Objective 1: (Module learning) Refer to the goals you set yourself at the start of the course. Critically reflect on the extent to which you have achieved (or not) the said objectives. You must also reflect on what you have done in terms of building on your communication skills, as well as what you should do to further improve your communication skills.
Objective 2: (Project Learning) Choose one focus of your research project and critically reflect on your learning. Discuss specific points, such as presentation skills, writing skills, or teamwork skills. DO NOT just describe what you did and whether you liked it. Rather, explain what you learned about yourself and others in the process. For instance, how has the experience changed your view of learning? What might you take from this project experience?
Critical Reflection
The two goals I aim to achieve at the end of this module are to improve “my ability to present facts, ideas and solutions clearly and convincingly, as well as being confident in conducting presentations” (Lim, 2020, Assignment 1 Submission 1: Formal Letter (Descriptive Reflection)).
My presentation skills had been honed previously as a diploma student where presentations are a norm. However, my presentation skills soon became rusty after graduation due to a total lack of practice for over a year.
This effective communications module presented an opportunity for me to not only refresh my presentation skills but to upgrade them as well. The science and theory on how to present properly was taught to us through the jigsaw learning strategy, where different groups of students read different teaching materials before sharing what they have learned. The practical part of presenting began when my project team was rehearsing numerous times for the oral pitch, in which we applied our newly learned science and theory behind good presentations. We learned through practise on how to better sell our idea with different ways of rephrasing or rewording. That pushed me closer to my first goal as my presentation portion was to convince the stakeholders the benefits of my project, and clear convincing communication is important in my part of the presentation.
Furthermore, as my project team rehearsed and eventually presented to our classmates and Professor Brad, I gained confidence in “sharing” my presentations over time as opposed to “conducting” presentations, thus being closer to achieving my second goal. This is a simple, yet useful technique taught to us by Professor Brad.
However, I do recognise some current challenges that I need to address in future presentations as well. I do not seem to present as well with PowerPoint slides as opposed to presenting without. I had problems syncing my speech with my slide content, and I was standing right in an awkward position right in front of the slides as I was addressing my audience. I will take this into account when practising for my presentations in the future.
Lastly, on my writing and teamwork skills, I am happy to say that I learned new techniques on how to paraphrase, cite and summarise through the weekly exercises/assignments Professor Brad gave. The exercises/assignments/project that Professor Brad issued every week for us to complete felt daunting to me, but it was made better through teamwork, which is only possible through the allocated pairing of different partners. This allows students to learn to work with one another and tap on each other’s strengths, thus easing our workload and yet not compromising on our learning outcomes.
Re: Proposed implementation of improvised traffic road calming markings (TrCM) at slip road zebra crossing
Following a request for a proposal on developing innovative solutions for an engineering problem, a proposal report has been consolidated to implement traffic calming road markings on slip road zebra crossings to improve overall road safety.
The proposal comprises the identified problem, which stems from the lack of clarity of road markings at slip road zebra crossings, and how the proposed solution seeks to address the matter of high accident rates at slip road zebra crossings. The benefits and challenges of the proposed solution are presented with great detail in the proposal.
The proposed solution intends to improvise on existing traffic calming road markings, such as the “dragon teeth” road markings and yellow checkered markings, by painting these markings on areas of slip road zebra crossings. This will ensure that the road markings are visually captivating to oncoming motorists.
The proposed implementation shows its viability as existing traffic calming road markings such as dragon teeth markings have been successful in reducing accident rates at slip road zebra crossings.
Thank you for your time and we hope that you will consider our proposal.
Objective: Prepare a proposal report of around 2000 words (excluding front and back matter) and a presentation in which my team will pitch a proposed engineering design
Do a team-based research project that leads to the writing and presenting of a design proposal.
For the proposal, each of our team members need to assume the role of the members of an engineering work team tasked with identifying a technical problem, developing a solution and making a proposal to a well-informed stakeholder (of our choice). The stakeholder will review our proposal to decide if the plan is worthwhile and feasible.
Executive summary
The main purpose of this proposal is to convince The Land Transport & Authority (LTA) in the need to address the high accident rates in Singapore’s slip road pedestrian crossings, which is caused by ineffective road markings.
EyesOnStripes has decided to propose the use of traffic calming markings (TrCM) to alert drivers about the pedestrian crossings ahead and have them react in an appropriate manner. TrCM can be seen as a preventive measure to reduce the risk of collision among road users.
TrCM is feasible and the key stakeholders including the pedestrians, drivers and LTA can benefit from this implementation. The overall safety at a slip road zebra crossing will improve with TrCM.
1. Introduction
1.1 Background
This proposal has been developed during a module in Singapore Institute of Technology (SIT) to define a local problem in the infrastructure sector, which has been identified to be the safety issue on the road of Singapore. Iskandar Bin Khairuldin who is a member of EyesOnStripes, has thirteen years of experience as a traffic engineer in the Land Transport & Authority (LTA).
He states that Singapore faces high accident rates among road users, and received many feedbacks that questions the road safety in Singapore. According to Budget Direct Insurance (2020), there were “7690 road accidents involving injuries in 2018”, and “fatality rate of 2.73 per 100,000 citizens is higher than London, Hong Kong and Tokyo”. This study shows that Singapore has a high accident and fatality rate when comparing with other cities of a similar size population. There is a need to address this problem at high-risk zones which Iskandar claims to be at slip road zebra crossings.
He further states that ineffective markings at slip road pedestrian crossings result in inattentive drivers. A reaction that is expected from the drivers when they see the zig zag and dashed white markings at the crossing would be for them to be alerted, and then slow down as they drive through the markings. A marked crossing does not resolve in a safer road environment when the markings are ineffective. According to the US Department of Transportation (2005), a marked crosswalk had 37 crashes while an unmarked one had 23 crashes. This can suggest that there is a need to reinforce the markings at the slip road crosswalk.
