Faculty of civil engineer

- Assignment (4) Supervisor:

Prof. Dr. RIZA ATIQ ABDULLAH BIN O.K. RAHMAT

Prepared by

Ali daowd Haider Farhan Rasha Salah

P62249 P65405 P64799

Proposed Kajang Local Plan for Sustainable Development

you are required to submit a brief proposal (about 30 50 pages report) on Kajang Local Plan for Sustainable Development. The plan shall address four broad sustainable development objectives: 1. Maintenance of high and stable levels of economic growth and employment 2. Social progress which recognizes the needs of everyone 3. Effective protection of the environment 4. Prudent use of natural resources

The plan shall include the Sustainable Development Principles as follows: 1 Quality of Development 2 Integrating Transport and Development 3 Minimum environmental impact due to surge in travel demands 4 Development Access: Pedestrians, disabled people, cyclists, public transport, private transport 5 Parking 6 Urban Design Principles 7 Context: compatible with existing landforms and natural features, retain, and where possible enhance important existing urban spaces, townscape, parkland, natural or historical features; respect the existing layout of buildings within the street space, integrate into the local community 8 Safety and Security 9 Landscape and Biodiversity. 10 Renewable Energy 11 Air Quality 12 Water Quality and Drainage

Introduction :

The integration of the economic, social and environmental dimensions of development was strengthened to promote sustainable development. The Government has to implement measures to improve the quality of life, promote sustainable consumption and production, and protect the environment; sustainably manage the natural resource base; and enhance human, institutional and infrastructure capacity. These measures also furthered Malaysias implementation of Agenda 21. Sustainable development and sustainability are often used synonymously as encompassing a cause and effect relationship; neither of these terms themselves have universally agreed meaning. In 1987, the Brundtland Commissions report (WCED, 1987) defined sustainable development as development that meets the needs of the present without compromising the ability of future generations to meet their own needs. This definition has attained universal traction and is seen by many who recognize the current unsustainable nature of society as a means of achieving sustainability. For example, the Royal Academy of
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Engineering published guiding principles on engineering for sustainable development in 2005, to address the problem that, We are exceeding the capacity of the planet to provide many of the resources we use and to accommodate our emissions, while many of the planets inhabitants cannot meet even their most basic needs (RAE, 2005).

Kajang

,site and population

Kajang, with a population of 229,655 is a town in the eastern part of Selangor, Malaysia (2.98 N, 101.77 E). It is located about 20 km south of Malaysia's capital, Kuala Lumpur. One of the well known places in Kajang is Sungai Chua. The population of Kajang has grown rapidly in the past few years. As of 2004, new Kajang townships have been developed and are currently buzzing with night-life. These include the Prima Saujana and Kajang Perdana (Kajang Highlands) housing estates. Areas surrounding these new townships are easily accessible via the new SILK Expressway.

Residences Prima saujana- kajang

Perdana-kajang

 Quality of Development :
In Kajang we have to increase the quality of development in all fields of life for instance: 1- Health and quality of life: People, human health and improved quality of life are at the centre of sustainable development concerns. People are entitled to a healthy and productive life in harmony with nature. 2- Social equity and solidarity: Development must be undertaken in a spirit of intra- and inter-generational equity and social ethics and solidarity. 3- Environmental protection: To achieve sustainable development, environmental protection must constitute an integral part of the development process. 4- Access to knowledge: Measures favorable to education, access to information and research must be encouraged in order to stimulate innovation, raise awareness and ensure effective participation of the public in the implementation of sustainable development.

 Integrating Transport and Development Transportation, as a core component supporting the interactions and the development of socioeconomic systems, has also been the object of much consideration about to what extent it is sustainable. Sustainable transportation can be defined as:

The capacity to support the mobility needs of people, freight and information in a manner that is the least damageable to the environment.
Sustainable development applied to transport systems requires the promotion of linkages between environmental protection, economic efficiency and social progress. Under the environmental dimension, the objective consists in understanding the reciprocal influences of the physical environment and the practices of the industry and that environmental issues are addressed by all aspects of the transport industry. Under the economic dimension, the objective consists of orienting progress in the sense of economic efficiency. Transport must be costeffective and capable of adapting to changing demands. Under the social dimension, the objective consists in upgrading standards of living and quality of life.

