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1ISBN 978-967-5418-17-4ITRC CONFERENCE PROGRAMMEDAY 1 - 12th April,
2011 (Tuesday)ITRC CONFERENCE PROGRAMMEDAY 1 - 12th April, 2011
(Tuesday)ITRC CONFERENCE PROGRAMMEDAY 1 - 12th April, 2011
(Tuesday)ITRC CONFERENCE PROGRAMMEDAY 1 - 12th April, 2011
(Tuesday)N= (total crosswalk + total median crosswalk sections that
P=0/70=0 street needs)*2PI20=0P=C/N PI20=1 P >=1 PI20=P P =1
PI20=P P [Assessed 1 August 2010].Li, R., (2004).Examining travel
time variability using AVI data . Technicalreport, Instituteof
Transport Studies, The Australian key Centrein Transport
Management, Monash University.<
http://www.sidrasolutions.com/documents/ > [Accessed 1st Auguest
2010].MacDonald, M. (2008).Estimation of DTDV functions for
motorways . Technical report, Department for Transport, Great
Minster House, 76MarshamStreet, London, UnitedKingdom.<
http://www.dft.gov.uk/pgr/economics/> [Assessed1 August
2010].Ng, M., &Waller, S. T. (2010). Acomputationallyefficient
methodologyto characterizetraveltimereliability using the fast
Fourier transform.TransportationResearch Part B, 44(10), pp.
1202-1219.Peer, S., Koopmans, C., & Verhoef, E. (2009).
Predicting Travel Time Variability forCost-Benefit-Analysis.<
http ://www. internationaltransportforum .org/Proceed ings/rel
iabil ity/Peer. pdf> [Assessed 1st August 2010].85Van Lint, J.
W. C., van Zuylen,H. J., & Tu H. (2008).
Traveltimeunreliability on freeways: Why measures based on vari
ance tel l onl y hal f the st ory. Transportation Research Part A ,
42 (1), pp. 258-277.86009 YES WE CAN !REDUCE ROAD CONGESTION AND
CO2 EMISSION BY INTRODUCTIONOF A NEW INTERMODAL LOGISTICS
CHAINNatasa Gojkovic Bukvic1,21, Management Consultancy, Bari,
Italy2, MC, Sarajevo, Bosnia and
Herzegovinanatasagb@gmail.comABSTRACT: Theproject
startsfindinganadequatetransport anddevelopment of
infrastructurechangingpolicyinstrument reducingcongestion,
makingroadssafetyand reducingenvironmental impacts. Inthecaseof
implementationof anewcorridor, canalizingtransportfrom EU through
shortsea shippingand block trains andeconomic
growthandgrowthinfreight transport, thesolutionisnot
inreductionoftransport butin redistribution between modes. The
final goal is to develop a common market in the sphere of transport
services reducing greenhouse gas emission and to develop a common
transport policyforsouth-east Europe. Themaingoal of theproject
istogiveanopportunityto demonstrateanincreasmentof
thedemandforintermodal/combined logistic chainusing short sea
shipping and railways finalizing to a two main objectives: reduce
road congestion and reduce of CO2emission. Finally, implementation
of legal regulations under supervision couldproducedifferent
positiveconsequencesontransport, environment, crimecontrol,
protection and defense.Keywords :EU common transport policy,
Balkans, intermodal logistic chain, reduce road congestion, CO2
reduction1. INTRODUCTIONInternalization of external transport costs
are seen as an important instrument ofstimulation of intermodal
transport observed in the White Paper of the EuropeanCommission
(COM 2001). European common transport policy consists in
reformingnational policies of member states with an aim to shaping
a new European Unioncommon policy. The goal of the process is to
develop a common market in the fieldof transport services and to do
so, may be a solution should be to develop acommon transport policy
for south-east Europe and to the declared aims whichcould
contribute economic growth, stability and cohesion in this part of
Europe. TheEU strategies for the region have a social dimension
such as the EU Roadmap onenlargement for the Balkans (Tilling
2007). European Commission has preparedthe following steps:1 .The
selection of a limited number transport infrastructure projects of
regionalinterest (selectionof mainroadandrail axes, selectionof
seaportsetc.)(Memorandum of Understanding) with a subsequent aim of
channelling investmenttowards the selected projects.872.Li berali
zati on of transport operati on servi ces and openi ng access
toinfrastructure.Creation of the demand forintermodallogistic chain
using short seashipping and railways would underline two main
objectives such as reduce road congestion and reduce of
CO2emission. The realization of both objectives consequently will
reach a finalaimofincreasing profitand giveabetter
contributiononthe environment by reduction of greenhouse gas
emission.1.1 Brief history of a common transport policy for the
European UnionAcommontransport
policystartsfrom1999whentheStabilityPact for SE Europewasset
upbyEuropeanCommission. EUtodayisapromoter of intra-regional
cooperation, with special interest in transport
section.Themainobjectivesfor theroadtransport aretoimprovequality,
applyexisting regulations more effectivelyby tightening
upcontrolsandpenalties. TheWorldBank document
RailwayReforminthewesternBalkans(2005) containsalist of recommended
railway reform measures to be implemented by each western Balkan
countrysuchasstaff reductions, privatizationof freight
operatorandclosingloss making local lines .Objectives for
theseaandinlandwaterway transport aretodevelopthe infrastructure,
simplifytheregulatoryframeworkbycreatingone-stopofficesand
integratethesocial legislationinorder tobuildveritablemotorwaysof
thesea. Proposedmeasuresareakeypart of intermodality,
whichallowawayround bottlenecks between France and Spain in the
Pyrenees or between Italy and the rest of Europe in the Alps, as
well as between France and the United Kingdom and looking ahead
between Germany and Poland. The Commission has proposed a new
legislative framework for the ports which is designed to lay down
new, clearer rules onpilotage, cargo-handing, stevedoringetc;
tosimplify therulesgoverning operation of ports themselves and
bring together allthe links in the logistics chain (Pilsoo
2003).Objectives for the intermodality are to shift the balance
between modes of transport by means of a proactive policy to
promote intermodality/combined transport by rail,
seaandinlandwaterway.
IntheseconnectionmajorinitiativesistheMarcoPolo community support
program to replace the current program. Proposed measure is to
openal l appropri at eproposal st oshi f t f rei ght f romroadt oot
hermore88environmentallyfriendlymodes.
Theaimistoturnintermodalityintoacompetitive,
economicallyviablereality, particularlybypromotingmotorwaysof
thesea(COM 2001).1.2 What does European Union plan for the
region?ThePlanof theEuropeanUnionhashardandsoft measures. Thehard
measuresarerelatedtoinfrastructuresandsoft
measuresareharmonizationand reforms(technical standardsandborder
crossingprocedures). Thesoft projects consider rail and ports
,whichboth are ably affectedbyregionalizationand so
IntergovernmentalWorking Group on Railway and IntermodalPolicy were
set up. One of the main job of the Working Group is to make an
inventory of rail reforms andfurther recommendmeasures that
ensuretheregional integrationand harmonizationof thereformsfor
everycountryandtoopenaccesstotransport infrastructure. Governments
have usually denied railways enterprises the freedom of acommercial
business. Thismustchange. Somerailways may focus entirelyon their
corebusinessof operatingtrainswhileothersmaychoosetoenter into
partnership for example with road haulers or logistics companies
and offer door to door intermodal services.
