PERPUSTAKAAN UMP

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EFFECT OF WINE, 11 , L NT ALONG EAST COAST

EXPRESSWAY (ECE)

NORAIN BINTI MD YUSOF

A thesis submitted in partial fulfillment of the

requirements for the award of the degree of

Bachelor of Civil Engineering

Faculty of Civil Engineering & Earth Resources

Universiti Malaysia Pahang

15 JUNE 2012

PERPU3TAKAAN1 UMVEFSTI MALAYSIA PAHANG

No.P No.PanggilanIIA

Tarikh

2 9 MAR 2013

-'.

ABSTRACT

In becoming a develop country, Malaysia government had built infrastructure

including new highway for easy commute. Hence of that, East Coast Expressway

(ECE) was build from Kuala Lumpur to Kuantan. This expressway was built through

roughness of Land Use and Land Cover (LULC), terrain and topography. From this

situation will made cross wind phenomena occurred along that expressway.

Consequently, road accident could be happen due to the phenomena of cross wind.

Therefore, in this thesis terrain database along East Coast Expressway was establish

and relationship slope topographic factor and wind speed was derived. Furthermore,

access possibility of the accident prone location due to wind speed induced were

identified. The GIS technique was used to establish database of study area and

analysis information of topographic effect. The database demonstrates the system

analyze in spatial analysis to obtain variation of slope along that area. Indirectly, this

technique has enabled GIS database showing the system analysis for the effect of

topographic variation in slope was established. In conclusion, the objective prove

successful in the relation between data information and slope topographic effect of

that area. Therefore, the results for this study can be made as a guideline for road

construction and improvement in safety of the road users.

I!A

ABSTRAK

Dalam menjadi sebuah negara membangun, kerajaan Malaysia telah membina

infrastruktur termasuk lebuh raya baru untuk kemudahan berulang alik. Oleh yang

demikian, Lebuhraya Pantai Timur (LPT) telah di bina dari Kuala Lumpur ke

Kuantan. Lebuhraya mi di bina melalui kekasaran guna tanah dan perindungan tanah,

bentuk muka bumi dan topografi. Keadaan mi akan mengakibatkan kejadian angin

lintang berlaku di sepanjang lebuhraya itu. Oleh itu, kemalangan jalan raya boleh

berlaku di sebabkan oleh fenomena angin lintang. Justeru, dalam kajian mi

pangkalan data bentuk muka bumi di sepanjang lebuhraya mi di wujudkan dan

hubungan antara topografi cerun dan kelajuan angin di peroleh. Tambahan pula,

kemungkinan akses lokasi kemalangan yang terdedah di sebabkan oleh kelajuan

angin teraruh telah di kenal pasti. Teknik GIS telah di gunakan untuk mewujudkan

pangkalan data kawasan kajian dan makiumat analisis ruang untuk mendapatkan

perubahan cerun di sepanjang kawasan itu. Secara tidak langsung, teknik GIS mi

telah membo1ean pangkalan data yang menunjukkan analisis sistem untuk kesan

perubahan topografi dalam cerun telah di tubuhkan. Kesimpulannya, objektifterbukti

berjaya dalam hubungan antara data dan maklumat cerun kesan topografi kawasan

itu. Oleh itu, keputusan mi boleh dijadikan sebagai garis panduan bagi pembinaan

jalan raya dan peningkatan dalam keselamatan pengguna jalan raya.

L!1I

TABLE OF CONTENTS

CHAPTER TITLE PAGE

DECLARATION 11

DEDICATION 111

ACKNOWLEDGMENT iv ABSTRACT vi ABSTRAK

'V

TABLE OF CONTENTS viii LIST OF FIGURES xii LIST OF TABLES xiv LIST OF SYMBOLS xv

LIST OF APPENDIX5 xvi

I

INTRODUCTION

1 1.1 Introduction 2

1.2 Problem Statement and Justification 2 1.3. Objectives of the Study 3

1.4 Scope and Limitation of Study 3 1.5 Study Area 4 1.6 Significance of Study 4 1.7 Thesis Structure 5

viii

H LITERATURE REVIEW

2.1 Introduction 6 2.2 Malaysia Expressway Development 6

2.2.1 East Coast Expressway (Study Area) 7 2.2.2 Characteristic of Study Area 8

2.2.2.1 Agriculture And Plantation Area 8 2.2.2.2 Urban and Village Area 9

2.2.2.3 Forest and Swamps Area 9 2.3 Wind Effect 11

2.3.1 Wind Speed 12 2.3.2 Terrain Affect i 2.3.3 Terrain Roughness 14 2.3.4 Calculation Method of Wind 15 2.3.5 General Effect of Topography 16 2.3.6 Topographic Multipliers 17