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 Minimum environmental impact due to surge in

travel demands :
In order to effectively mitigate the adverse impacts of current transportation systems, strategies must be devised to manage (reduce) transport demand for passengers and freight as wells as to redistribute this demand in space or in time when possible. If unsubsidized transportation is inexpensive (of that its price is declining), it is a good signal of its sustainability. Increasing transport costs and the pressure to subsidize them can be interpreted as signals that they may be unsustainable. There are several interrelated ways in which transportation systems can adapt to cope with transport demand and reach a better level of sustainability: 1. The densification and agglomeration of activities can involve spatial structures such as logistics zones or transit oriented developments and can result in reduced vehicle trips and increase some of the sustainable transport alternatives 2. Full-cost pricing involves the full (or partial) recovery of costs related to the public investments incurred by varying levels of government in relation to constructing, repairing and operating transport networks. 3. The strategy of traffic bans is a more direct method of reducing traffic demand.

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 Development Access: Pedestrians, disabled people, cyclists, public transport, private transport
Pedestrians are a part of every roadway environment, and attention must be paid to their presence in rural as well as urban areasBecause of the demands of vehicular traffic in congested urban areas, it is often extremely difficult to make adequate provisions for pedestrians. Yet this must be done, because pedestrians are the lifeblood of our urban areas, especially in the downtown and other retail areas. In general, the most successful shopping sections are those that provide the most comfort and pleasure for pedestrians.

In the past transport planning has tended to concentrate on providing for the needs of vehicular movement, to the detriment of pedestrians, cyclists and, especially, disabled people. This has resulted in an

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imbalance in the provision of quality transport, an imbalance which is particularly serious in view of the importance of walking and the increased interest in cycling. It is important to recognize the forces influencing the demand for provision of more and better pedestrian and cyclist facilities. Undoubtedly one important factor has been the increased awareness of the environmental problems created by the rapid national and worldwide growth in vehicle travel, but of equal importance has been the recognition by many people of the need for physical fitness and the role that walking and cycling can play in achieving this. The demand for pedestrian and cycle facilities is influenced by a number of factors, of which some of the most important are: 1. The influence of topography- Cycling and pedestrian activity, particularly the former tend to be at a higher level in fiat areas than in hilly ones. 2. The nature of the local community-Cycling and walking are more likely to occur in a community that has a high proportion of young people. 3. Car ownership - The availability of the private car reduces the amount of walking and cycling, even for short journeys. 4. Local land use activities- Walking and cycling are primarily used for short distance trips. Consequently the distance between local origins and destinations (e.g. homes and school, homes and shops) is an important factor influencing the level of demand, particularly for the young and the elderly. 5. Quality of provision- If good quality pedestrian and cyclist facilities are provided, then the demand will tend to increase. 6. Safety and security- It is important that pedestrians and cyclists perceive the facilities to be safe and secure. For pedestrians this means freedom from conflict with motor vehicles, as well as a minimal threat from personal attack and the risk of tripping (particularly important for elderly persons and pregnant women, there is also the security of the parked cycle at the journey destination.

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In order to reduce the congestion in a city we have to draw up a plan to influence modal shift from private car to public transport so we can suggest some of necessary measures that have to taken so that most likely will influence the shift effectively: Expanding the network of Quality Bus Corridors along major routes as a first step to improving the quality of bus services throughout the area.. Improving network coverage to give access to key facilities. Improving bus stations and bus stops to improve the waiting environment. Improving the scope and range of information provided to passengers.

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Maintaining a range of tickets which allow travel throughout the network or can be used on trams and trains. Making it easier to change between services and modes by providing better information, simplifying ticketing and improving waiting area and reducing waiting time. Improving safety and security by increasing staff presence on and around buses, improving waiting areas tackling anti-social behavior. Improving the physical accessibility of ordinary services by raising kerbs and introducing low floor vehicles, and improving access to specialist services like Rang and Ride. Introducing measures to reduce the contribution of buses to air pollution. Introducing schemes to provide dedicated school buses.

Parking
Parking is the act of stopping a vehicle and leaving it unoccupied. Parking on one or both sides of a road is often permitted, though sometimes with restrictions. Parking facilities are constructed in combination with some buildings, to facilitate the coming and going of the buildings' users.

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Parking controls, raising parking prices or reducing the amount of parking areas, can be used to deter the use of privately owned vehicles in areas of highest demand by raising the price of commuting to high density areas. Again, the expected result of this strategy is to encourage (or force) commuters to seek cheaper alternatives either in mass transit or carpooling. In kajang By use multi center strategy we can reduce the traffic jam in city center and solve the parking problem and by construct Kajang Sentral in Kajang station location all the parking problem will be solved.