EyesOnStripes has decided to implement striking and clear markings that will be painted onto the lanes of the slip road crosswalk. Traffic calming markings (TrCM) are triangular road markings painted in pairs along the lane. TrCM will induce the motorist to slow down due to the narrowing effect. As reported by LTA (2013) in a conference report, TrCM is effective to reduce the road speeds. TrCM is a clear road marking that can create an ideal slip road zebra crossing that can have drivers to be alerted, and slows down when approaching the crosswalk.
1.2 Problem statement
The current slip road zebra crosswalks in Singapore include zig zag and dashed markings. These markings do not catch the attention of the motorists, as it fails to effectively alert and have them to slow down as they approach the crossing. The risk of collision among road users will increase when the driving speed is not reduced, which it is a significant reason that contributes to the high accident rates in Singapore.
This proposal aims to implement traffic calming marking (TrCM) and yellow checkered markings to warn drivers to be vigilant about the crossings ahead, and prompt them to slow down.
1.3 Purpose statement
The purpose of this proposal is to convince the Land Transport & Authority (LTA) of the need to implement TrCM and yellow checkered road markings onto the crossing to improve safety levels on the roads.
2. Proposed solution
The team aims to adopt clear and distinct traffic calming markings (TrCM) or otherwise known as the dragon tooth markings. It is used to alert drivers with the use of narrowing effect which gives drivers the perception that the road is narrowing as they approach the crossings. Drivers will then have enough time to react as they slow down which can prevent collision among road users.
LTA (2009) has claimed to have tested traffic calming markings (TrCM) at three different streets in Singapore. The report also mentioned that 64% of those surveyed showed to have slowed down with a reduction in driving speed of 10%.
The proposed solution as shown in figure 1, the TrCM will be painted at the start of the slip road, approaching the zebra crossing with interval distances between each marking.
TrCM has shown to be both feasible and viable in its implementation. According to Montella et al. (2011), implementing the TrCM will be more feasible when stakeholders are more likely to implement the solution as it has shown its efficiency in speed reduction while minimising resources needed.
3.1 Reduced cost
The first and most significant benefit of having TrCM is a significantly high reduction in cost when comparing to other existing solutions such as repavement. Based on Iskandar’s previous project, the proposed TrCM solution will cost approximately $1800 when implemented on lanes illustrated in figure 1, whereas existing solutions such as completely repaving a 10m length of road as illustrated in figure 2 would have a higher estimated cost of $50,000.
Figure 2. An example of road repaved before a signalised pedestrian crossing
3.2 Reduced time
The second important benefit of having TrCM is the significant reduction of time needed for complete implementation of TrCM over existing solutions such as repavement. Iskandar has estimated that the painting and drying of dragon teeth markings only requires six hours, versus the longer duration of 3 days needed to complete repaving the 10m length of road as shown in figure 2.
3.3 Reduced manpower
The third benefit of having TrCM is the reduced manpower required for completion of road paintings in comparison to existing solution of repavement. According to Iskandar, the proposed TrCM solution will require 4 workers to complete, as compared to 8 workers that will be needed for the alternative solution in repaving the 10m length of road shown in figure 2.
3.4 Easier implementation and maintenance
Lastly, it is important to not only consider the tangible benefits but also the intangible advantages the TrCM can bring. For instance, implementation and maintenance will be easier in the long run, over existing solutions such as repavement. According to Iskandar, the proposed TrCM solution does not require sophisticated construction machinery during implementation and maintenance in the long term, unlike alternative solutions such as the repavement shown in Figure 2.
3.5 Pedestrians and drivers
The team has identified three key stakeholders to ensure the viability of the implementation. These stakeholders are the pedestrians, drivers and LTA. TrCM is effective to alert drivers and have them to react by slowing down. The dragon teeth marking can act as a preventive measure to reduce the overall risk of collision among road users. Pedestrians and drivers will have safer road environments.
3.6 LTA
As the overall risk of collision at the slip road zebra crossings is decreased, there will be lesser casualties which LTA will have lesser cases to attend to.
3.7 Effects and Plan of Action
All key stakeholders are expected to take measures for an effective implementation. As illustrated in appendix A, LTA are to establish the markings and to consistently monitor and maintain the viability of TrCM. Traffic Police (TP) shall continue their role in enforcing regulations, investigating the causes and contributing factors when collisions appear, and at the same time educate the public. By doing so, LTA and TP will have fewer accidents to attend to. The general public are to remain alert and not rely solely on the markings.
4. Evaluation
The team has identified a total of three potential challenges that need to be addressed.
4.1 Challenge faced if using LTA design
The first challenge TrCM will face is the distance constraint when using the LTA design. Figure 3 shows the design that LTA uses to implement the dragon teeth on straight roads. It is painted over a distance of 53m with a decreasing interval from 8m to 2m. However, most lanes on slip road zebra crossings in Singapore are shorter than 53m, as shown in figure 4. Therefore, it is not feasible to implement the design LTA used.
The second challenge faced when using LTA design is the LTA standards on the dragon teeth marking’s size. Referring back to Figure 4, the existing markings include white zig zag and dotted lines. These markings increase the difficulty to adopt the TrCM due to space constraints.
According to the LTA standard (2009) in Figure 5, it shows that dragon teeth must have a minimum 1.5m distance between the two opposite sides. Referring back to Figure 1 that shows our proposed solution, it has failed to meet the 1.5m requirement.
The two challenges can be resolved by improvising on the design from LTA. The new design will not have the distance decreasing in interval, and will only have one dragon tooth on the zig zag side of the crossing shown in Figure 6, which resolves both distance and space constraints.
The third challenge is the low visibility of TrCM which can result in drivers ignoring the road markings. Existing markings can overshine the dragon teeth. Figure 7 shows the new design with the current markings and TrCM painted in white. As shown, the dragon teeth are barely seen.