SomemayoperateacrossEurope, whileothersmay concentrate on
localservices.What is in common for allrailways in Region? The
simplestanswer should be that they must focus oncustomers necessity
and the best way how to satisfy these needs.The imperativeis to
establishcommon traffic management whom focus would be on planning,
monitoring, control and/or influence of traffic. As wellreported in
The World Bank document (2005) where the aim has
beendiscussedinorder tomaximizetheeffectivenessof theuseof existing
infrastructure, ensure reliable and safe operation of transport,
address environmental goals and ensure fair allocation of
infrastructure space (road space, rail slots etc.) among competing
users. Regarding seaports intention is to identify which regional
port (out of total number of seven ports in the regional core
network) provides the best long-term solution for Adriatic
shipping.REBIS is a network and a study that includes the mail rail
and road connections betweenthefivecapitalsof theregion, aswell
asthecitiesof BanjaLuka, Podgorica and Pristina; the linking of
these cities with the capitals of the neighboring count ri es and t
o t he port s of t he Adr i at i c Sea and t he ri ver Danube
(www.seerecon.org).891.3 Social impactTheEuropeanUnionfoundout that
transport hasadeterminant impact on regional development
andregional cohesion. South-East Europecountriesare
moresensitivebecausefacingmoreor lesscritical levelsof
socio-economic, stability and having a rich history of
ethno-political problems.Most countries in the region have very
high (30%) rate of unemployment reached alsoas a result
fortransiting,theBalkanconflicts etc.Forexample: asectoras railways
transport where 50% of labor force has left their jobs within last
ten years. The current plans to liberalize rail transport in the
region will have a further impact on jobs and with no chance of
resorting to voluntary departures or early retirement
schemes.Regarding seaports, the intention is to selecta few ports
ofregionalinterestfor future investments. This is another
criticalimpact on port-dependent communities and domestic
economies. Here are some key questions such as:What are the job
opportunities for the people who leave the transport industry?What
are the measures to retain the active population in the labor
market-training and job opportunities?The trade unions should be
involved as a social partners in the process of reform
andsomeotheraspectsmust bepointedout: South-East
Europecountrieshave youngdemocraciesandsolesstransparencyandsocial
dialogue. Assistanceof European Union on South-East Europe
countries also as a pressure to implement social dialogue,
consultationandinformationmechanisms. International financial
institutionsoftenabarrier for thereformprocessbecauseof chain
ofblame socialdialogue at nationallevelConsultation of trade union
on the European Union regional transport policy for south-east
Europe (De Placio, 2005).1.4 Environmental issues
aspectThefollowingresearchtargetsintheareasof environment,
energyand resources has beenidentifiedby
ERTRAC(TheEuropeanRoadTransport Research Advisory Council,
2010):-Improvements in vehicle efficiency should deliver as much as
a 40% reduction inCO2 emissions for cars and 10% for heavy vehicles
for the new vehicle fleet in 202090- Fuel consumption and CO2
emissions should fall by at least 10% for cars and 5%for heavy
vehicles as a result of better vehicle maintenance and driving for
fuelefficiency- Further reductions in fuel consumption of 10-20%
should result from improvementsto
roadinfrastructure,betteruseoftransport modes,
ITsystems,highercaroccupancy rates and freight loading factors-
Further reduction of carbon emissions associated with fuel
production should beachieved- By 2020, fuelcellvehicles and low
carbon or hydrogen fuels should startcontributing to carbon
reduction, provided sustained research efforts are begunnow- By
2020, Euro 5 and 6 vehicles should be well established in the
vehicle fleet- transport noise should be reduced by up to 10 dB(A)
through a system approachincluding better indicators and
improvements to vehicle and infrastructure (Schade2003)-
Sustainable use of resources and recycling of vehicles and road
infrastructurematerials should contribute to the preservations of
the environment (ERT
2010).Researchhasbeenconductedandtherearesomemeasureswhichhaveenvironmental
impact of transports: regulations on the use of vehicles and
theeffective enforcement of those regulations; demand management
approaches whichreduce the need to travel or the use of less
sustainable modes: pricing measures;soft options such as travel
plans and informational and behavior change campaignsand land use
planning (EEA 2003).Research on climate change for the United
Kingdom Government From the TyndallCenter for Climate Change
Research (Bows at al. 2006; Banister et al. 2006) hasshown that
limiting carbon emissions from transport in order to achieve
sustainabilitytargetswill beextremelydifficult toachieve.
Theseenvironmental aspectsoftransport cover the full life cycle of
transport.(Banister et al. 2000). The largestimpacts come from
transport use, but the effects from development and constructionof
infrastructure and vehicles, as well as the waste from the
disposal, and to theenvironmental costs of transport.The Transport
and Environment Reporting Mechanism report for 2008 from
theEuropean Environment Agency , concludes that the current
economic turmoil maylessen the demand for transport, but the
transport sector still contributes significantly91to rising
emissions of greenhouse gases, noise exposure, air pollution,
fragmentation of habitat and impacts on wildlife.Thereis growing
awareness ofthe transport sectorsdisproportionateimpactonthe
environment, the report shows that there is little evidence of
improve performance of ashift tosustainabletransport acrossEurope
(EEA2004; EEA2009). The increasingvolumeof transport
ischallengingtheEUtransport policyof decoupling transport usage
from economic growth.Growing transport volumes have driven
emissions up by 27% between 1990 and 2006 (excluding the
internationalaviation and marine sector), so transport issue is
movingupintomanypolitical agendaandmoreresearchinthisareaisbeing
conducted. Theworldstotal energyconsumptionisexpectedtoincreaseat
an average annual rate of 1.7% to 2.0% (EEA 2005; EEA 2006). The
transport sector will represent 63% of the increase in global oil
demand over the period 2004 to 2030 and in non-OECD countries
transport willbe the biggestcontributor to oildemand growth.
(Transplus).The principal topics could be recognized in
environmental benefits which are: Tdecrease CO2 emission,avoid
accidents and areduce traffic congestionThe main goal of the
project is to give an opportunity to demonstrate an increasment of
the demand for intermodallogistic chainusing shortsea shipping
andrailways finalizingtoatwomainobjectives:
reduceroadcongestionandreduceof CO2 emission.
ConnectingSouthernpart of Europeusingintermodal transport chain
(short sea shipping (Ro/Ro) and railways and in that case eliminate
road transport means directly reduction of road traffic and of
course enormous reduction of CO2. Kreutzberger et al. (2003)
reported accidents, noise, air pollution, climate change and
congestion.as the most important external costs of transport. The
external costs of long distance road haulage are twice as high as
those of rail haulage, and 5 to 6 timesthat of
bargeandshort-seashipping. Thelargest external costsof road
transport arelocal emissions(33%), congestion(23%)
andaccidents(22%) The largest one of railtransport are
localemission (31%), noise (28%) and infrastructure (23%).
