at a speed lower than the posted speed limit. They

32
are posted slightly in advance of the pertinent roadway condition and are only
relevant to that condition. Whereas, regulatory speeds, although influenced by
physical and design factors, are primarily determined by existing free flow traffic
speeds and maximum speed limit laws.

Drivers maybe fined for exceeding the posted advisory speed if they encounter
prevalent conditions which justify for the imposition of such posting and yet
choose to ignore it. However, they are not liable for summon for exceeding the
posted value of an advisory speed sign under its non-prevalent conditions.

Advisory speeds may be posted within regulatory speed zones but there are some
requirements to be noted in relation to the installation of advisory speed limit
within the zone. They are as follows:

1. It is not necessary to lower the regulatory speed to conform to the

advisory speed.
2. Avoid placing the regulatory speed limit signs too close to the advisory
speed limit sign to avoid driver confusion.
3. Regulatory speed signs should not be placed between an advisory speed
sign and the location where the advisory speed applies.
4. Advisory speed within a regulatory speed zone should not be posted for a
value higher than the posted speed of the regulatory speed zone.
5. Advisory speed shown can be displayed in multiple of 5 km/h.

6.4 School Zones

School zones are sections of roadway fronting schools or adjacent to school

boundaries where school children movements are regular. These zones may have
a length between 200 - 500 m usually depending on the extent of the vehicles
parked along the roadside waiting to pick up the school children when the school
ends.

Schools located within the existing local speed zone shall also consider having
reduced speed limits for the school zones during the hours when children are
going to and back from school. The school children walking activity is the primary
basis for implementing the reduced school zone speed limits but may also include
the presence of irregular traffic and other pedestrian movements that may result
from children being dropped off and picked up from schools.

The aforementioned issues significantly compromise the safety of school children,

hence the School Zone speed limits are, therefore, set to a recommended speed
of 30 km/h. Research on the tolerance of the human body to absorb crash energy
showed that the impact speeds between vehicles and unprotected road users (i.e.
pedestrians, cyclists and motorcyclists) should not exceed 30 km/h regardless of
geometric layout, if pedestrian and cyclist risks of death are to remain below the
nominated level of 10% (see Section 2.2).

33
To legitimately enforced the School Zone Speed Limit, a series of signages are
installed prior to entering and at the end of the zone. An Advance Warning sign
for school zone must be erected followed with the School Zone sign located at
the start of the zone. The end limit of the zone is also signposted with the sign
“Zon Sekolah Tamat”. These signs installed at both ends of the zone should be
visible to the traffic as they enter and exit the zone. Further reference should also
be made to following technical document - NTJ 29/2014: Design Guidelines on
Safety Facilities for School.

6.5 Work Zones

Work zone safety has been a major concern for engineers, government agencies,
and the public because of the inevitable disruption of regular traffic flows that it
causes. Deaths and injuries at work zones are caused by a variety of factors, like
speeding traffic, poor visibility of traffic signs, deplorable road surface condition,
inadequate traffic control, improper management of material and personnel in
work zones.

Preparing and documenting the engineering and traffic investigation for work
zones is significantly different from that established for normal regulatory speed
limits. This is due to the changing phases of work zones and that it is neither
appropriate nor feasible to establish the speed limits based on the 85th percentile
criteria. Regulatory speed limits through work zones must be established on
existing or anticipated field conditions using engineering judgment.

Notification on changes in road geometry caused by the roadwork activities can

be addressed using temporary warning signs, advisory/mandatory speed limit
signs and other traffic control devices. Advisory speed limits should be the first
consideration when establishing speed limits at any work zone site.

Prior work zones with similar activities can be used as a basis in determining the
necessary advisory speed plates. If necessary, the work zone site should be test
driven to confirm that the advisory speed is set at a reasonable value for the
activity being performed. The guideline on the installations of temporary work
zone signsare given in detail in ATJ 2C/85: Manual On Traffic Control Devices:
Temporary Signs And Work Zones Control.

6.6 Engineering Judgement

Setting realistic speed limits is important in inviting driver compliance, allowing

effective enforcement, minimising public resentment, and reducing crash
incidence. In contrast, unrealistic limits that fail to take into consideration of
driving habits of the majority of drivers will tend to encourage disrespect for all
traffic control devices. This may result in bitterness towards enforcement efforts,
and increase the potential for crashes. Selection of the most appropriate speed
limit can be a challenging responsibility, but proper speed limitations will result in
safer and more efficient traffic flow.