Colour is an aspect of road markings that could potentially improve the effectiveness in the road markings. According to Lee, et al. (2013), TrCM has shown a significant decline in driving speeds, but colour was an aspect to be looked into for improvements.
Figure 7. Slip road zebra crossing with white TrCM (not drawn to scale)
Solution: Yellow TrCM
The team decided to paint TrCM in yellow. Figure 8 shows the newly proposed design having the dragon teeth in yellow.
Figure 8. Slip road zebra crossing with yellow TrCM (not drawn to scale)
As drivers slow down due to the narrowing effect of TrCM, the yellow checkered marking can enhance this effect with the role of being the “obstacle”. This can further slow them down as they will want to avoid collision with the “obstacle”. Figure 9 shows the picture of one side of the crossings is painted with yellow checkered markings which is currently a 3m empty space.
Figure 9. Yellow checkered markings between stop line and zebra crossing
4.3 Feasibility of newly proposed solution
The team has decided to implement TrCM without the distance interval and to be painted in yellow. Yellow checkered markings are used to enhance the narrowing effect of TrCM. By overcoming these challenges, TrCM will be much more visible and effective. Drivers will pay closer attention and slow down. Thus, reducing overall collision risk and providing an overall safer road to the general public. Appendix B shows a detailed illustration of each marking as proposed in our implementation.
The methodology of this proposal is based on both primary research and secondary research.
5.1 Primary Research
The primary research for this project was in the form of an experience by an LTA traffic engineer, Iskandar Bin Khairuldin, a member of this team. As a traffic engineer, Iskandar resolves public feedback involving traffic issues. While encountering public feedback, Iskandar and his colleagues realised that feedback towards road slip accidents are becoming more prominent. However, there was no new solution available for them to combat this issue as road markings and road signaling devices are already in use on roads.
An Interview with a member of LTA was also conducted. Norashikin Mohammed Ali, the manager of Traffic Scheme Design Development Division (TSDD) of Traffic and Road Operations, supported our proposal and has given valuable insight on the implementation, as shown in appendix C.
5.2 Secondary Research
The main source of secondary research is a review of a series of articles. Some of the articles included a report of an overseas conference conducted by LTA and research journals detailing the effects of TrCMs on motorists. A handbook published by Traffic Police titled “Basic theory of driving” was also used to gather information about existing road markings.
6. Concluding Statement
Due to Singapore’s high road fatality rate, EyesOnStripes has decided to mitigate risk at slip road zebra crossings. In doing so, the team has identified that the current markings are ineffective which causes drivers to not decelerate at a slip road zebra crossing.
The team proposes to adopt TrCM as a preventive measure to reduce the risk of collisions among road users, given the low cost, manpower and time needed for both implementation and maintenance in the long term as compared to alternative solutions. For a more effective result, yellow checkered markings are used to enhance the narrowing effect.
The three challenges identified can be addressed by painting TrCM in yellow with an improvised design of the dragon teeth. The key stakeholders identified are the general public, who can utilize the crossing with an ease of mind after the implementation. The LTA and TP will have fewer accidents.
With effective implementation of TrCM and yellow checkered markings, the visibility of road markings will be clear to drivers and allow them to slow down. This can decrease the risk of collision among road users thus, improving overall safety in Singapore’s slip road zebra crossing.
Lee, J. H., Noh, K. S., Kim, J. M., & Choi, J. S. (2013). The Effects of Pavement Markings on High-risk Drivers’ Speeds. International Journal of Highway Engineering, 15(1), 127-134. Retrieved fromhttps://doi.org/10.7855/IJHE.2013.15.1.127
LTA (2014). Standard Details of Road Elements. Revision B (2017). Land Transport Authority.
Montella. A, Aria. M, D’Ambrosio. A, Galante. F, Mauriello. F & Pernetti. M (2011). Simulator evaluation of drivers’ speed, deceleration and lateral position at rural intersections in relation to different perceptual cues. Accident Analysis & Prevention. 43 (6), 2072-2084. Retrieved from https://doi.org/10.1016/j.aap.2011.05.030
Wei, Y., Ng, J., Ho, S. T., & Palanisamy, C. S. (2013). An assessment on the effectiveness of traffic calming markings and alternative for speed regulating strips. In 16th International Conference Road Safety on Four Continents. Beijing, China (RS4C 2013). 15-17 May 2013. Retrieved from http://www.diva-portal.org/smash/get/diva2:759733/FULLTEXT01.pdf
Table depicting the plan of action by each stakeholder during the proposed implementation
Key stakeholders
Plan of Action
General public
Remain alertIndividuals to take responsible for their own actions
LTA
Form a team to draw the markings on the slip roadExecute follow ups after implementation Request for statistics on accidents from TP after implementation for improvement measures
TP
Updates LTA about accident rates and the reasons for accidents after implementation (Collision due to drink-driving, speeding etc.)Educate the general public to not rely solely on the road markingsEducation methods can include posting a formal letter at platforms such as TP official website, newspaper and social media.
Appendix B
Detailed illustration of proposed implementation on slip road zebra crossing
Appendix C
An Interview session with Land Transport Authority (LTA)
EyesOnStripes conducted an interview with Norashikin Mohammed Ali, Manager of Traffic Scheme Design Development Division (TSDD), Traffic and Road Operations. During the interview, she mentioned “Those low usage crossings where you don’t expect a lot of pedestrians, that is where traffic actually moves and don’t take notice of pedestrians. Your project will be useful for that kind of areas where there are not constant movement of pedestrians. Accidents are common at these areas. To make your project more obvious for the objectives, I think can be targeted to this kind of locations.”
Ms Norashikin has advised the team that the proposed yellow TrCM and checkered markings will be more effective if they are to be implemented at slip roads with low pedestrian activities where there are high tendency of motorist speeding and not stopping at zebra crossing. With the proposed TrCM and checkered markings, she hoped that it will change motorist behaviour, adjust their speed accordingly and obey traffic rules. She complimented our efforts and hoped that more students would step up to contribute their traffic improvement ideas to the agency.