Onthebaseof what hasbeendemonstratedabovecongestionand accidents
costs are much more than 50% of external costs in road transport
and92those could be easily improved switching in a rail transport
where that is possible or still better switching into a intermodal
logistic chain.Thenewmodal shiftedroute,
asrecentlyshowedbyresearchesof European Environmental Agencythat
emissionsof 51%of nitrogenoxide, 34%of volatile
organiccompoundsand65%of carbonmonoxideareimputabletoroadtraffic,
could decreaseall theabovementioned elementsand help in global
environment situation of South-East Europe. The most part of motors
pollute are caused by the
dieselsenginewhichareequippedmostlyinusedincommercial vehicles(EEA
2007; EEA2008). Improvingthismultimodal transport chainit
alsogivesocial benefitslinkedtotheroadsafety. Infact,
theforeseenreductionof thefreight transport by road, especially on
long distance transport (with high safety risks) and it implies a
consistent reduction of the driving kilometres The quantitative
environmental andsocial
benefitshavebeencalculatedwiththecomparisonof the difference
between the relevantexternalcostsforthe old route entirely done by
trucks and the new intermodal road short sea shipping and railways
.2. PROJECT IDEATheproject
ideaistocreateunaccompaniedcombinedtransport chainof
intermodaltransport units in South East Europe between BariLogistic
Center and Logistic Railways Terminals inBosnia andHerzegovina,
Serbia, Romania, Montenegro, Croatia and Bulgaria avoiding the road
traffic and reduction of CO2 usingshort
seashippingbyRo/Rovesselsandblocktrains. TheEuropean Commission has
developed policy measures to shift the balance between transport
modes with special focus on promoting intermodal transport. The
type of transport hasbeenstronglyadvocatedbecauseof environmental
concernsandsafety reasons to avoid road congestions.The thing to do
is to organize railways practice in allBalkan Peninsula countries
mixingprivateandpublicconsortiumwhichcouldbeabletomovemerchandise
from/ to Southern Europe to/from Eastern Europe. To start up a
common railways practice it is necessary to create a
Intergovernmental Working Group on Railways- newrailwaymanagement
model abletotakecareof theopportunitiesgivenfor intermodal
transport sector - which will include all countries interested in a
project start up. The aim of EU policy has been to reduce and in
the future to eliminate technical and operational differences among
national railway systems and achieve93harmonizationinterms of
technical specifications for infrastructure, signaling,
telecommunicationsandrollingstockaswell ascertainoperational
rules(CEC 2001; CEC 2006) This group should create common
intermodal policy.3. CONCLUSIONIt is necessary to recognize that
the environmental and social implications of the transport need to
be constantly and carefully
monitored.Thestartingpointistofindsustainabletransportand welcome
the developmentof infrastructure changing as a policy instrument to
contain and reduce congestion and reduce environmentalimpacts.
Kreutzberger (Kreuntzberger etal2003) state that the
environmentalperformance of intermodaltransport is substantially
better than that of unimodal road transport when looking at every
use and CO2 emission and this is even more outspoken when also
local emissions, accidents, congestion and noise are integrated. As
regards of the automatic link between economic growth and
growthinfreight transport, thesolutionisnot inreductionof transport
but in redistributionbetweenmodes. Thisisareasonwhyaproject
ideacouldhave success. Inthiscasewearenot onlytalkingabout
redistributionbetweenmodes (Ogorelc 2003) of transport but also
implementing a new corridor. Fair and efficient pricing,better
investments and someofpolicy toolsthatcanhelp to achieve this.
Enlargement of the European Union is set to trigger larger
exchanges of goods and so need for additional investments in
transport infrastructures. Its well known south-east Europe
transport system distinguishes itself by extremely fragmented
transport, i.e. 5000 km of border. Italy, especially South Italy,
with its geographical position and alsocultural, political,
humanitarian, historical connectionscouldhaveprestigeand favorable
role between European Union and Balkans. Furthermore,
implementation of l egal regulati ons under supervision coul d
produce different positive consequencesontransport, environment,
production, crimecontrol, protectionand defense etc. The European
Commission is supporting the idea that transport costs should
reflect the true impact on environment and society and is
relentlessly pushing towards the so called internalization of
external costs as a policy instrument in order to establish fair
and efficient pricing of different transport
modes.REFERENCESBanister.D and Hickman.R (2006) How to design a
more sustainable and fairer builtenvironment IEEE Proceedings of
the Intelligent Transport System 153(4). 276-29194Banister.D,
Stead.D, Steen.P, Akerman.J, Dreborg.K,
Nijkamp.PandScheicher-Tappeser.R (2000) European Transport Policy
and sustainable mobility ; London E&FN SponBows.A, Anderson K.
and Upham P. (2006) Contraction & Convergence:UK
carbonemissions and the implications for UK air traffic Tyndall
Centre Technical Report 40Commission of the European Communities
(CEC) (2001) , White paper: Europeantransport policy for 2010: time
to decide Luxemburg: Office for Official Publications of the
European CommunitiesCommission of the European Communities (CEC)(
(2006) Keep Europe Moving-Sustainable Mobility for Our Continent ,
Mid-term review of the European Commissions 2001 Transport White
Paper Luxemburg; Office for Offical Publications of the European
CommunitiesCommission of the European Communities (CEC)(2007a)
Towards a new culturefor urban mobility : DG TREN , BrusselsCOM
(2001) White paper:European transport policy for 2010:time to
decide. 370De Placio (2005) See the 2005 report of the High level
Group co-ordinated by Loyola de Placio Networks for peace and
development-extension of the majortrans- European transport axes to
the neighbouring countries and regions , on the basis of which the
European Commission will issue a Communication in autumn
2006European Environmental Agency (EEA) (2003) Term report
indicators , Luxembourg: Office for Official Publications of the
European CommunitiesEnvironmental Agency (EEA) (2004) Transport and
Environment in Europe , Luxembourg: Office for Official
Publications of the European CommunitiesEuropean Environmental
Agency (EEA) (2005) Core set of Indicators , Luxembourg: Office for
Official Publications of the European CommunitiesEuropean
Environmental Agency (EEA) (2006) Transport and Environment:facing
a dilema,TERM 2005 Indicators tracking transport en environment in
European Union. Report 03, European Environment Agency, Copenhagen
(May 2009). reports.eea.europa.eu/eea report 2006 3/en/eea report 1
2005.pdf European Environmental Agency (EEA) (2007) Transport and
Environment: on theway to a new common transport policy , TERM 2006
:Indicators tracking transport andenvironment
intheEuropeanEnvironment Agency, Copenhagen(May2009)
reports.eea.europa.eu/eea report 2007 1/en/term 2007.pdf European
Environmental Agency (EEA) (2008), Climate for a transport change .