2.3.7 Topographic Effect Model 18 2.3.8 Steep Hills, Cliffs, and Escarpments 19

2.3.9 Change Of Terrain 21 2.4 Road Accident 22

2.4.1 Wind Induced Accident 27 2.5 Geographical Information System (GIS) 28

2.5.1 ArcView GIS 29 2.6 Conclusion 30

lx

Lv

V

METHODOLOGY

3.1 Introduction 32 3.2 Data Collecting 34

3.2.1 Satellite Image 32 3.2.2 Digital Elevation Model (DEM) 35

3.2.3 Ancillary Data 35 3.3 Pre-processing 35 3.4 Processing 36 3.5 Spatial Analysis 39 3.6 Conclusion 40

RESULT AND DISSCUSION

4.1 Introduction 41 4.2 Establish of Road Database 41 4.3 Crosswind Effect Analysis 44 4.4 Conclusion 46

CONCLUSION AND RECOMMENDATION

5.1 Introduction 47 5.2 Evaluation for Objective 44

5.2.1 Objective 1 48 5.2.2 Objective 2 48 5.2.3 Objective 3 48

5.3 Conclusion 49 5.4 Recommendation 52

LIST OF FIGURES

FIGURE NO. TITLE PAGE

1.1 Accident at ECE involved by vehicle suspect 2

due to crosswind effect

1.2 Location of study image 4

2.1 Kuantan - Karak East Coast Expressway 8

2.2 Decrease Of Wind Speed As Influenced By Varieties 15

Of Terrain Roughness

2.3 Flow Over And Steep Topography 16-17

2.4 Speed Up Description On Hills, Ridge And Escarpment 20

2.5 Effective Upwind Slope For Steep Escarpment 19

2.6 Wind Flow Over A Steep Cliff 19

2.7 Statistic Road Accident In Malaysia (2005) 23

2.9 Road Accident Along ECE 2007 24

2.10 Road Accident Along ECE 2008 25

2.11 Road Accident Along ECE 2009 25

2.12 Road Accident Along ECE2olo 26

2.13 Road Accident Along ECE 2011 26

2.14 Vehicle Accident In Crosswind 27

3.1 Methodology Of Research Flowchart 33

3.2 Base Map From Satellite Image 34

3.3 Satellite Image Of East Coast Expressway 36

3.4 Base Map (Mosaic) Of East Coast Expressway 37

3.5 ECE Mapping On Screen With Point Digitizing 37

xii

3.6 Attribute Table (Ancillary Accident Data) 38 3.7 Contour Map Slip To Study Area 38 3.8 Slope Variation By Spatial Analysis In GIS Technique 39 4.1 First Layer (East Coast Expressway Location) 42 4.2 Second Layer (Malaysia District Region) 42 4.3 Third Layer (Contour Clip Of Study Area) 43 4.4 Result Of Slope Variation Image In GIS Format 43 4.5 Analysis By Scatter Chart 44 4.6 Highest Slope Area (Critical Area) 45 4.7 Highest Slope Area ( Second Critical Area) 46

xlii

LIST OF TABLES

TABLES NO. TITLE PAGE

2.1 Rivers that crossed by the East Coast Expressway 10

Phase 1 (Maran to Kuantan)

2.2 Main rivers and the catchment area and crossed by 11

the East Coast Expressway phase 1 (Maran to Kuantan)