Objective: Prepare an annotated summary, which is a brief summary of a research article that I source to use for my research project. It should include:
1) A complete citation for the work in APA 2) The author’s main point 3) Supporting details for how the author supports, defines, or illustrates the main idea 4) One statement about how the information in the article connects to your research project topic
Annotated Summary
Montella, A. Aria, M. D’Ambrosio, A. Galante, F. Mauriello, F. & Pernetti, M. (2011). Simulator evaluation of drivers’ speed, deceleration and lateral position at rural intersections in relation to different perceptual cues. Accident Analysis & Prevention, 43(6), 2072-2084. https://doi.org/10.1016/j.aap.2011.05.030
This article evaluated the drivers’ behaviour in terms of their velocity and their rate of slowing down upon seeing ten different road markings and traffic calming measures in driving simulator experiments.
Results of the experiment showed the most effective measures were “the dragon teeth markings (based on the principle of optical road narrowing), the coloured intersection area (based on the principle of intersection highlighting), and the raised median island (based on the principle of physical road narrowing)” (Montella et al., 2011, p. 2072). These measures showed noticeable velocity reductions, a noticeable drop in drivers who did not decelerate, and the drivers’ earlier reaction to decelerate.
The results that these measures yielded are the intended effects our proposal aims to achieve, which can make a difference in reducing the accident rates at slip road zebra crossings in Singapore. However, having raised median islands, as propagated by the article, is not feasible in the context of our project proposal. This is because the lane width of the slip roads leading to the zebra crossings in Singapore has a narrow width of 3.3 meters, lesser than the recommended width of 3.5 meters as suggested by the article. Furthermore, with the existence of the traffic refuge islands at all zebra crossings in place across Singapore, it further negates the need for the raised median islands.
Hence, our team proposes to implement the dragon teeth markings and improvise the highlighting of critical areas in the form of yellow checkered markings, both of which this article has highlighted and supported.
Edited from Annotated Summary Draft with comments given by Professor Brad on the 23/3/2020
Objective: Prepare a proposal report of around 2000 words (excluding front and back matter) and a presentation in which my team will pitch a proposed engineering design
Do a team-based research project that leads to the writing and presenting of a design proposal.
For the proposal, each of our team members need to assume the role of the members of an engineering work team tasked with identifying a technical problem, developing a solution and making a proposal to a well-informed stakeholder (of our choice). The stakeholder will review our proposal to decide if the plan is worthwhile and feasible.
Chapter 1 Background
This proposal has been developed in response to a call for a proposal made by the Singapore Institute of Technology (SIT) to benefit the citizens of Singapore by identifying a local problem in the infrastructure sector. The team has decided to improve traffic safety in high-risk zones, more notably at slip road zebra crossings. According to the “Basic Theory of Driving Official Handbook, 9th edition”, The current markings available on the pedestrian crossings of Singapore include a deceleration lane dotted white lines, white zigzag lines and stop lines.
A member of this team who is an experienced traffic engineer of the Land Transport Authority (LTA), Iskandar Bin Khairuldin, has shared that Singapore faces high accident rates among road users. According to Budget Direct Insurance (2020), there were “7690 road accidents involving injuries”, and “fatality rate of 2.73 per 100,000 citizens is higher than London, Hong Kong and Tokyo”. This study has proven that Singapore has similar accident rates compared to other countries despite our size of population being much smaller.
The team then decided to narrow down to mitigating risk at slip road zebra crossings. Iskandar further states that he received feedback; questioning on safety at slip road zebra crossings. He shares that unclear markings at the pedestrian crossing is the main cause of collisions because it fails to alert inattentive motorists effectively; preventing them to react in time.
According to The Straits Times (Alkhatib, 2020), an inattentivedriver had caused a fatal accident in February 2020 which took away a cyclist’s life at a zebra crossing. Therefore, there is a need to address the high accident rates in Singapore; first by developing a solution to prevent such catastrophe from happening at a slip road zebra crossing.
LTA (2009) has claimed to have tested traffic calming markings (TrCM) at three different streets in Singapore. In the same report, it has mentioned that 10% of overalls speeds decreased. 64% of those surveyed have shown to have slowed down. In 2013, Iskandar was involved in an LTA project to mitigate accidents at Wilkinson Road/Crescent Road junction. Iskandar and the team decided to adopt TrCM along Wilkinson Road/Crescent Road road; there has not been an accident at the junction since this implementation.
According to numerous literature reviews, TrCM has successfully proven to be effective, ensuring that drivers slow down when they encounter the markings; reducing the risk of accidents. With such measures taken, secure and safe slip road zebra crossings can be developed in Singapore, thus ensuring the well-being of road users.
1.1 Problem Statement
An ideal slip road zebra crossing includes having motorists to react in an appropriate manner. The current markings on crossings are not visually captivating as it has failed to alert motorists in reducing their driving speed to check for pedestrians ahead, resulting in collisions. However, LTA has no plans to further improve the clarity of road markings.
The team aims to create an ideal slip road zebra crossing by adopting both TrCM and checkered markings. With striking and clear markings painted onto the crossings, it can reduce the risk of accidents and create a safe environment for road users.
This proposal aims to enhance slip road zebra crossings by implementing TrCM and checkered markings at the zebra crossing.
1.2 Purpose Statement
The purpose of this proposal is to convince LTA and inform the Traffic Police (TP) on the need to mitigate risk on slip road zebra crossings. Preventive measures can be done by implementing TrCM and checkered road markings onto the crossing to improve safety levels on the roads.
The team aims to mitigate risks on slip road zebra crossing by utilising and enhancing existing traffic markings by introducing TrCM.