TERM 2007: indicators tracking transport and environment in the
European Union. Report 01, European Environment Agency, Copenhagen
(may 2009) reports.eea.europa.eu/eea report 2008 1/en/EEA report 1
2008 TERM pdfEuropean Environmental Agency (EEA) (2009), Transport
at a crossroads . TERM2009: indicators tracking transport and
environment in the European Union.95 Report 03, European
Environment Agency, Copenhagen (June 2009)
www.eea.europa.eu/pubblications/transport-at-a-crossroadsETRAC
(2010), European road transport 2020:a vision and strategic
researchagenda, Sixth Framework Programme Research Advisory
Council.www.ertrac.orgKreutzberger, E., Macharis, C. ,Vereecken, L.
,Woxen ius, L., 2003 Is intermodal freighttransport more
environmental friendly than all-road freight transport ? A review
in:7th Nectar Conference A New Millennium. Are things the Same?
Umea Sweden 13-14 June 2003Memorandum of Understanding on the
development of the South East Europe CoreRegional Transport
Networkhttp://ec.europa.eu/transport/infrastructure/extendingnetworks/regional/southea
steuropeen.htmMemorandum on European Transport
policywww.europeanshippers.com Ogorelc A. (2003) European Union
Common Transport Policy; Nase more 50. 5-6Pilsoo Jung (2003) Annex
III EU Common Transport Policy : Trans-European Networks
67-74.Schade W.(2003) Noise :a challenge for sustainable mobility
UNESCO International Social Science Journal 179, p279-294Tilling C.
(2007)The EU common transport policy for south-east
Europe-whatmakes it a factor of cohesion and sustainability? ,
Central and Eastern European Online Library Transport &
Environment statement on publication of EU Common Transport
PolicyThe World Bank document Railway Reform in the western Balkans
(Decembe2005)ec.europa.eu/.../rail/.../2005worldbankwesternbalkansrailwaysreport.pdfTRANSPLUS,
Transport Planning, Land Use and Sustainability Fifth Framework
Programme Research Project www.transplus.net
www.seerecon.org/infrastructure/sectors/transport/documents/REBIS/RebisFRFin
al.pdf(01/02/2010)96021 COMPARATIVE ASSESSMENT OF TRIP DISTRIBUTION
INSKUDAI TOWN, MALAYSIAJ. Ben-Edigbe1, A. Pakshir21, 2Universiti
Teknologi Malaysia, 81300 Skudai, Johor, MALAYSIA1Corresponding
Author email: edigbe@utm.my ABSTRACT:The estimation of future
traffic flows in Skudai town hinges on trip distributionas well as
trip generation, modalchoice and network assignment. Growth factors
andsynthetic methods are often employed in the matrix of elements
in inter-zone and intra-zonemovements. Growth factor methods assume
that future trip-makings will remain substantiallysame even though
the volume of trips may increase in line with prevalent growth
rates.However, synthetic models argue that socio-economic factor as
well as travel cost wouldaffect future trip makings. Given the
disparity, the study carried out in Skudai Town Malaysia,explored
the hypothesis that future transport network will not have travel
resistance as thepresent network as suggested in growth factor
methods. In essence, year 2009 home towork trips produced by the
residents of Skudai Towns were evaluated and distributed intozones
accordingly, then future trips for 2014 were approximated using
growth factor andgravity (synthetic) models. Trip matrices results
were analysed and compared. In the growthfactor method, random
irregularities in the observed travel pattern are enlarged in
thepredicted pattern. In the gravity model, the common impendence
function for Skudai Town isunsatisfactory even though the
modeltakes into account competition for trips. The studyconcluded
that notwithstanding its sensitivity to changes in the separation
between zones,gravity model is best suited for responsive trip
distribution, it can be argued.Keywords : trip distribution, growth
factor, gravity model, friction factors1.
INTRODUCTIONTravelforecasting models are used to predict changes in
travelpatterns and the utilizationof
thetransportationsysteminresponsetochangesinregional development,
demographics, and transportation supply. Modelling travel
demandisachallengingtask, becauseDifferent modelingtechniqueoften
results in different outcomes, so it is important to assess the
merits and demerits of thetwowell establishedmodelingtechniquesfor
tripdistributionasthe second steps from four steps of
transportation planning process (average growth factor
andgravitymodel) andonethat isrequiredfor rational planningand
evaluation of transportation systems.Trip distribution is an
iterative procedure used in estimating the number of tripsperunit
timebetweenapairof zones. Growthfactorandgravitymodel
techniquesareuseful insequential forecastingof travel
demandonanyroad network. However, the assumption that transport
network of the future will have the same travel resistance as the
existing network is a basic weakness of growth factor methods.The
gravity modelon the other hand distributes trips from the
generatingzonetotheattractionzone. Growthfactor methodsassumethat
future trip-makings will remain substantially same even though the
volume of97To PontianTo Pontiantrips may increase in line with
prevalent growth rates. However, synthetic models argue that
socio-economic factor aswellas travelcost would affect future trip
makings. Bothhavecommonalities interms of independent parameters,
however, growth factors relies on historic growth rate for
prediction while gravity model relies on socio-economic variables
or friction factor. Whilst the advantages anddisadvantages
ofthesemethodshavebeendiscussed bymany scholars, it is unclear
which approach would assess future trips in a growing town that is
experiencing substantial changes in land use patterns.Given the
disparity between the growth factor and gravity modelmethods,
thestudycarried outin SkudaiTownMalaysia,exploredthehypothesis that
future transport network willnot have travelresistance as the
present network as suggested in growth factor methods. SkudaiTown,
Johor is a rapidly expanding suburb of Johor Bahru, the capital of
the state of Johor in Malaysia.To Kuala LumpurTo KluangTo Batu
PahatTo KBukit Batu To Kota Tinggi To MersingAyer Bemban
SengkangKelapa SawitKulaiSeelongSenai Ulu
TiramSKUDAIKempasTampoiJohor BahruGelang Patah Pasir
GudangNusajayaTg. PelepasTo SingaporeFigure 1: Location of Skudai
Town in Iskandar Malaysia Region FSkudai Town shown above in figure
1 is included in the new development of Iskandar Malaysia.