2.3 Design speed base on nature of terrain 14

2.4 Topographic factor of slope 18

2.5 The variation of the exponent according to type of terrain 22

xiv

LIST OF SYMBOLS / SHORT FORMS

GIS = Geographical Information System

KM = Kilometer

JKR = Jabatan Kerja Raya

JUPEM = Jabatan Ukur dan Pemetaan Malaysia

ECE = East Coast Expressway

EMP = Environmental Management Program

MTD = Malaysia Traffic Development

FELDA = Federal Land Development Authority

PDRM = Polis Diraja Malaysia

0 = Upwind Slope Of The Topographic Features

H Height Oh Hill Or Escarpment Relative To Upwind

Terrain

Lh = Distance Upwind Of Crest

U(z) = Wind Speed As S Function Of Height, MIS

U(zr) = Wind Speed At Reference Height, MIS

z = Height Above Ground, M

zr = Referenced Height, M

a' Exponent Dependent Upon Roughness Of Terrain.

xv

CHAPTER 1

INTRODUCTION

1.0 Introduction

Highway is one of the infrastructure which will catalyst the economic and

growth to any country. For this reason, government take an effort to built highway for

the country to give better commute. Since, highway had built between a part of place its

inevitable there have variation of terrain which give effect of cross wind to vehicle.

Highway should give convenient and safely commute for community. Adversely,

occurrence of the fatal accident give local authority concern regarding highway safety.

There have much argument within different party regarding cause of accident.

Eventually they found the lack of user altitude much contribute to the accident induced.

Unfortunately, none party take account to the cross wind effect as one of the contributor

to the accident.

1

2

The aim of this study is to analysis of cross wind effect spatially over LPT

highway. Geographical Information System (GIS) technique were used in this study.

1.2 Problem Statement and Justification

East Coast Expressway were cross trough variation of topography and this

situation, create cross wind phenomena. Therefore it is necessary identified the cross

wind spot.

- -.. 1¼IUIIL aL u'vwvcu vy venicie, suspect aue to crosswinci ettect.

3

1.3 Objectives of the Study

The objectives of this study are:-

a) To establish terrain database along East Coast Expressway.

b) To identify relationship between slope factor and wind speed analysis.

c) To identified and access possibility of the accident prone location due to

wind speed induced.

1.4 Scope and Limitation of Study

This study is limited to the following:

a. Study area was carried out along Bentong - Kuantan expressway from

Bentong (KM 76.0) to Kuantan (KM 246.0) Pahang Darul Makmur which is

known as exit Kuantan - Karak (E8).

b. Accidents record within 5 years collected from Lembaga Lebuhraya

Malaysia (LLM) and Kuantan Police Traffic.

c. Analysis were perform using GIS technique.

4

1.5 Study Area

The study area of the East-Coast Expressway is 169 km (99mi) runs from

Kuantan to Karak Expressway through Gambang, Sri Jaya, Maran, Chenor, Temerloh,

Lanachang, and Karak interchange.

Figure 1.2 Location of study image

1.6 Significance of Study

The importance of this study is to determined in spatial the prone area of the

cross wind effect.

5

1.7 Thesis Structure

The contents of each chapter are summarized under five chapter:

1. Introduction : this chapter is an overview of the problem statement, objective,

scope of study and study area.

2. Literature review : this chapter related to the research objectives.

3. Methodology : includes methods from start to end of this project run and

methods of using the GIS technique.

4. Discussion of the results obtained from the case study.

5. Conclusions of the discussion which is drawn from the works and provide the

direction for the future.

CHAPTER 2

LITERATURE REVIEW

2.1 Introduction

This chapter presents a review of the literature on Malaysia expressway

development, wind effect and related previous study.

2.2 Malaysia Expressway Development.

In Malaysia, Road has played an important role in the trade and transportation

system throughout the world, and it become rapid increase in the pavement

infrastructure development in Malaysia. Gazette under Federal Roads Ordinance is

usually roads linking the state capitals, airports, railway stations and ports. Currently,

Malaysia has more than 80,300km roads. The road is divided into three main categories

6

7

namely toll expressway (1,700km), federal roads (17,500km) and state roads

(61,100km) and the life spans are between 10 to 15 years (Zakaria and Hassan, 2005).

Local authority road (city mall, municipal or local council) or kampong (district office)

road is depending upon jurisdiction and normally maintained by the responsibility local

authority (Haron, 2004)..

Expressways are defined as high-speed highways built under the JKR R6 rural

highway standard, as dual-carriageways of at least 4 lanes (2 lanes per carriageway) with

full access control, grade-separated interchanges and high design speed limit of

120 km/h, allowing the maximum speed limit of 110 km/h.