34
No matter how complete or comprehensive policies and guidelines are, there will
always be speed studies with peculiarities that may require engineering judgment.
In rare instances, because of special features or activities along a road, the
procedure may not be effectively applicable or will not produce a sound result.
Hence, the decision to set or change a speed limit for the area needs to be based
on the traffic investigator's own personal judgment or on impressions derived
from simply driving along the particular section of road.

In the final analysis, it is the engineering judgment and experience of the

investigator that determines which, if any, of the factors in the speed study
should warrant an adjustment to the speed limits. Nevertheless, the procedure
must always be used with reference to speed limits policy, and in conjunction with
sound engineering judgment, to determine the appropriate and safe speed limit

35
REFERENCES

1. Malaysia Highway Capacity Manual 2011.

2. Laporan Perangkaan Kemalangan Jalan Raya Malaysia, Polis Di Raja
Malaysia (PDRM) 2013
3. Toward Zero Together, South Australia’s Road Safety Strategy 2020,
Government of South Australia, May 2011.
4. (An Interim) Guidelines on the Selection of Speed Limit JKR Malaysia.
5. Federal Highway Administration, Methods and Practices for Setting Speed
Limits: An Informational Report.
6. AASHTO Highway Capacity Manual 2000.
7. Road Facts 2010, Cawangan Kejuruteraan Jalan & Geoteknik, JKR Malaysia.
8. Schedule 1 - Speed Limits New Zealand: Guidelines for setting speed limits
and procedures for calculating speed limits.
9. Travelling Speed and the Risk of Crash Involvement, NHMRC Road
Accident Research Unit, The University of Adelaide, November 1997.
10. Travelling Speed and the Risk of Crash Involvement on Rural Roads, Road
Accident Research Unit, The University of Adelaide, July 2001
11. Methods and Practices for Setting Speed Limits: An Informational Report -
USDOT FHWA
12. Speed Concept: Informational Guide September 2009 - USDOT FHWA
13. ATJ 2B/85 (Pindaan 2014): Manual On Traffic Control Devices: Traffic Sign
Applications, Cawangan Jalan, JKR Malaysia.
14. Procedure for Establishing Speed Zones, Texas Department of
Transportation, Revised November 2006.
15. California manual for Setting Speed Limits - Division of Traffic operations,
Caltrans
16. Speed Limits in Work Zones Guidelines - January 2014 (Minnesota
Department of Transportation)
17. ATJ 2C/85: Manual On Traffic Control Devices: Temporary Signs And Work
Zones Control, Cawangan Jalan, JKR Malaysia.
18. Intersection Study Task 3 Report – Development of the Kinetic Energy
Management Model and Safe Intersection Design Principles, Monash
University Accident Research Centre.

36
APPENDIX A: Data Form for 2-Lane Highway
STATE : ________________________________________
ROAD NAME : ________________________________________
ROUTE NUMBER : ________________________________________
SECTION : ________________________________________
DIRECTION OF TRAVEL : ________________________________________
SPEED LIMIT ZONE (KM) : ________________________________________

Selected
GEOMETRIC
speed

Road curvature, R (m) _______m ______km/h

R > 300 230 < R < 300 175 < R < 230 125 < R < 175 R < 125

90 km/h 80 km/h 70 km/h 60 km/h 50 km/h

Base free flow speed, BFFS ______km/h

Lane width and shoulder width ______m

fLS, speed adjustment for lane width and shoulder width(Table 4.2) ______km/h

Access point/km ______nos/km

fAPDS, speed adjustment for access point density, ( Table 4.3a) ______km/h

Proportion of Motorcycle ______%

fM, speed adjustment for proportion of motorcycles, (Table 4.4) ______km/h

FFS = BFFS - fLS - fAPDS – fM (Speed rounded to the nearest tenth) ______km/h ______km/h

TRAFFIC AND ROAD ENVIRONMENT

Pedestrian Traffic, P ______nos/hr ______km/h

P < 50 or
segregated 50 < P < 100 100 < P < 200 200 < P < 300 P > 300
walkway

90 km/h 80 km/h 70 km/h 60 km/h 50 km/h

Av. Annual Weighted Points of Accident Occurrence, A A = _______ ______km/h

A<3 3<A<9 9 < A < 14 14 < A < 19 A > 19

90 km/h 80 km/h 70 km/h 60 km/h 50 km/h

Legal On-Street Parking ______km/h

Nil Parking provision with buffer Parking provision with

area > 2 m from the travel buffer area < 2 m from the
lane. travel lane.