Comprehensive Development Plan (CDP) of Iskandar98Malaysia has been
identified SkudaiTown and Senaias a logistics hub for the future
development growth. The accessibility to these areas is important
to the mobility of people and transportation of goods and also for
future expansions of urban communities. Skudaitown has forty
localdistricts. The total land area is 18,957acreswithapopulationof
is40,566(2000), assumingageneralised growth rate of 3% over 10
years along nationalline, Skudai population for the year 2010 is
estimated at 55000. It is home to the Universiti Teknologi Malaysia
(UTM).2. GENERALISED TRIP DISTRIBUTION
MODELTripdistributionmodelsstrivetopredict thenumberof tripsthat
will bemade betweenapair of
zonesanddescribethedestination-choicephaseof the sequentialdemand
analysis procedure. Synthetic and growth factor methods are
basictechniquesusedtodeterminetripdistribution. Themoregeneral trip
distribution model can be expressed as:(1)Where; =Trip from zone i
j; =Production; =Attraction;= impedance functionProduction and
attraction are the basic commonality factor in the various models
of tripdistribution, model interpretationof impedancefunctiondiffer
intheir characterisation and the way they are assumed to affect
trip distribution.2.1 Applications of Growth Factor
ModelsApplication of growth factors is dependent largely on the
accurate calculation of the growth rate itself and by default makes
the model susceptible to gross inaccuracy. Eventhen, it ishowever,
thelackof anymeasureof travel impedance that makes the growth
factor unreliable.Growth factor methods includeconstant
andaveragefactors, Fratar andFurnessmethods. As expectedconstant
factor methodassumesthat all zoneswill increase uniformly and
traffic pattern willremain sameforthe future.The average factor
takes into account varying rates of growth of trip making which can
be expectedindifferent zones. Fratarmethodassumesthat
existingtripswill increase in proportion to growth rate, so that
attractions of flows to zone are first balanced and then production
whereas in the Furness method,99productions of flows from zone are
first balanced and then attraction. Therelative growth factor rate
can be estimated as follows:Percentage of Relative Growth Index
zone = [(difference in total growth inzone base year-projected year
/ difference in total growth in town zone baseyear-projected year)]
x 100Thus;Constant Factor, (2)Average Factor (3)Fratar, (4)Furness,
F5) Where; A = future attraction, a = present attra100ction; P =
future production, p = present attraction= future trips between
zonei andj ;= present trips = constant;;2.2 Application of Gravity
ModelThe useofgravity model allows for inclusionoftravel constrains
andtransport strategies to be include in the trip distribution
matrices. In thegravitytechnique, thenumberof travel
demandbetweentwozonesrepresented on the attraction in the area that
this is depended on thedimension of attractor and vice versa in the
spatial separation between theareas. Gravity model establish upon
from four independent parameters. Thebelow formula use to estimate
trip distribution based on the gravity model. b0)101 Trip
production ( ) and trip attraction ( ) in each zone are two
pa102rametersfrom four parameters, friction factor (fij) and
socio-economic factor ( Kij) areothers parameters. To make
predictions the forecast zone trip end
totalsPi,103Aj,FijandKijfactorsareinput intotherelevant
modelsandtheappropriate iterative procedure to satisfy the trip end
constraints carried out. Note that travel
patternsaredeterminedbythecalibrationof gravitymodel that is
directly related to the friction factor and socio-economic
factor.Friction factor is the function of and inversely
proportionalto travel time, it can be argued. Now if it is assumed
that the observed distribution tij is a randomly chosen sample of
size N from a multinomial distribution, where N isthetotal numberof
tripsobserved, thenthesumof theestimatedtrip frequenciesmust equal
thesamplesizeN. Thus, thelikelihoodof the observed distribution is
given by: o7) MaximiseWhere, is a Lagrangian multiplieris to be
maximisedA = sum of terms not containing TijAssuming a Poisson
distribution for tij;The likelihood of observed matrix; T0)In any
case, gravity model is based on the trial-and-adjustment process to
get thebest result. It isusual toassumethat if thezonetotalsof trip
attractionsand/or generations areknown, theywill beusedasthe
104appropriate constrained model.As mentionedearlier it is
commonpracticenowadays toconvert production constrained model to
doubly constrained models by sharing out the totaltrips generated
between the attraction zones in proportion to their relative
attraction. The measure of attraction used in a modeldepends on the
trip purpose for which the model is to be used.Several different
measures of separation between zones have been and are being used.
Early studies used the shortest distance with an allowance being
made for any physical barriers, or the shortest road
distance.105Most studiesinthepast haveusedtravel timeasthemeasureof
separation of ten with some questions unresolved. Traveltime
depends on traffic conditions and modes of transport and so it is
not a unique figure for anypair of zones. If tripfrequenciesfor
different modesof transport are calculatedseparately, different
travel timesmaybeusedinthegravity model.In any case, since, gravity
model is driven by attraction rates; the choice of
FurnessMethodisruledout becauseit isdrivenbyproductionrates,
henceFratarmethodisthepreferredmethodforcomparativeassessment
because it is also driven by attraction rates. In sum equations 4
and 6 were used to assess trip distribution in Skudai Town.2. TRIP
DISTRIBUTION STUDY SETTINGWhile itis of greatinterest to give a
detailed study setting, a more pragmatic approachwithrelevant
informationwill suffice, but not without mentioningthat external
zones are often a function of national zoning system. A zoning
system isusedtoaggregatetheindividual
premisesintomanageablechunksfor modeling purposes. So, for the
purpose of the study, the cordon lines as shown
belowinFigure2includethelandareawithintheboundaryof JalanSkudai,
Second-Link Highway, and Pasir Gudang Highway.Figure 2: Zoning
Locations in Skudai TownFurther, Skudai town was divided into 6
zones which represent one group per zone. Particularly Zone 1 is
Universiti Teknologi Malaysia. Zone 2 consist of
TamanJaya,TamanNesa, TamanSri Putri, andTamanSri Skudai. Zone3
consistsof TamanBukit Gemilang, TamanDamai Jaya, TamanHarmoni 1,
Taman Harmoni2, Taman Sutera Utama, Taman Ungku Tun Aminah, Taman
Seri Orkid and Taman Mutiara Rini.Zone 4 is the largest area
including Taman SeriOrkid, Taman DatoYunus Sulaiman,
TamanLimaKedai, Bandar SelesaJaya, TamanJayaMas, Taman Melawati,
Taman Nusa Bestari 2, Taman Nusa Bestari Jaya, Taman Nusa Jaya Mas,
Taman Timur, and Taman Industri Jaya.While for zone 5 also
including Taman Mutiara Rini,TamanBerjaya,Taman PulaiBayu, Kampung
Baru Skudai, Taman Desa Skudai,Taman Desa Skudai Fasa 3, Taman
Pulai Flora, Taman PulaiUtama, Taman Skudai, Taman Skudai Baru,
Taman SkudaiIndah, Taman SkudaiJaya, Taman SkudaiRia, and Taman
Universiti. Finally is zone 6 which consist of Taman Teratai, Taman
Sri Pulai and Taman Sri Pulai Perdana. A summary of estimated zone
population andemploymentfor the2010 is shown below in Tables 1 and
2.Incircumstances whereazoneisdescribedas4, 4aand4bsay;
itsmerelyindicativeof the multiple roles of the zone. There are no
exclusively residentialzones in Skudai town.Table 1: Zone
Population and Employment in Year 2010ZoneNo.Ultimate
Area(Ha.)2010PopulationGrowthFactorEmploymentZoneEmploymentNo.2
396.34 6,309 2.3 1 4,3593 986.63 15,721 6.2 3a2,7854 693.27 11,041
4.3 4a4,0745 825.08 13,177 5.1 4b3,4076 287.76 4,579 1.6 5a4,5983.
DATA COLLECTIONData obtained from localauthority Johor Bahru
CentralMunicipalCouncil(MPJBT) were examined and verified by way
test surveys. Other relevant data were collected bywayof
homeinterviewsurveys. AsshownbelowinTable2, travel timefrom
residential zone to working zone is computed as a function of
distance and speed. It is pertinent to bear in mind that the
computed traveltimes do not take into account intersection delays
as to be expected. Traveltimes shown in Table 2 are link based.