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 Urban Design Principles

Planning to effectively meet the conditions and realities of a Post Carbon, Climate Responsible world will require a shift in our current understanding of what constitutes good urban design and planning. Many of the practices that we now take for granted, such as planning cities around automobile transportation, and zoning for single uses, will no longer be economically, environmentally, or culturally viable. To address the changes in urban design and planning, we are putting forward the following principles for resilient urban planning and design in a post-carbon, climate-responsive building environment.
1. Density, Diversity and Mix

Resilient Cities and neighbourhoods will need to embrace density, diversity and mix of uses, users, building types, and public spaces. Creating resiliency and reducing the carbon footprint of urban development requires us to maximize the active use of space and land. A single use low density residential neighbourhood or suburban business parks, are typically underutilized during long periods of time. A vibrant and sufficiently densely populated urban environment, by contrast, is well used round-the-clock, all days of the week, and during all seasons. This results from a closely knit mix of uses (e.g. offices, residences, coffee shops etc.), with sufficient density, and which are accessible to a diversity of users (e.g. children, youth, seniors, high-income, low-income,etc.). Dense mixed use neighbourhoods also allow for the effective functioning of all types of business, social and cultural activities with very low inputs of energy for transportation and logistics, thus increasing the resilience of these neighbourhoods

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2. Transit Supportive

Resilient cities and neighbourhoods will develop in a way that is transit supportive. After walking and cycling, transit is the most sustainable mode of transportation. Resilient cities will need to re-orient their way of thinking, by shifting from car oriented urban patterns (e.g. cul-de-sacs and expressways) to transit oriented urban patterns and developments (e.g. mobility hubs, intensified corridors, and TODs). Not only will pedestrian, and mass transportation friendly planning increase the quality of life of a cities, as fuel prices rise after Peak Oil, only cities that are viable without heavy dependence on the car will have the best chances of economic and social success.

3. Pedestrians

Resilient cities and neighbourhoods will prioritize walking as the preferred mode of travel, and as a defining component of a healthy quality of life. Reducing car-dependency is a key objective and imperative. Luckily, the alternative modes of transportation namely walking, cycling, and transit result in more sustainable urban environments, and in an improved quality of life. It are the cities and neighbourhoods that have prioritized walking, that have created desirable locations to live, work, play, and invest in. (The term pedestrian, as used in these principles, includes persons with disabilities.)

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4. Place-Making

Resilient cities and neighbourhoods will focus energy and resources on conserving, enhancing, and creating strong, vibrant places, which are a significant component of the neighbourhoods structure and of the communitys identity. All successful cities and successful neighbourhoods include vibrant places, with a strong sense of identity, which are integral to community life and the public realm: parks, plazas, courtyards, civic buildings, public streets, etc. A resilient post-carbon community, which reorients city-life to the pedestrian scale (a 500 m radius), must focus its efforts to creating a number of local destinations, which attract a critical-mass of users and activities. Sprawl, for example, has very little place-making. A traditional village or an urban downtown, by contrast, have innumerable nocks and crannies, grand public spaces, gorgeous streetscapes, which make them desirable, successful, and sustainable. Heritage resources buildings, structures, and landscapes represents a significant opportunity for place-making (i.e. through their cultural significance and identity), as well as a significant environmental investment (i.e. through their embedded energy) that should be conserved and leveraged.
5. Complete Communities

Resilient neighbourhoods will provide the needs of daily living, within walking distance (a 500 m radius). Resilient communities, will reduce their carbon footprint by ensuring people opt to walk or cycle, instead of using a car. To achieve this, destinations must be accessible within a pleasant

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walking distance people should be able and willing to walk from home to work, to school, to shop, to recreate, and to engage the activities of their everyday life. Longer distances should be achievable through transit. Connectivity is central to making an area pedestrian oriented. Streets and pedestrian walkways must be enjoyable to walk, must link key destinations, and must operate at a fine scale. Communities must also be compact and concentrate a critical-mass of people and activities to support walking, and to support animated and vibrant place-making.