Citing from LTA(2013), TrCM, or otherwise known as Dragon Teeth, are triangular road markings perpendicular to the edge of the carriageway often used at gateways to give the effect of road narrowing. As reported by LTA(2013) in an overseas conference report, the dragon teeth markings have been successful in visually changing motorists behaviours to travel at reduced speeds. It is also reported that the teeth are laid in pairs either side of the carriageway or a lane. The dragon teeth markings are currently widely used in countries such as Australia and the United Kingdom. Singapore has recently adopted this idea.
The team is proposing to implement TrCM onto existing crossings to create an ideal slip road zebra crossing. The figure 2.1.1 shows the proposed solution, as the TrCM will be placed at the start of the slip road, with interval distances between each markings, as the markings approach the zebra crossing. Additionally, the checkered markings will be placed at the sides of the zebra crossing, within 3 metres of the white band markings.
Figure 2.1.1 LTA standard on dragon teeth/traffic calming markings on slip road zebra crossing
2.2 Benefits gained from traffic calming markings(TrCM)
The team has identified the key stakeholders to be the general public, LTA and Traffic Police (TP). With the TrCM implemented onto the slip road with pedestrian crossings, the overall risk of collision at the slip road zebra crossings will be decreased. This results in lesser casualties; ensuring a safer road for the general public.
TrCM will allow pedestrians to utilise the crossings without feeling anxious about getting hit by motorists. Drivers will benefit by being able to focus better and to react quicker; observing if pedestrians are approaching the slip road. LTA and TP will have lesser accidents to attend to.
As cited from a research journal (Montella, et al. 2011), implementing the TrCM will be more feasible as stakeholders are more likely to implement the solution as it has shown its efficiency in speed reduction while minimising installation cost. Based on Iskandar’s previous project, he has estimated that the proposed TrCM solution will also incur a lower implementation cost of approximately $1800 as compared to completely repaving an area of slip road ($50,000) to incorporate a new traffic-calming system.
2.3 Key stakeholders
All key stakeholders are expected to take measures for an effective implementation. As mentioned by Iskandar, LTA will be responsible for establishing the markings. LTA should also consistently monitor and maintain TrCM; ensuring that these markings are still working well.
Traffic Police (TP) shall continue their role in enforcing regulations, investigating the causes and contributing factors when collisions appear, and at the same time educate the public that individuals are still responsible for their own safety. The general public should still remain alert and not rely solely on the markings.
Key stakeholders
Effects
General public/Road users
Addressed on how risk has been decreasedEnsured well-being at slip roads zebra crossings
LTA & TPF
Lesser accidents to attend toLesser casualties or fatalities
Table 2.2.1 Effects on key stakeholders
Key stakeholders
Plan of Action
General public/Road users
Remain alertIndividuals to take responsible for their own actions
LTA
Form a team to draw the markings on the slip roadExecute follow ups after implementation Request for statistics on accidents from TP after implementation for improvement measures
TPF
Updates LTA about accident rates and causative factors to accidents after implementation (Collision due to drink-driving, speeding etc.)Educate the general public to not rely solely on the road markings
Table 2.2.2 Actions that is required to implement traffic calming markings
Chapter 3 Evaluation
The team has identified a total of 3 potential challenges that needs to be addressed, to implement the traffic calming effectively.
3.1 LTA design standards
Challenges:
The first challenge traffic calming markings(TrCM) also known as dragon teeth marking faces is complying to the LTA design standards. Figure 3.1.1 shows the distance required from LTA to implement the dragon teeth at a straight road. TrCM is set to be painted with a decreasing interval over a distance of 53m.
Figure 3.1.1 LTA standard on dragon teeth/traffic calming markings
Figure 3.1.2 shows a diagram on slip road zebra crossing in Singapore which is typically a left filter off traffic lane with a zebra crossing facility at its end. To implement the LTA standard sets of triangular markings in the decreasing intervals from 8m to 2m is not achievable. The lanes of slip road zebra crossing is shorter than 53m.
Figure 3.1.2 Standard slip road with existing markings
The second challenge faced is caused by existing markings on the slip roads pedestrian crossings which includes white zig zag lines and white dotted lines. These markings increase the difficulty to adopt the TrCM due to space constraints.
According to the TrCM LTA standard (2009) in Figure 3.2.1, it shows that dragon teeth have a base of 0.5m and a vertical height that will vary; as long as there is a minimum distance of 1.5m between the two opposite sides. Also mentioned in the standard, all slip road zebra crossings are wider than 2.7m. The current zig zag markings that are now on the left side of the crossing will provide very little space for TrCM; zig zag markings that are on the left side take up more space than the white dotted lines on the right side.
Figure 3.2.1 Dimensions of dragon tooth
Solution: Improvise
To have an effective implementation yet still meeting the standard from the LTA, the team has decided to paint only one dragon tooth on the left side of crossing shown in Figure 3.2.2. This improvisation can resolve both challenges of distance and space constraints.
Figure 3.2.2 Left side of the road to have 1 dragon tooth
3.2 Visual appeals
Challenges:
The third challenge is also caused by the current markings because it increases the chances of drivers ignoring the new implementations marking. Existing markings overshines the TrCM when painted along the same path as the existing marking. Figure 3.3.1 shows a model of the current markings and TrCM, when painted at a slip road zebra crossing. As shown, the dragon teeth are barely seen.
Figure 3.3.1 Slip road zebra crossing with white TrCM (not drawn to scale)
According to a research journal (Lee, et al. 2013), a study was conducted on the effect of traffic calming markings to driving speeds of high risk drivers. The study showed that there was a significant decline in driving speeds, but it was concluded by the authors that colour was an aspect that could be looked into, to improve the results further.
Solution: Yellow TrCM & Yellow checkered markings
Therefore, our team decided to paint the traffic calming markings, TrCM in yellow. Figure 3.3.2 shows the same diagram as above but with the dragon teeth painted in yellow. TrCM is so much more visible and striking, to ensure that drivers will focus on it.