2.2.1 East Coast Expressway (Study Area)

East Coast Expressway (ECE) RM1 .2 billion valuable is the latest sensation of

the public transportation sector in Malaysia. ECE is open to the public on August 1,

2004 with the construction cost was RM1 .3 billion or RM 7.9 million per kilometer.

ECE is the only four-lane two-way highway linking the west and the east coast of

Peninsular Malaysia.

ECE project implemented in two phases. Phase 1 linking Karak to Kuantan,

Pahang. Phase 2 connecting Kuantan to Kuala Terengganu, Terengganu. Phase 1 along

the 169 km begins in Karak, Pahang (cross Karak) and ends on the borders of

Pahang/Terengganu (cross) Kuantan. It is connection from the Kuala Lumpur to Karak

present. The main concept of this highway construction was built in environmental

friendly atmosphere and "Environmental Management Program (EMP) "was used as a

8

guide by the MTD Construction Sdn. Bhd which is the main contractor of i this project.

This highway provides the facilities of a modern, fast and good transportation.

) -,--. \ I 3:

1, •••= rt -

\),G1 4:f!.= e ::-

/ yI cw

L

Figure 2.1 Kuantan-Karak East Coast Expressway

2.2.2 Characteristic of Study Area

2.2.2.1 Agriculture and Plantation Area

In the 5 mile radius of this highway, the largest land use is agriculture which

covers 90& of land use activities in the area. Most of the rubber and oil palm plantations

are under Federal land Development Authority (FELDA). Others agriculture activities is

the vegetable garden. In the Maran district, there are three FELDA area which is Bukit

Tajau, Kampung Berja and Kampung New Zealand. Dairy farms are within 5km from

the Gambang and is located 1km north-ranged highway.

9

2.2.2.2 Urban and Village Area

There are two major cities are located near this ECE, there are Bandar Maran and

Bandar Sri Jaya. Location of the two cities is the margin ranges from 2 to 5 km from the

highway. The villages are located along this route and have been estimated 15 to 250

people in each village.

2.2.2.3 Forest and swamps area

Only a small portion of forest is traversed by the highway which is Hutan

Simpan Bukit Tajau and Hutan Simpan Berkelah. This route passes through the edge of

the Wetland. The largest area of the swampy lake area are Tasik Ulu Lepar, Tasik

Beringin, and Tasik Bungor.

10

Table 2.1 Rivers that crossed by the East Coast Expressway Phase 1 (Maraii to Kuantan)

Rivers Uses

Direction

location in map

2.0

Remarks

Sg. Kenak .Domestic W12

Sg. Chedong 1 Domestic W12A

Sg. Chedong 2 Domestic W12B

Sg. Luit!

Kg. New Zealand

Domestic!

Agriculture W13

Water Intake point

Location: 103 05 OOE

03 03 OON

Sg. Bakapor Domestic W13A

Sg. Lepar Domestic W14

Sg. Kebantan Domestic W14A

Sg. Berkelah Domestic W15

Water Intake Point

Location: 102 58 OOE

0343 OON

Sg. Pohoi Domestic W16

Sg. Belat Domestic W17

Sg. Pandan Domestic W18

Sg. Kuantan!

Kg. Padang &

Kg. Kobat

Domestic W19

Water Intake Point

Location: 103 15 OOE

03 49 OON

Sg. Mabuk Domestic W20

11

Table 2.2 Main rivers and the catchment area and crossed by the East Coast Expressway

phase 1 (Maran to Kuantan)

Catchment area Catchment area (km)

1. Talc ngan Sg. Luit

- Sg. Chedong 23.5

- Sg.Luit 125

2. Takungan Sg. Lepar

- Sg Berkapor 39.7

- Sg.Lepar 547.5

- Sg. Kebentan 12.64

- Sg.Berkelah 22.85

- Sg. Pohoi 66.92

3. Takungan Sg. Kuantan

- Sg. Belat 43.27

- Sg. Pandan 42

- Sg.Kuantan 1138

- Sg. Riau 130

(Sources from Jabatan Bekalan Air, Pahang)