90 km/h 70 km/h 50 km/h

Lowest speed selected as the speed limit ______km/h

37
Notes:
1. Road curvature, R should normally be obtained from design or as-built drawing. Otherwise it should
be obtained from survey done on site.
2. The speed limit is subjected to the maximum national speed limit of 110 km/h for expressway and 90
km/h for other roads.
3. Pedestrian traffic shall refer to the total number of pedestrian crossing or walking along the
particular section of the road under study during peak hour.
4. Direction need to identify either north bound, south bound, east bound or west bound

38
APPENDIX B: Data Form for Multilane Highway
STATE : ________________________________________
ROAD NAME : ________________________________________
ROUTE NUMBER : ________________________________________
SECTION : ________________________________________
DIRECTION OF TRAVEL : ________________________________________
SPEED LIMIT ZONE (KM) : ________________________________________

Selected
GEOMETRIC
speed

Road curvature, R (m) _______m ______km/h

R > 300 230 < R < 300 175 < R < 230 125 < R < 175 R < 125

90 km/h 80 km/h 70 km/h 60 km/h 50 km/h

Base free flow speed, BFFS ______km/h

Lane width ______m

fLWM, speed adjustment for lane width (Table 4.5) ______km/h

Access point/km ______nos/km

fAPDM, speed adjustment for access point density( Table 4.3b) ______km/h

Median clearance (inner lane) ______%

fMC, speed adjustment for median clearance (inner lane)(Table 4.6) ______km/h

Lane Position

fLP,speed adjustment for lane position(inner lane fLP always zero) ______km/h

FFS = BFFS - fLWM - fAPDM - fMC - fLP (Speed rounded to the nearest tenth) ______km/h ______km/h

TRAFFIC AND ROAD ENVIRONMENT

Pedestrian Traffic, P ______nos/hr ______km/h

P < 50 or
segregated 50 < P < 100 100 < P < 200 200 < P < 300 P > 300
walkway

90 km/h 80 km/h 70 km/h 60 km/h 50 km/h

Av. Annual Weighted Points of Accident Occurrence, A A = _______ ______km/h

A<3 3<A<9 9 < A < 14 14 < A < 19 A > 19

90 km/h 80 km/h 70 km/h 60 km/h 50 km/h

Legal On-Street Parking ______km/h

Nil Parking provision with Parking provision with buffer

buffer area > 2 m from area < 2 m from the travel
the travel lane. lane.

90 km/h 70 km/h 50 km/h

Lowest speed selected as the speed limit ______km/h

39
Notes:

1. Road curvature, R should normally be obtained from design or as-built drawing. Otherwise it should
be obtained from survey done on site.
2. The speed limit is subjected to the maximum national speed limit of 110 km/h for expressway and 90
km/h for other roads.
3. Pedestrian traffic shall refer to the total number of pedestrian crossing or walking along the
particular section of the road under study during peak hour.
4. Direction need to identify either north bound, south bound, east bound or west bound

40
APPENDIX C: Data Form for Toll Expressway
STATE : ________________________________________
ROAD NAME : ________________________________________
ROUTE NUMBER : ________________________________________
SECTION : ________________________________________
DIRECTION OF TRAVEL : ________________________________________
SPEED LIMIT ZONE (KM) : ________________________________________

GEOMETRIC Selected speed

Road curvature, R (m) _______m ______km/h

R > 300 230 < R < 300 175 < R < 230 125 < R < 175 R < 125

90 km/h 80 km/h 70 km/h 60 km/h 50 km/h

Base free flow speed, BFFS ______km/h

Lane width ______m

fLWE, speed adjustment for lane width (Table 4.7) ______km/h

Median clearance (inner lane) ______nos/km

fLC, speed adjustment for median clearance (inner lane)( Table 4.8) ______km/h

Interchange ______%

fID , speed adjustment for interchange density(Table 4.9) ______km/h

Lane position

fLPE, speed adjustment for lane position (inner lane fLPE always zero) ______km/h