Estimated trip generation for the year 2009 and their corresponding
growth factors are shown in Table 3 below.Table 2 Travel Time
(MinsZone 1 3a 4a 4b 5a2 6 5 12 11 83 10 4 8 10.5 84 14 7 4 7 105 6
8 9.2 9 56 6 14 21 15
8TripgenerationdatapresentedinTable3andlinktravel timesareanalysed
usingfratarandgravitymethods. Byusingfratarmethodtheestimatedgrowth
factorsarereliedon, however,
cautionshouldbeexercisedwheninterpreting growthfactor
findingsbecauseof theconflictingfigures. Historicpopulationand
employment growthtrendswereusedinfusionwithliteratureobtainedfrom
library and government sources. Nonetheless, the averaging
techniques used inderiving the figures make them acceptable with
some degree of acceptableconfidence.Table 3 Trip Generation in the
year 2009 (100Zone 1 3a 4a 4b 5a Pj Gf2 3 2 3 2 3 13 2.33 25 16 23
19 26 109 6.24 8 5 7 6 8 34 4.35 16 10 15 12 17 70 5.16 5 3 5 4 5
22 1.6Ai 57 36 53 43 59 248Gf 5.03 5.05 5 5.02 5.02Care should also
be taken when using the friction factors presented in Table 4below,
because delay at intersections that should otherwise be were not
takeninto account. The table mere assumes that travel time is
inversely proportional tofriction factor, thisassumption is
debatable.Take note that socio-economicimpedance factors that
represent the socio-ecomic constraints associated withtrip making
was assumed to be same overtime, hence taken as 1.Table 4 Friction
Factors versus Travel TimeTT 4 5 6 7 8 9 10 11 12 14 15 21FF 26 21
18 15 14 12 11 10 9 8 7 5Note: TT travel time; FF = friction
factor4. DATA ANALYSIS AND FINDINGSYear 2009 home to work trips
produced by the residents of Skudai Townswere evaluated and
distributed into zones accordingly, then future trips for2014 were
approximated using growth factor and gravity (synthetic)
models.Trip matrices results were analysed and compared. In the
growth factormethod, random irregularities in the observed travel
pattern are enlarged inthe predicted pattern. In the gravity model,
the common impendence functionfor Skudai Town is unsatisfactory
even though the model takes into accountcompetition for trips.4.1
Analysis Using Fratar MethodEssentially each complete iterative
cycle in fratar method consists of twosteps, one of which
guarantees satisfaction of the general constraint.
Theiterativeprocesscommencewithrowbalancingthencolumnbalancing.Consequently,
denote the estimate ofTijobtained in the first part of then+1th
iterative cycle byTij (n+1/2) and that derived in the second
iteration byTij (n+1) Table 5 Predicted 2014 TD Based on the Fratar
Method (100)Then,Note thatHence andTheresultant
tripdistributionsareshownbelowintable5. Themost advantageof
thegrowthfactortechniquesisthat toexpressthenumerous particular
travel relationshipsthat exist inanyurbanarea. Inaddition, the
Fratarmethodshowsdefect interritorieswithlandusechangebyapplying
compoundedgrowthrategenerouslytoall zones. Althoughthemodel is
simple and easy to apply, the assumption that travel resistance is
unchanged with time is questionable. Thus, this model is good for
zone snap shot picture of whats happening not prediction that would
be relied on for town planning or future land use. The five year
forecast presented in table 5 would have to be compared with
results obtained using synthetic method for validity. Given that
Skudai Town is small, with nearly precise information; one would
expect the results from Gravity modelto have a close resemblance to
that shown hereinTable5. However, inanurbanarealikeJohor Bahruor
Kuala Lumpur, a large disparity in outcome would occur.Zone 1 3a 4a
4b 5a2 7 5 7 4 73 155 100 142 118 1614 35 22 30 26 355 82 52 76 61
866 8 5 8 6 84.2 Gravity Model MethodTravel patterns for Skudai
Town predicted for year 2014 are shown below inTable 8.Thefriction
factor derivedfor the calibratedmodel (see table6) are
assumedtoremainunchangedwithtime, however ifKijfactorsarefound
necessary they should be altered to take into account changes in
the socio-economicrelationshipswhich gaverise totheir originaluse.
In thestudy, socio-economicfactorsaretakenas1. Thehigher
thefrictionfactor, the smaller the travel time and vice versa. In
table 7, matrix figures for the first iteration are presented.
After three iterations the differences between the6given and
estimated parameter lie within 95 % to 105% range, hence they are
acceptable. The summary of predicted trip distribution for year
2014 is shown below in Table 8.Table 6 Skudai Town Friction
FactorsZone 1 3a 4a 4b 5a2 18 21 9 10 143 11 26 14 10 144 8 15 26
15 115 18 14 12 12 2118 8 5 7 14Table 7 Gravity Model for the first
iterationzone 1 3a 4a 4b 5a 2 8.8 6.5 4.1 3.7 7.1 303 119.2 178.7
140.1 81.6 156.5 6764 18.5 21.9 55.4 26.1 26.2 1485 93.6 46.2 57.6
46.9 112.6 3576 13.3 3.7 3.4 3.9 10.7 35 Aj1 253.3 257.1 260.5
162.1 312.9Given Aj 287 182 265 216 296Table 8 2014 Predicted TD
Based on Gravity Model (100zone 1 3a 4a 4b 5a2 10 5 4 5 73 138 129
146 111 1514 20 15 55 34 245 103 32 57 61 1046 14 3 3 5
10Tripdistributionsinzones2, 4and6donot differ significantlyfor
thetwo estimationtechniques employedprobablybecauseof small
trafficvolume
betweentheproductionandattractionzoneastobeexpectedinsuburban
areas. However, when there is a surge in traffic volume,
significant differences
becomeobviousasclearlydemonstratedinzones3and5. Althoughgravity
modeltends toovervalue neartrips and undervaluefartrips,
nevertheless, there calibratingingredientscontainedwithinallowfor
considerablemanipulationin other to obtain a good fit to existing
conditions.5 CONCLUSIONBasedonthehypothesisthat futuretransport
networkwill not havetravel resistance as the present network as
suggested in growth factor methods. The studyconcludedthat
notwithstandingitssensitivitytochangesintheseparation between
zones, gravity model is best suited for responsive trip
distribution, it can be argued. Further, that the wide use of a
common impedance function for an entire suburban area is
unsatisfactory because the effect of separation probably
differsforzoneshavingdifferent economicorsocial characteristics.
Theuseof adjustment factorsisintendedtoovercomethisproblembut for
most trip purposes a greater degree of stratification seems to be
the best solutionREFERENCESNicolas J. Garber, Lester A. Hoel (2009)
Traffic and Highway Engineering 4th Edition, Thomson Learning
Academic, Ontario CanadaJohn W. Dickey. (1975) Metropolitan
Transportation Planning, 2nd edition. Publisher: McGraw-Hill
Education, North-Holland, New York USAMartin Rogers, (2003).