Figure 3.3.2 Slip road zebra crossing with yellow TrCM (not drawn to scale)
To further improve the visibility of road markings on the slip road zebra crossing, the team decided to add in yellow checkered marking; similar to the one that can be found in pedestrian crossing at school zones.
To integrate the yellow checkered markings can be an issue as the top management might reject the idea of adopting it onto slip road zebra crossing. According to the LTA standards(2014), yellow checkered markings are designed for road humps or any form of elevation in a curved road; to inform drivers about the hazards ahead. However, a slip road zebra crossing is flat with no raised bumps like the crossings at the school zone.
Therefore, the team decided to propose that yellow checkered marking is to be adopted at one side of the road, filling up the 3m empty space.
Figure 3.3.3 Yellow checkered markings between stop line and crossing
To conclude, the team has decided to implement the dragon tooth in yellow together with yellow checkered markings; enhancing the visibility to motorists. Drivers will then take note of the markings, paying close attention ahead and to react properly by slowing down naturally. Thus, reducing overall collision risk.
Figure 3.3.4 Final TrCM implementation plan
3.4 Feasibility of solution
Given the benefits and constraints of our solutions, the proposed Traffic Calming Markings(TrCM) will be a scaled down version of the TrCM triangular markings to fit within the left slip road. These markings will be painted at intervals of every 5 metres within the white dotted lines and in between the standard distance of existing white zig zag lines.
Additionally, the dragon teeth will be painted yellow instead of standard white that has been used previously. The colour contrast of yellow would be more visually captivating to motorists as they react promptly to yellow road markings. The effect colour to reaction of motorists is evident with the currently existing markings which for example, has been used to distinguish bus lanes with main traffic lanes. The proposed yellow dragon teeth markings aims to influence motorists to slow down as they approach the markings.
Figure 3.4.1 Spacing measurements of Proposed Yellow TrCM with existing markings (not drawn to scale)
Figure 3.4.2 Yellow checkered markings in between yellow/black painted flashing beacons
Figure 3.4.3. Yellow TrCM painted along slip road towards YCM at zebra crossing
The proposed yellow TrCM at slip road zebra crossings will supplement existing road markings that have been the standard road markings seen on our public roads for a long time. Its purpose is to instill visual perception and trigger motorists’ awareness of the need to reduce their speed .
Painting yellow checkered markings at the white band of the zebra crossing will visually enhance the pedestrian crossing area, creating a gateway effect, together with the pair of yellow/black painted flashing beacons. When the flashing beacons turn on at night time, both yellow blinking lights from the flashing beacons and the yellow checkered markings will help to illuminate the zebra crossing area further and increase motorist alertness to stop and watch out for pedestrians crossing.
4.0 Methodology
The methodology of this proposal is based on both primary research and secondary research.
4.1 Primary Research
The primary research for this project was in the form of an experience by an LTA traffic engineer, Iskandar Bin Khairuldin, a member of this team. As a traffic engineer, part of his job scope is to resolve public feedback involving traffic issues. While encountering public feedback, Iskandar and his colleagues realised that feedback towards road slip accidents are becoming more prominent. However, there was no new solution available for them to combat this issue as road markings and road signalling devices are already in use on roads.
Interviews by two members of LTA were also conducted. One of them includes Norashikin Mohammed Ali, the manager of Traffic Scheme Design Development Division (TSDD) of Traffic and Road Operations. Another staff that we interviewed was Ng Yew Wei, Joshua, the principal engineer of the Road Safety Engineering Division (RDSE) of Traffic and Road Operations.
4.2 Secondary Research
The main source of secondary research is a review of a series of articles. Some of which included a report of an overseas conference conducted by LTA and research journals detailing on the effects of TrCMs on motorists. A handbook published by Traffic Police titled “Basic theory of driving” was also used to gather information about existing road markings.
Objective: Prepare an annotated summary, which is a brief summary of a research article that I source to use for my research project. It should include:
1) A complete citation for the work in APA 2) The author’s main point 3) Supporting details for how the author supports, defines, or illustrates the main idea 4) One statement about how the information in the article connects to your research project topic
Annotated Summary
Montella, A. Aria, M. D’Ambrosio, A. Galante, F. Mauriello, F. & Pernetti, M. (2011). Simulator evaluation of drivers’ speed, deceleration and lateral position at rural intersections in relation to different perceptual cues. Accident Analysis & Prevention, 43(6), 2072-2084. https://doi.org/10.1016/j.aap.2011.05.030
This article evaluated the drivers’ behaviour in terms of their velocity and their rate of slowing down upon seeing 10 different road markings and traffic calming measures in driving simulator experiments.
Results showed the most effective measures were “the dragon teeth markings (based on the principle of optical road narrowing), the coloured intersection area (based on the principle of intersection highlighting), and the raised median island (based on the principle of physical road narrowing)” (Montella et al., 2011, p. 2072). These measures showed noticeable velocity reductions, a noticeable drop in drivers which did not decelerate, and the drivers’ earlier reaction to decelerate.
Such results these measures yielded are the intended effects our proposal aims to achieve, which can make a difference in reducing the accident rates at slip road zebra crossings in Singapore. However, having raised median islands, as propagated by the article, is not feasible in the context of our project proposal. This is because the lane width of the slip roads leading to the zebra crossings in Singapore has a narrow width of 3.3 meters, lesser than the recommended width of 3.5 meters as suggested by the article. Furthermore, with the existence of the traffic refuge islands at all zebra crossings in place across Singapore, it further negates the need for the raised median islands.
Hence our team proposes to implement the dragon teeth markings and improvise the highlighting of critical areas in the form of yellow checkered markings, both of which this article has highlighted and supported.