FFS = BFFS - fLWE – fLC - fID - fLPE (Speed rounded to the nearest tenth km/h) ______m ______km/h

TRAFFIC AND ROAD ENVIRONMENT

Pedestrian Traffic, P (total pedestrian traffic) ______nos/hr ______km/h

P < 50 or
segregated 50 < P < 100 100 < P < 200 200 < P < 300 P > 300
walkway

90 km/h 80 km/h 70 km/h 60 km/h 50 km/h

Av. Annual Weighted Points of Accident Occurrence, A A = _______ ______km/h

A<3 3<A<9 9 < A < 14 14 < A < 19 A > 19

90 km/h 80 km/h 70 km/h 60 km/h 50 km/h

Legal On-Street Parking ______km/h

Nil Parking provision with buffer Parking provision with buffer

area > 2 m from the travel area < 2 m from the travel
lane. lane.

90 km/h 70 km/h 50 km/h

Lowest speed selected as the speed limit ______km/h

41
Notes:

1. Road curvature, R should normally be obtained from design or as-built drawing. Otherwise it should
be obtained from survey done on site.
2. The speed limit is subjected to the maximum national speed limit of 110 km/h for expressway and 90
km/h for other roads.
3. Pedestrian traffic shall refer to the total number of pedestrian crossing or walking along the
particular section of the road under study during peak hour.
4. Direction need to identify either north bound, south bound, east bound or west bound

42
APPENDIX D: A Case Study

Case Study Segment: Melaka - Kendong (Lebuh AMJ)

As part of a speed limit reevaluation process, JKR Melaka Tengah, identified section of
road at Paya Rumput from Km 12.5 to Km 14.0 for analysis. The study area was selected
based on the following considerations:

• The roadside development is consistent throughout the study area;

• The physical features of the road are consistent throughout the study area; and
• The study area is bounded by signalized intersections at both ends of Km 12.5 and
Km 14.0, which form a natural break-point for speed zoning.

Lebuh AMJ is a north-south highway and the study segment (Melaka-Kendong) which is
approximately 1.5 km long with a single curve. Generally, it is straight and flat
carriageway, designed to JKR standard R6 with a design speed of 90 km/h or more. It is a
four-lane, dual carriageway (multilane highway) with 2.5 m paved shoulder on both sides
of the road. The lane widths are 3.65 m each.

The contiguous and surrounding land use is mostly single-access private properties.
There are also signalised intersections, residential and commercial accesses. The area is
basically partially developed, and traffic volumes are relatively stable over time except
during peak hours.

Melaka-Kendong segment is under the jurisdiction of JKR Daerah Melaka Tengah.

Parking is not prohibited, but happens frequently in front of school and commercial
areas. Pedestrian volumes are mostly school children with low volume of cyclists. Road
lighting is present along the median throughout the study segment.

The spot speed stations shall be spaced evenly in the study segment, and must be
located away from intersections or major accesses. Given the consistent physical
features throughout the study segment, a single spot speed measurement location was
deemed sufficient. Pro Laser III radar gun was used to collect spot speed data at a
particular location in the study segment. The data collected are as follows:

Section 42 Section 41
Posted Speed Limit 70 80
Median Speed (50th Percentile) 60 61
Average (Mean) Speed 65 63
85th Percentile Speed 80 75
Percent Exceeding the Speed Limit 33 7

From 2010 to 2012 (3 years), there were 48 crashes in the study segment. The average
daily traffic volume during this time was 43,876 vehicles per day.

43
STEP 1: Establish Speed from Road Curvature

Road curvature, R, can be obtained from design or as-built drawing. It also can be
obtained from survey done on site. Selection of speed based on road curvature can be
obtained from table 4.1. In this case, the R value is more than 300 m and from table 4.1
the speed is 90 km/h.