Highway Engineering Publisher: Wiley-Blackwell | ISBN: 0632059931
1st edition, Maiden Massachusetts USAU.S. Department of
Transportation, (1977). Federal Highway Administration Urban Mass
Transportation AdministrationCoombe, D. (1996). Induced Traffic:
What Do Transportation Models Tell Us? Kluwer Academic Publishers
Printed in the NetherlandsCochran, W.G (1977). Sampling Techniques
Third ed. Canada: John Willey & sons Inc. New York USABurton,
M. J. (1985). Introduction to Transportation Planning3rd Edition
Hutchinson & CO. Ltd London EnglandInstitute of Transportation
Engineering (1991) Trip distribution 5th edition Washington D.C.
Institute of Transportation Engineering041 TRAFFIC FLOW IMPROVEMENT
AT SIGNALISED INTERSECTIONSBY COORDINATING SIGNAL PHASES IN BATU
PAHAT, MALAYSIAZAREDA Abu Bakar1, ISMAIL Yusof2, MOHD ERWAN
Sanik31, 2, 3Universiti Tun Hussein Onn Malaysia, Johor,
Malaysiazareda86@gmail.comismaily@uthm.edu.myerwans@uthm.edu.myABSTRACT:
The transportation systems are getting advanced every year. It is
frequently observed in a rapidly growing city such as in Malaysia,
that high traffic flow and long queues at
intersectionsoccurduringpeakhourcausebytrafficgrowthyearbyyear.
Signalised intersections are an essentialpart of a road network,
particularly in urban areas where traffic congestion has always
been a major problem. When it is properly timed, the traffic signal
increases the traffic handling capacity of an intersection. This
study for the coordination at signalisedintersectionconsiders
thetrafficflowimprovement at theapproaches. The capacities of
signalised intersection depend on the timing plan (cycle length,
phase split and offset) and travel time. The study is focused at
Jalan Bakau Condong signalised intersection which located along
FT005 Jalan Batu Pahat-Muar, and to determine the Level of Service
of the intersection using Sidra analysis. Result of this study is
based on the SIDRA Intersection software shows the best performance
of time- space diagram for one way street progression by existing
phasing sequence and proposed data to build the synchronization of
the study location. Therefore,cyclelength of
100seconds(dailytrafficvolume) and140 seconds (traffic volume based
on the traffic growth) is the accurate time for a platoon of
vehicle to move without stopping along the synchronise intersection
with different minimum travel time and average speed according to
the peak hours. Other than that, the operating cost and
pollutantemissionis muchlower forthe
coordinatedcyclethanuncoordinatedcycle. To someextent,
suggestioncanbemadetotheauthoritytorectifytrafficsignal cycleat
selected intersections.Keywords : Cycle Time, Level of Service,
Signalised Intersection1.
INTRODUCTIONThetrafficgrowthhasbeenrecognizedasaseriousprobleminall
large metropolitanareasinthecountry, withsignificant effect
ontheeconomy, travel behaviour, land use and a cause of discomfort
for millions of motorists. Although traffic congestion is not a new
problem in urban areas, it has been extended to suburban areas
sooner than expected. The number of vehicles in Malaysia has been
seen to have increased tremendously at the rate of 8% annually over
the past few decades without sign of slowing down. Table 1 shows
the statistics of vehicles registered in Malaysia from 1996 to
2007.Table 1. Statistics of New Vehicles Registration in Malaysia
(RTD, 2007)Toachievethisaim, thestudywascarriedout
toperformtrafficflow characteristics and LOS analysis at four
signalised intersection in the study area, toanalysetravel
timetocrossthroughthefour intersections, toobtainthe efficient
cycle length of traffic light for each intersection from the SIDRA
analysis, to develop time space diagram on one way street for the
signal progression for the purpose of traffic signal
coordination.Trafficsignal coordinationisamethodof timinggroupsof
trafficsignals along a major roadway to provide for a smooth flow
of traffic with minimal stops. The goalofcoordination isto getthe
greatestnumber ofvehicles through a system a group of coordinated
traffic signals with the fewest number of stops. Whileit
wouldbeideal if everyvehicleenteringthesystemcouldproceed
throughwithout stopping, thisisnot possibleeveninawell-spaced,
well- designedsystem. Coordinatedtrafficsignalsalsoresult
inlessstop-and-go traffic. This can reduce driver frustration and
stress levels,and may reduce a drivers potential to take risks on
the road (McShane et al., 1998).2. METHODOLOGYThe scope willfocus
on the objectives of the study of traffic flows based on the
coordinationof thesignalisedintersection. Theinitial approachwill
bethe collection of geographical and traffic data of all locations.
Preliminary data such asthenumber of lanes,
distancesbetweenintersections, phasingsequence, signal timing,
trafficlight cycletimeandtrafficvolumes, andtravel timebe collected
so as to assistin the planning for further work. Figure 1 through 3
show the equipment used in this study. Figure 1. CCTV CameraFigure
2. Stop Watch Figure 3. Road Measuring WheelManually traffic flow
counting method will be used to define the traffic flow at the
arterial road and peak hour for this arterial road. Camera video or
CCTV was used to record each vehicles passing through the
intersection. Travel time along several segments from the arterial
was estimated using Chasing Car Method. All thedataobtainat
thestudylocationwill betransfer inSIDRAIntersection software. The
test site consists of four signalized intersections spaced 0.5 km,
0.7 km and 0.8 km for each segment from KM 127-129 at federal route
(FT005) Jalan Batu Pahat- Muar.The layoutof Jalan Bakau Condong is
as shown in Figure 4. 80006000400020000Daily Year 1 Year 2 Year 3
Year 4 Year 5 Intersection 1 Intersection 2 Intersection
3Intersection 4 Figure 4. Segment length of Jalan BakauCondong3.
RESULT AND DISCUSSION3.1 Traffic FlowJalan Bakau Condong is
expected to experience approximately 3.51% (JKR,2008)of theannual
trafficgrowthfor majorroadsandminorroadsevenwithoutthe proposed
development in the Batu Pahat. Of this total traffic, thetraffic
volume increase year by year due to the traffic growth below
(Figure5). Thestudy area is analyzed for existing conditions
observed during weekdaywhich ismost critical peak hours.Figure 5.