2.3 Wind Effect

Wind is a phenomenon of great complexity because of the many flow situations

arising from the interaction of wind with structures. Wind is composed of a multitude of

eddies of varying sizes and rotational characteristics carried along in a general stream of

air moving relative to the earth's surface. These eddies give wind its gusty or turbulent

character. The gustiness of strong winds in the lower levels of the atmosphere largely

12

arises from interaction with surface features. The average wind speed over a time period

of the order of ten minutes or more tends to increase with height, while the gustiness

tends to decrease with height. (S.K Najid 2008)

The wind is defined in terms of a vector of its direction and speed. The

continuous wind measurements are taken, as per international agreement (World

Meteorological Organization, 1983), at fixed, least disturbed stations at a height of 10 in

above the ground.

The wind is said to have a crosswind component; that is it can be separated into

two components, a crosswind component and a headwind or tailwind component.

A crosswind is defined as any wind that has a perpendicular component to the line or

direction of travel. When winds are not parallel to or directly with against the line of

travel. (Bruce Miller 2006)

2.3.1 Wind Speed

The aerodynamic and stability issues, wind also blows obstacles (debris, sand

etc) onto the road, and the presence of precipitation with significant wind speed will

make the situation more disorienting for drivers. Located at the east coast area of

Malaysia, the data sets of this study consist of daily wind speed measured in meter per

second. These are hourly wind speed and direction, sheltering obstacles, surface

roughness changes, and orographic data (terrain height). Obstacles have an impact on

the wind speed and alter the wind direction, particularly for lower level of height. If

there are obstacles around the measurement station, wind speeds must be reconsidered

again by taking the effect of these parameters into account (Bilgili et al. 2004).

13

mpht4nd Speed h1.nd Gust kmi

20,0 40

15.0 32

10.0 24

0 is

1 2 3 4 5 6 7 8 9 1011 12 13 14 15 1617 1819 2021 22 23 24 2526 2728 2930 31

360.0Wind Dir

270.0 Z

180.0 90.0

0.02 3 4 5 6 7 8 9 1011 12 13 14 1518 17 18 19 20 21 22 23 24 2528 2728 2930

? - t i __I 'a . • • '. &

/• t_' _t 'J a_.Lf I ':., -- -t -' -+' -- —•

I •,

(Souces from Weather by Wunderground.com )

Date: 27 September 2011 (Accident at Temerloh LPT KM 214.9)

2.3.2 Terrain Affect

because of differences in large scale weather patterns who. Wind fr om one direction

(Dr. Gary L. Jhonson, 2000).

Local terrain at the site can caused the wind speed which is will vary seasonally

may experience an increase in speed because of the hills nearby and may experience a

decrease from another direction. Since wind is also the cause of copious rain in the

country, terrain users will highly likely to experience rain and high wind at the same

time (e.g storm). The topography of Malaysian land is largely mountainous and

therefore some of the road networks are inevitability being built across the hilly areas.

The gust of air can be further amplified by the mountainous terrain (barrier jet or

katabatic wind), and therefore will increase the possibility of strong crosswind to happen

The design speeds given in Table 2.3 shall be adopted for various terrain classifications Terrain is classified by the general slope of the ground across the highway alignment (RK Puram, 2007).

14

Table 2.3 Design speed base on nature of terrain

Nature of terrain Cross slope of the ground (%) Design speed (km/hr)

Ruling Minimum

Plain <10 100 80

Rolling 10-25 80 65

Mountainous 25-60 50 40

Steep >60 40 30

2.3.3 Terrain Roughness

The roughness of the surface over which the wind passes has two effects on the

wind - speed and turbulence. Ground roughness is affected by surface objects such as

buildings (including the sizes and density of the buildings in the area) and trees. It used

to be thought that the sea surface provided a "reference" smooth surface. Present

thinking is that during a severe cyclone the sea surface is sufficiently disturbed as to

render it meaningflully less smooth than the surface of lakes. The collective effect of the

terrain surface and obstacles, leading to an overall retarding of the wind near the ground,

is referred to as the roughness of the terrain. Orographic elements, such as hills, cliffs,

ridges, and escarpments, exert an additional influence on the wind. Roughness and

orography are among the main factors that affect the wind speed (Durak and S,en 2002).