STEP 2: Calculate Free Flow Speed (FFS)

The FFS can be estimated by using the following formula:

FFS = BFFS - fLWM - fAPDM - fMC - fLP (Multilane Highway)

Where;
BFFS = 90/100 km/h
fLWM = Adjustment for lane width (km/h) (Table 4.5)
fMC = Adjustment for median clearance (inner lane) (km/h) (Table 4.6)
fAPDM = Adjustment for access point density (km/h) (Table 4.3b)
fLP = Adjustment for lane position (km/h) (fLP always zero since this analysis
considers the inner most lane for multilane highway)

Lane width, shoulder width, numbers of access point, lateral clearance and type of
median can be collected on site. Refer table 4.2 - 4.6 for the adjustment value. For this
case study calculated FFS is 70 km/h.

STEP 3: Establish Speed from Pedestrian Traffic, P

Pedestrian traffic can be collected on site by counting numbers of pedestrian passing by

at particular location. For this case study, numbers of pedestrian passing by is less than
50. In this case, the estimated speed for this location is 90 km/h.

STEP 4: Establish Speed from Average Annual Weighted Points of Accident Occurrence,
A

Average annual weighted points of accident occurrence (over 3 year period), A, is

obtained normally be obtained from local police station. Accident record should be for
section of road concerned only. For this case study, points of accident occurrence is 12. In
this case, the estimated speed for this location is 70 km/h.

STEP 5: Establish Speed from Legal On-Street Parking

Legal on-street parking can be identified on site. In this case there is no availability of
parking provision. Therefore the estimated speed for this location is 90 km/h.

STEP 6: Selection of Speed Limit

By comparing the identified speed from step 1 to step 6, the selected speed limit should
be the lowest speed. The recommended speed limit for this case study is 70 km/h.
44
APPENDIX E: Data Form for Multilane Highway
STATE : MELAKA
ROAD NAME : LEBUH AMJ
ROUTE NUMBER : F0019
SECTION : KM 14, PAYA RUMPUT (SECTION 42)
DIRECTION OF TRAVEL : MELAKA-KENDONG (NORTH BOUND)
SPEED LIMIT ZONE (KM) : KM 12.5 - KM 14

GEOMETRIC Selected speed

Road curvature, R (m) > 300 m 90 km/h

R > 300 230 < R < 300 175 < R < 230 125 < R < 175 R < 125

90 km/h 80 km/h 70 km/h 60 km/h 50 km/h

Base free flow speed, BFFS 90 km/h

Lane width 3.65 m

fLWM, speed adjustment for lane width (Table 4.5) 0 km/h

Access point/km 6 nos/km

fAPDM, speed adjustment for access point density( Table 4.3b) 10.3km/h

Median clearance (inner lane) 3.6%

fMC, speed adjustment for median clearance (inner lane)(Table 4.6) 0 km/h

Lane Position

fLP,speed adjustment for lane position (inner lane fLP always zero) 0 km/h

FFS = BFFS - fLWM - fAPDM - fMC - fLP (Speed rounded to the nearest tenth) 79.7 m 80 km/h

TRAFFIC AND ROAD ENVIRONMENT

Pedestrian Traffic, P (total pedestrian traffic) 50 nos/hr 90 km/h

P < 50 or
segregated 50 < P < 100 100 < P < 200 200 < P < 300 P > 300
walkway

90 km/h 80 km/h 70 km/h 60 km/h 50 km/h

Av. Annual Weighted Points of Accident Occurrence, A A = 12 70 km/h

A<3 3<A<9 9 < A < 14 14 < A < 19 A > 19

90 km/h 80 km/h 70 km/h 60 km/h 50 km/h

Legal On-Street Parking 90 km/h

Nil Parking provision with buffer Parking provision with buffer

area > 2 m from the travel area < 2 m from the travel lane.
lane.

90 km/h 70 km/h 50 km/h

Lowest speed selected as the speed limit 70 km/h

45
Notes:

1. Road curvature, R should normally be obtained from design or as-built drawing. Otherwise it should
be obtained from survey done on site.
2. The speed limit is subjected to the maximum national speed limit of 110 km/h for expressway and 90
km/h for other roads.
3. Pedestrian traffic shall refer to the total number of pedestrian crossing or walking along the
particular section of the road under study during peak hour.
4. Direction need to identify either north bound or south bound or east bound or west bound

46