Objective: Prepare a summary reader response of around 600 words by
1) Selecting and reading an article related to civil engineering 2) Prioritising the most relevant information in that article, paraphrasing that information in my own words and citing the source 3) Fitting the information together in a cohesive summary. 4) Writing a response to one statement, key issue or opinion mentioned in the summarised article.
In the article, “How Volcanic Ash Strengthens a Roof Against Powerful Projectiles,” Williams (2019) proposes that having a layer of volcanic ash on the rooftops of building can increase protection from volcanic projectiles. He mentions that a study by scientists from the Earth Observatory of Singapore (EOS) and the University of Canterbury (UC) was conducted to measure the ability of ash to cushion volcanic projectile impacts shot by a high-pressure air cannon, in which tests show that having a five centimetres ash layer tripled the strength of the roof to withstand projectiles. He notes that while a thicker layer helps, it increases the risk of the roof collapsing. He states that scientists also believed that buildings would be more damaged when struck by multiple projectiles. However, the tests proved otherwise, provided that the roof was protected with a 5cm layer of tephra. Nonetheless, he remarks that this method should be done on an individual basis by ensuring the shelter benefits from the tephra on its roof, and still withstand its weight. He concludes buildings with reinforced concrete roofs are found to be ideal.
While Williams mentions both the advantages of utilising tephra on roofs against volcanic projectiles and the ideal roof type for this, he fails to mention the disadvantages that should be considered, as well as accurately identifying the ideal roof type respectively, all of which can cause injuries or fatalities.
One disadvantage of using tephra on roofs against volcanic projectiles is its own weight can cause roofs to cave in, leading to casualties. According to statistics from another article, whenever the roofs of buildings collapsed under tephra load, out of the 10 to 33 percent who were entrapped, half of them suffered injuries (Spence et al., 2011). The other half were killed by suffocation from the sudden deposition of ash or impact by falling debris (Spence et al., 2011).
Following the collapse of the tephra laden roof, the building’s resistance to other hazards will be reduced (Spence et al., 2011). This expose surviving occupants to further dangers, presenting another disadvantage of using tephra. Dangers now include indoor fire hazards ignited by fresh tephra or volcanic projectiles (Spence et al., 2011). Other hazards include exposure to harmful gases such as sulphur dioxide and carbon dioxide (BBC Science Focus Magazine n.d.). Such hazards can cause burn and respiratory injuries.
Additionally, there had been casualties and deaths arising from building occupants trying to clear ash from roofs without any safety equipment, in an effort to relieve the roof of the tephra load (Spence et al., 2011). They occurred because the roof caved in as it could not withstand the combined weight of the occupant and the tephra, and/or the occupant fell while in the process of cleaning. (Could I build a house that would survive a volcanic eruption? (n.d.)).
Lastly, not all buildings with reinforced concrete are found to be ideal for utilising tephra as a cushioning layer against incoming volcanic projectiles as asserted by Williams. Reinforced concrete buildings can be built with different techniques and a particular cheaper form of reinforced concrete construction called the SAP Floor Technique was shown to have poor resistance to extra loads in tests, in comparison to the other reinforced concrete building types (Spence et al., 2011). Hence the SAP reinforced concrete buildings have a higher chance of failing and collapsing under a layer of tephra, resulting in casualties and death.
All in all, while Williams is wrong in making a general sweeping statement that buildings with reinforced concrete are ideal candidates for deposited tephra to be used as cushion against projectile impacts, he is not wrong in proposing the idea of strengthening the roofs of building using volcanic ash against projectiles. However, what should be clearly mentioned in his article is the direct and indirect dangerous repercussions of a roof cave in, in the event that the roof fails to support all the additional load of the tephra and projectiles. The elaboration on the exact types of reinforced concrete buildings, which are ideally used in tandem with tephra on its roofs for protection against volcanic projectiles, should have been more accurate.
Objective: Prepare a summary reader response of around 600 words by
1) Selecting and reading an article related to civil engineering 2) Prioritising the most relevant information in that article, paraphrasing that information in my own words and citing the source 3) Fitting the information together in a cohesive summary. 4) Writing a response to one statement, key issue or opinion mentioned in the summarised article.
In the article, “How Volcanic Ash Strengthens a Roof Against Powerful Projectiles,” Williams (2019) proposes that having a layer of volcanic ash on the rooftops of building can increase protection from volcanic projectiles. He mentions that a study by scientists from the Earth Observatory of Singapore (EOS) and the University of Canterbury (UC) was conducted to measure the ability of ash to cushion volcanic projectile impacts shot by a high-pressure air cannon, in which tests show that having a five centimetres ash layer tripled the strength of the roof to withstand projectiles. He notes that while a thicker layer helps, it increases the risk of the roof collapsing. He states that scientists also believed that buildings would be more damaged when struck by multiple projectiles. However, the tests proved otherwise, provided that the roof is protected with a 5cm layer of tephra. Nonetheless, he remarks that this method should be done on an individual basis by ensuring the shelter benefits from the tephra on its roof, and still withstand its weight. He concludes buildings with reinforced concrete roofs are found to be ideal.
Utilising fallen volcanic ash on the roof of buildings as a form of protection against projectiles is a double-edged sword. While the tephra acts as a cushion against falling projectiles, its own weight can cause the roof to cave in, leading to casualties and exposing surviving occupants to further dangers.
According to statistics from another article, when the roofs of buildings collapsed under tephra load, between 10 to 33 percent were entrapped, of which half suffered injury and the other half killed by suffocation from the sudden deposition of ash or impact by falling debris (Spence et al., 2011).
Following the collapse of the tephra laden roof, the building’s resistance to other hazards will be reduced (Spence et al., 2011). These includes fire hazards ignited by fresh tephra or volcanic projectiles (Spence et al., 2011). Other hazards include exposure to harmful gases such as sulphur dioxide and carbon dioxide (BBC Science Focus Magazine).