6. Integrated Natural Systems

Resilient cities and neighbourhoods will conserve and enhance the health of natural systems (including climate) and areas of environmental significance, and manage the impacts of climate change. Our individual and collective health is intricately tied to the health of air, water, land, and climate. How we choose to live, how we choose to move around, how we develop land, all have an impact on the quality of the air we breathe, the water we drink, and the weather we experience. Cities and neighbourhoods need to develop in a way that conserves and enhances the quality of the water flow and supply, likewise for the quality of air and land. Climate is, increasingly, a key driver to transforming our development patterns and living choices. Action on this front is imperative. The health and integrity of wildlife and vegetation are also a priority. Protecting existing biodiversity, indigenous or endangered

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species, wetlands, the tree canopy, connectivity, are all a necessary aspect of securing healthy natural systems.
7. Integrated Technical and Industrial Systems

Resilient Cities and neighbourhoods will enhance the effectiveness, efficiency and safety of their technical and industrial systems and processes, including their manufacturing, transportation, communications and construction infrastructure and systems to increase their energy efficiency, and reduce their environmental footprint. The economic health and vitality of cities is inextricably bound up with the effectiveness, efficiency and safety of its technical and industrial systems and processes. The importance of reducing negative environmental impacts of economic activities and processes, as well as reducing their dependence on fossil fuels will require us to develop more integrated and more highly efficient industrial processes and technical systems that ensure a maximum of efficiency in the use of both materials and energy resources, as well as the elimination of all wasteful and potentially harmful bi-products. Technical and industrial uses need to be integrated into the city in ways that allow them to make the most efficient and synergistic connections and associations with similar and complementary uses that will design for waste products from one industry or technical process (such as heat energy) to be effectively used as a beneficial input in another industry or technical process, thus increasing the overall efficiency of the city as a system, while reducing the creation of harmful and/or wasteful bi-products. The health and integrity of the neighbourhoods that these technical and industrial systems are part of is also a priority for the Resilient City.

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The strategic integration of industrial and technical systems into mixed use neighborhoods' should be planned so as to produce not only better economic performance, but also to create easily accessible and safe working environments, healthy surrounding neighborhoods, and no negative impacts on the natural environment.

8. Local Sources

Resilient regions, cities, and neighborhoods' will grow and produce the resources they need, in close proximity (200 kilometer radius). The environmental cost of the movement of goods and energy increases every day, and the potential for price increases in transportation fuels as a result of Peak Oil increase the future costs of non-local sources. Thus, populations must seek to satisfy their consumption needs from local and regional sources. The 100-mile diet and local-food movement has increased awareness of the importance of consuming local products, to decreasing our carbon footprint. The same principle that applies to food, also applies to the manufacture of goods, the production of energy (e.g. district energy, district heating), recreation needs (i.e. 100-mile tourism), waste disposal, water management, and any other resources which we consume.

9.Redundant and Durable Life Safety and Critical Infrastructure Systems

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Resilient Cities and neighbourhoods will plan and design for redundancy and durability of their life safety and critical infrastructure systems. Planning and design of these systems will aim for levels of redundancy and durability that are commensurate with the increasing environmental, social, and economic stresses associated with the impacts of climate change and peak oil. The physical, social and economic health of the Resilient City and its citizens is directly connected to the citys ability to maintain the effective functioning of its key life safety and critical infrastructure systems especially during episodes of intense environmental stress (such as during severe storms, floods, or other weather related events). Key infrastructure systems such as drinking water supply, electrical power, and residential heating in winter, and key life safety systems, such as police, fire, and emergency response services and their support systems, must be planned and designed for a level of redundancy and durability that will allow them to be durable enough to resist present and future environmental stresses, as well as to have enough redundancy built into their design to allow the system as a whole to remain sufficiently functional and intact that if one or more constituant parts of the system is compromised, the system as a whole will nevertheless remain operational and able to provide the necessary outputs or services.
10. Resilient Operations

Resilient cities and neighbourhoods will develop building types and urban forms with reduced servicing costs, and reduced environmental footprints. Urban sprawl is extremely expensive to service and maintain the amount of land, roads, pipes, and infrastructure required per capita is

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disproportionately large. A compact, mixed-use urban environment, by contrast, is far more efficient in its demand for municipal services and infrastructure requirements. Resilient cities will not subsidize inefficient forms of development.

Context for overall plan

considers the wider context of the local setting, the characteristics of the site for development, and strategies for the overall design character of a proposal, to be attractive and function well, the plan should take into account the following:

1- Respecting the local site

The design should pay particular attention to the characteristics of the local setting. The context of the site should be analyzed to ensure that the development will: respect the qualities of the best of the surrounding landscapes and townscapes, provide spatial characteristics and building forms that are sympathetic to the surroundings, respond to existing land uses and provide an appropriate mix of dwellings and uses, Integrate with existing patterns of movement.

