Monday, June 1, 2020

Self reflection on Emotional Intelligence(EI)

I have always thought that an individual need to have a high emotional quotient(EQ) to excel at work. In the article, “The Downsides of Being Very Emotionally Intelligent”, Thomas and Adam (2017) mentions that having a high emotional intelligence(EI) is a preferable trait and is beneficial for a managing role but not for a visionary leader. According to Thomas and Adam (2017), “They will be great followers”, “but don’t expect them to be visionary leaders”. An individual with high EI is not a suitable candidate for senior leadership roles.

I think that having the ability to adjust my level of EI for various situations will be the most beneficial for me to adapt at work. Switching to low EI when there is a need to make decision or receiving and giving feedback. Changing my EI to high when I am at a social event or team dinners.

I will target myself to get a low EI by having a mindset of getting work done . I need to be objective and decisive without too much personal emotions in it. I aim to have a high EI by keeping my emotions aside and be an active listener. It is important because I need to effectively relate to others by putting myself in another person’s shoes, to understand the feelings that they are going through instead of mine.

Lastly, I should practice whenever I can. There are many upcoming projects in the next years and if I ever get the role to become the project leader, I seek to be firm with decision and come up with an optimal solution, at the same time listen to what my team members have to share about their problems and perspective.

Ovid once said “The grass is always greener on the other side of the fence.”. There are many times when people will think that the others are in a better situation than them.  After reflecting, I think that at different level of EI is advantageous for the different roles and situations in the workforce. Therefore, I think that there is no definite answer to judge one based on EQ, whether an individual is better than the other.

References
Chamorro-Premuzic.T. and Yearsley.A. (2017). The downsides of being very emotionally intelligent. Harvard Business Review. Retrieved January 12, 2017 from https://hbr.org/2017/01/the-downsides-of-being-very-emotionally-intelligent

Wednesday, April 1, 2020

Critical Reflection

My goal at the start of this course was to improve on my presentation skills. I was given a few opportunities to do pitching, and I think that these practices has made me a better presenter than before. I have now found myself to be more comfortable in making eye contact, and can respond to questions raised during the QnA session. I think that I still need to work on my content delivery during presentations, as I have received feedback from the audience that I should spend a little more time explaining about the diagrams.

I think that reading on the websites suggested in the instructional units and the articles written by professors in Harvard is useful. I have gained knowledge on how to become a better communicator, learning tips on how to write and present in a professional manner. I hope to apply what I have learnt in this course into my future school projects, and further enhance my communication skills with continual practice and reflection on a bi-monthly basis.

I would like to highlight two insights that I have gained from this project regarding teamwork. The first learning point is that I have come to understand the importance to recognise each member’s strength and weaknesses. The team should know what they are and work according to it. For example, a member can be strong in presenting but is weak in writing. This member can then have the responsibility to take charge in the team’s presentation aspects while receiving assistance to his or her report writing.

The second takeaway is to assimilate about the beauty in collective learning, which is being more productive than individual learning. An individual can only do so much than when having everyone to split up the work and then share their insights, given the same amount of time. For example, the class been tasked before to read on different websites and then summarise the content for one another. This kind of activity has made me want to practice collective learning for my future project during the research phase, because of how the work productivity can be increased.

Great teamwork makes the dream work. This project experience has made me understand the strength and limitation of an individual, and that team effort is the most significant contribution to a successful project.

Commented on Humaidi, Abdul & Ardini's Critical Reflection.

Tuesday, March 31, 2020

Annotated Summary #2

Budget Direct Insurance. (2020). Road accident statistics (Singapore 2020). Retrieved January 2020 from https://www.budgetdirect.com.sg/car-insurance/research/road-accident-statistics-in-singapore

This webpage reports on research about Singapore’s road accident rates. According to Budget Direct Insurance (2020), it has reported that there were 7690 cases involving casualties, and 124 cases relating to death due to road accidents in 2018. It is also reported that Singapore has a higher fatality rate when compared to Tokyo, London and Hong Kong.

The article also provides useful information on the main reason for road accidents which includes irresponsible driving, drink-driving and distracted driving. It is reported that a total of 53,910 cases on red light running violations has been identified in 2018. According to the Budget Direct Insurance (2020), “risk of getting into an accident is high”. Drivers are expected to slow down when they see the amber light. Many motorist tend to just speed up and drive pass the traffic light to save time.

Over-consuming alcohol can negatively affect a person’s ability to make logical judgements. It is reported that 2002 cases of motorist have been arrested for drink-driving in 2018. This causes the risk of collision between road users to rise because of such inattentive drivers on the road.

It is reported that 83% of drivers who participated in a 2013 Samsung-commissioned survey have admitted to using their mobile phone when driving. This acts as a distraction; leading to drivers not being heedful to their surroundings.

This article is a relevant source to the project as it adds value to our research topic. It shows how Singapore has high accident rates due to negligence drivers. It supports our stand about having the need to reduce the risk of collisions among road users in Singapore, and has to be addressed quickly due to the high fatality rate.

(Edited version)
Commented on Humaidi, Frank and Thoufeek's blog.

Tuesday, March 10, 2020

Technical Report Draft #1

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 inattentive driver 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.

Chapter 2 Proposed Solution & Benefits (2-3 pages)

2.1 Proposed Solution
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 Force(TPF) 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 decreased
  • Ensured well-being at slip roads zebra crossings
LTA & TPF
  • Lesser accidents to attend to
  • Lesser casualties or fatalities
Table 2.2.1 Effects on key stakeholders

Key stakeholders
Plan of Action
General public/Road users
  • Remain alert
  • Individuals to take responsible for their own actions
LTA 
  • Form a team to draw the markings on the slip road
  • Execute 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.

Chapter 5 Concluding Statement (

Monday, March 9, 2020

Annotated Summary


Budget Direct Insurance. (2020). Road accident statistics (Singapore 2020). Retrieved January 2020 from https://www.budgetdirect.com.sg/car-insurance/research/road-accident-statistics-in-singapore

This study researches on Singapore’s road accident rates. Budget Direct Insurance (2020) reported that there were 7690 cases involving casualties, and 124 cases relating to death due to road accidents in 2018.

Budget Direct Insurance (2020), “second highest road fatality rate”. The research further compares death rates globally. It shows a graph on where Singapore is standing with other similar population size cities such as Tokyo, London and Hong Kong. Singapore has a higher fatality rate when comparing with these cities.

The article also provides useful information on the main reason to road accidents. The various cause includes drink-driving, motorcycles and distracted driving. It is reported that a total of 53,910 cases on red light running violations has been identified in 2018. Budget Direct Insurance (2020), “ risk of getting into an accident is high”. Drivers are expected to slow down when they see the amber light, instead many tend to speed up and drive pass the traffic light to save time.

Over-consuming alcohol can negatively affect a person’s ability to make logical judgements and to react properly. It is reported that there is 2002 cases of motorist arrested for drink-driving in 2018. Irresponsible drivers is one of the cause to the increment in risk of collision between road users.

It is reported that 83% of drivers who participated in a 2013 Samsung-commissioned survey, admitted to using their mobile phone when driving. This acts as a distraction; leading to drivers not being heedful to their surroundings.

This article is a relevant source to the project as it adds value to our research topic. It shows studies on  how Singapore has high accident rates due to negligence drivers. It supports our stand about having the need to reduce the risk of collisions among road users in Singapore, and has to be addressed quickly due to the high fatality rate.