Additionally, there has also been casualties and deaths arising from building occupants trying to clear ash from roofs without any safety equipment, in an effort to relief the roof of the tephra load (Spence et al., 2011). They occurred because the roof caved in as it could not withstand the combined weight of the occupant and the tephra, and/or the occupant fell while in the process of cleaning. (International Volcanic Health Hazard Network (IVHHN)).
Lastly, not all buildings with reinforced concrete are found to be ideal as asserted by Williams. Reinforced concrete buildings can be built with different techniques and a particular cheaper form of reinforced concrete construction called the SAP Floor Technique was shown to have poor resistance to extra loads in tests, in comparison to the other reinforced concrete building types (Spence et al., 2011).
All in all, while Williams is wrong in making a general sweeping statement that building with reinforced concrete are ideal candidates for deposited tephra to be used as cushion against projectile impacts, he is not wrong in proposing the idea of strengthening the roofs of building using volcanic ash against projectiles. However, what should be clearly mentioned in his article is the direct and indirect dangerous repercussions of a roof cave in, in the event that the roof fails to support all the additional load of the tephra and projectiles, as well as the elaboration on the exact types of reinforced concrete buildings which are ideally used in tandem with tephra on its roofs for protection against volcanic projectiles.
Objective: Prepare a summary reader response of around 600 words by
1) Selecting and reading an article related to civil engineering 2) Prioritising the most relevant information in that article, paraphrasing that information in my own words and citing the source 3) Fitting the information together in a cohesive summary. 4) Writing a response to one statement, key issue or opinion mentioned in the summarised article.
In the article, “How Volcanic Ash Strengthens a Roof Against Powerful Projectiles,” Williams (2019) proposes that having a layer of volcanic ash on the rooftops of building can increase protection from volcanic projectiles. He mentions that a study by scientists from the Earth Observatory of Singapore (EOS) and the University of Canterbury (UC) was conducted to measure the ability of ash to cushion volcanic projectile impacts shot by a high-pressure air cannon, in which tests show that having a five centimetres ash layer tripled the strength of the roof to withstand projectiles. He notes that while a thicker layer helps, it increases the risk of the roof collapsing. He states that scientists also believed that buildings would be more damaged when struck by multiple projectiles. However, the tests proved otherwise, provided that the roof is protected with a 5cm layer of tephra. Nonetheless, he remarks that this method should be done on an individual basis by ensuring the shelter benefits from the tephra on its roof, and still withstand its weight. He concludes buildings with reinforced concrete roofs are found to be ideal.
Utilising fallen volcanic ash on the roof of buildings as a form of protection against projectiles is a double-edged sword. While the tephra acts as a cushion against falling projectiles, its own weight can cause the roof to cave in, leading to casualties and exposing surviving occupants to further dangers.
According to statistics from another article “Residential building and occupant vulnerability to tephra fall”, when the roofs of buildings collapsed under tephra load, between 10 to 33 percent were entrapped, of which half suffered injury and the other half killed by suffocation from the sudden deposition of ash or impact by falling debris (Spence et al., 2011).
Following the collapse of the tephra laden roof, the building’s resistance to other hazards will be reduced (Spence et al., 2011). These includes fire hazards ignited by fresh tephra or volcanic projectiles (Spence et al., 2011). Other hazards include exposure to harmful gases such as sulphur dioxide and carbon dioxide (BBC Science Focus Magazine).
Additionally, there has also been casualties and deaths arising from building occupants trying to clear ash from roofs without any safety equipment, in an effort to relief the roof of the tephra load (Spence et al., 2011). They arose because the roof caved in as it could not withstand the combined weight of the occupant and the tephra, and/or the occupant fell while in the process of cleaning. (International Volcanic Health Hazard Network (IVHHN)).
Lastly, not all buildings with reinforced concrete are found to be ideal as asserted by Williams. Reinforced concrete buildings can be built with different techniques and a particular cheaper form of reinforced concrete construction called the SAP Floor Technique was shown to have poor resistance to extra loads in tests, in comparison to the other reinforced concrete building types (Spence et al., 2011).
All in all, while Williams is wrong in making a general sweeping statement that building with reinforced concrete are ideal candidates for deposited tephra to be used as cushion against projectile impacts, he was not wrong in proposing the idea of strengthening the roofs of building using volcanic ash against projectiles. However, what should be clearly mentioned in his article is the direct and indirect dangerous repercussions of a roof cave in, in the event that the roof fails to support all the additional load of the tephra and projectiles, as well as the elaboration on the exact types of reinforced concrete buildings which are ideally used in tandem with tephra on its roofs for protection against volcanic projectiles.
R. J. S. Spence, I. Kelman, P. J. Baxter, G. Zuccaro, S. Petrazzuoli. Residential building and occupant vulnerability to tephra fall. Natural Hazards and Earth System Science, Copernicus Publications on behalf of the European Geosciences Union, 2005, 5 (4), pp.477-494. ffhal-00299218f
In the article, “How Volcanic Ash Strengthens a Roof Against Powerful Projectiles,” Williams (2019) proposes that having a layer of volcanic ash on the rooftops of building can increase protection from volcanic projectiles. He mentions that a study by scientists from the Earth Observatory of Singapore (EOS) and the University of Canterbury (UC) was conducted to measure the ability of ash to cushion volcanic projectile impacts shot by a high-pressure air cannon, in which tests show that having a five centimeters ash layer tripled the strength of the roof to withstand projectiles. He notes that while a thicker layer helps, it increases the risk of the roof collapsing. He states that scientists also believed that buildings would be more damaged when struck by multiple projectiles. However, the tests proved otherwise, provided that the roof is protected with a 5cm layer of tephra. Nonetheless, he remarks that this method should be done on an individual basis by ensuring the shelter benefits from the tephra on its roof, and still withstand its weight. He concludes buildings with reinforced concrete roofs are found to be ideal.
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