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2- Responding to the site

The design will need to respond sympathetically to the characteristics of the site to achieve the quality desired. This section illustrates relevant aspects for undertaking the necessary site evaluation, and includes guidance on assessments of the history of the site, landform, flora and fauna, climate and noise and nuisance. Main objectives The characteristics of the site should be analyzed to ensure that the development will: respect the history of the site, and appropriately protect and integrate features of the archaeological and built heritage, respond to the form of the land, its contours and views to and from the site, make the best use of existing vegetation, and protect or create, appropriate conditions for flora and fauna to thrive, Promote designs that respond to the microclimate of the site, and that might contribute to the energy efficiency of the buildings designed.

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3-creating attractive surroundings and spaces to live

Main objectives

The Department will wish to see designs that have: a distinctive overall sense of place that takes into account the characteristics of the site and its setting, quality and sustainability in the overall layout, in the form and detailed design of the buildings, and the spaces around, a visually attractive human scale in each of the places created within the development, an appropriate use of trees and other plants, a feeling of security and a sense of vitality in all parts of the layout,

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safety and security

Security and safety environmental sustainability are not only compatible goals, but security is also a critical component and integral part of sustainability. Sustainability has been considered the broader, more encompassing category, and the role and importance of security as an element of sustainability is often not explicitly recognized. There are essentially three key principles to building in safety, namely: Ensuring natural surveillance and human presence. This is achieved by: - making buildings front onto the public realm . - putting eyes on streets and minimizing exposed blank facades. - mixing uses, particularly at ground level, adding vitality at different times of the day and night and over time. - designing an integrated network of streets. - locating parking in front of buildings on-street or in secure private courtyards. - being careful not to make planting too high or dense to screen Potential assailants in certain locations. minimizing conflict by providing safe routes for walking and cycling . designing-in territoriality and community involvement.

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When people view public space as their own, they begin to take responsibility for it. Places can be designed to foster a sense of ownership, mutual protection and belonging (a factor emphasized in the design of Greenwich Millennium Village).

Landscape and biodiversity

The world is losing biodiversity at an increasing rate due to human activity causing fragmentation of habitat and destruction of ecosystems. These losses are irreversible, and harm the life support systems we depend on. Humans, being part of this biodiversity network, have the power to protect or destroy species, habitats and whole ecosystems. Safeguarding biodiversity by, for example, maintaining a patchwork of green spaces and ponds in gardens and the public domain has a cumulative benefit to wildlife.

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Biodiversity is the term for every living thing on Earth from the smallest microscopic organisms to the biggest blue whale and the habitats they depend on. Biodiversity also includes every one of us, although we currently pose the greatest threat to nature. We also offer the only hope for protecting and conserving the diversity of life for future. The rich variety of life is essential for sustaining the natural living systems, or ecosystems, that provide us with food, fuel, health, wealth, and other vital services.

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 Renewable energy
In energy-related engineering, a common approach is to apply a principle known as the trias energetica . This is a three-step method for increasing the sustainability of energy systems by: 1- Reducing the demand for energy. 2- Applying renewable energy sources wherever possible. 3- Filling in the remaining need as efficiently and cleanly as possible with fossil fuels.

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Air Quality

The quality of Kajang water is influenced greatly by human development. 1. Acid rain is a common problem. The expanse of hard impermeable surfaces in cities results in large bodies of rainwater requiring collection and discharge elsewhere. 2. Dust, dirt and other solid pollutants are washed with rainwater into drains, the water sometimes discharged untreated into local waterways. 3. Drinking water from local waterways often requires treatment with chemicals to combat bacteria and other micro-organisms from such pollution. In certain areas of known high levels of ground water, direct drainage, or enhanced surface permeability should be avoided. In other areas the full potential for the use of sustainable drainage options such as green roofs, porous pavements, and other measures to minimize surface water run-off from site should be reviewed and where practicable incorporated.

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 Water quality and drainage

Water quality is relative and is defined as the characteristic of water that influences its suitability for a specific use. Quality is defined in terms of physical, chemical and biological characteristics. Drainage water is no different from any other water supply and is always usable for some purpose within certain quality ranges. Beyond these limits, drainage water must be disposed of in a manner that safeguards the usability or quality of the receiving water for present established and potential uses.

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Surface and subsurface drainage water from irrigated agriculture is normally degraded compared with the quality of the original water supply. Drainage water that flows over or through the soil will pick up a variety of dissolved and suspended substances including salts, organic compounds and soil particles. Management for safe re-use and disposal requires an understanding of the characteristics of the drainage water, and a matching of those characteristics to the environmental protection needs of the re-use or disposal area.

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