Traffic Growth for each intersectionTable 2. Level of Service based
on Traffic GrowthLOSJalan Balau/Jalan Mat AkilIntersectionJalan
Seraya/Jalan MustafaIntersectionJalan Melunak/Jalan
BHPIntersectionJalan Cengal/Jalan RugayahIntersectionDaily E E D
EYear 1 E E D EYear 2 E E D EYear 3 E E D EYear 4 F E D EYear 5 F E
D EBased on the result in Table 2, the worst level of service
happened at thefourth year (2014). It is use to define forced or
breakdown flow. This conditionexists wherever the amount of traffic
approaching a point exceeds the amountswhich can transverse the
point. Further studies will focused on the worst case forall
intersection at the forth year (2014).3.2 Cycle TimeThe best
solution for this matter was using the 100 second cycle time
because ofreduce level of service of each intersection (Table
3).Table 3. Level of Service for different cycleCycleTime (s)Jalan
Balau/Jalan Mat AkilIntersectionJalan Seraya/Jalan
MustafaIntersectionJalan Melunak/Jalan BHPIntersectionJalan
Cengal/Jalan RugayahIntersection100 E D C D120 E D D E140 E E D
E160 E E D E180 E E E EThe best solution for this matter was using
the 140 second cycle timebecause of reduce level of service of each
intersection (Table 4).Table 4. Level of Service for different
cycle at the 4th year (2014)CycleTime (s)Jalan Balau/Jalan Mat
AkilIntersectionJalan Seraya/Jalan MustafaIntersectionJalan
Melunak/Jalan BHPIntersectionJalan Cengal/Jalan
RugayahIntersection100 F E C E120 F E D E140 E E D E160 F E D E180
F E D E3.3 DelayIn SIDRA intersection software, the output for stop
and delay are measures interm of time. Table 5 presents different
time for uncoordinated and coordinatedcycle. The delay for
uncoordinated cycle is much higher than coordinated cycle.Table 5.
DelayIntersectionUncoordinatedcycle (sec)Coordinatedcycle
(sec)Uncoordinatedcycle (next 4thyear) (sec)Coordinatedcycle (next
4 thyear) (sec)Jalan Balau/Jalan Mat Akil50.17 39.02 66.82
63.96Jalan Seraya/Jalan Mustafa28.28 22.18 35.84 34.90Jalan
Melunak/Jalan BHP14.88 14.01 20.54 25.26Jalan Cengal/Jalan
Rugayah37.96 31.48 50.37 49.513.4 Travel time analysisAccording to
data in Table 6, it shows that the driver have to spend more of
their time to travel along this area on evening peak hours than the
morning peak hour. It isoccurredbecausethenearbyresidential
committeetothearterial road would like to go to the shopping
complex which is located in the middle in this area. Besides that,
this arterial road is one of their short cut routes to travel to
Muar or Tongkang Pechah which the place that the committee in the
Batu Pahat live mostly.Table 6. Average travel time for morning and
evening peak hour (Batu Pahat/ Muar)Intersection Segment length
(km)Travel time (s)(average)(morning peak hour)Travel time
(s)(average)(evening peak hour)0-1 1.2 135.46 143.951-2 0.7 74.54
85.652-3 0.5 56.63 65.213-4 0.8 100.23 104.48Referring to Table 7,
it shown that there must be lower traffic flow in this road
bythistimethanthewaytoMuarbecausethetravel timetopasstheentire
segment was lower than the travel time to pass the segment in
opposite ways. It is occurred because the committee whose stayed
near this road were preferred to take the others road to go to
their office at Batu Pahat or to Kluang.Table 7. Average travel
time for morning and evening peak hours (Muar/ Batu
Pahat)IntersectionSegmentlength (km)Travel time (s)
(average)(Morning peak hour)Travel time (s) (average)(evening peak
hour)4-3 0.8 75.12 78.283-2 0.5 45.22 50.142-1 0.7 65.16 83.531-0
1.2 116.25 121.153.5 Fuel Consumption and EmissionIn estimating the
fuel consumption, current cost of fuel in Malaysia presently was
RM1 .85 per litre (currently taken the latest update, 5 November
2010). Using the fuelconsumption andemission value calculated for
lightand heavy vehicle in eachlaneof movement
orapproachroadarecalculatedbyaggregatingthe valuefor thelanesthat
belongtothemovement or approach. Thefuel consumption, fueland
pollutantemissions resultfor allmovement are given in Table 4.14
through Table 4.17. The light and heavy vehicle mass are assumed as
1400kg and 11000kg (Akcelik, 2002).Table 8. Fuel consumption, cost
and pollutant emissions result for all approaches
(cycletime-coordinated)IntersectionOperatingCost(total)(RM/hr)FuelConsumption(total)
(L/h)Carbon Dioxide (total)(kg/h)Hydrocarbons(total)
(kg/h)CarbonMonoxide(total)(kg/h)NOX(total)(kg/h)Jalan Balau/Jalan
Mat Akil421.39 236.2 591/1 1.060 42.32 1.265Jalan Seraya/Jalan
Mustafa257.95 153.0 383.0 0.666 27.65 0.840Jalan Melunak/Jalan
BHP196.83 128.8 322.8 0.527 22.90 0.721Jalan Cengal/Jalan
Rugayah357.57 214.1 536.5 0.929 39.31 1.177*latest updated for
Ringgit Malaysia (RM) currency, 5 November 2010Table 9. Fuel
consumption, cost and pollutant emissions result for all approaches
(cycletime-coordinated) at 4th
yearIntersectionOperatingCost(total)(RM/hr)FuelConsumption(total)
(L/h)Carbon Dioxide (total)(kg/h)Hydrocarbons(total)
(kg/h)CarbonMonoxide(total)(kg/h)NOX(total)(kg/h)Jalan Balau/Jalan
Mat Akil357.57 214.1 536.5 0.929 39.31 1.177Jalan Seraya/Jalan
Mustafa350.50 190.2 476.3 0.847 32.73 0.995Jalan Melunak/Jalan
BHP302.76 178.5 447.0 0.762 30.31 0.956Jalan Cengal/Jalan
Rugayah488.69 265.6 665.5 1.181 46.17 1.384*latest updated for
Ringgit Malaysia (RM) currency, 5 November 2010Thedifferent
valueshowsthat theproposeddataincludingthecoordination parameter
can save the operating cost includi ng tyre, oil, repair and
maintenance as a factor of the cost of fuel. The operating cost and
pollutantemissionsresultsbetweentheexistingdata(noncoordinate)andproposeddata
(coordinate) showsinTable8andTable9. Thedifferent amount between
existingdataandproposeddataof pollutant releaseinair showsthat, the
signalised coordination was a better way to help in decreasing the
toxic gas in the air. Hence, it helps to reduce the green house
effect to the environment.3.6 Analysis in Signal Controller on
SiteIncoordinatedsystems, all signalsmust havethesamecyclelength.
Thisis necessary to ensure that the beginning of green occurs at
the same time relative tothegreenat
theupstreamanddownstreamintersections. Therearesome exceptions,
whereacritical intersectionhassuchahighvolumethat it may require a
double cycle length, for instance, but this done rarely and only
when no other solution is feasible.3.7 The Time-Space Diagram and
Ideal OffsetThe time-space diagram is a plot signal indications as
a function as a function of time for two or more signals. The
diagram is scaled with respect to distance, so that one may easily
plot vehicle positions as a function of time. The time-space
diagram can be design based on the timing plan (cycle length, phase
spilt and offset) and the traveltime. Alldata were based on
collection and observation data.All the existing signal controller
are designed for an isolated and working on fixed system operation
and the offset will added in the controller. Table 10 and 11 show
the offset time which calculated based on the ideal offset
formula.Table 10. Ideal offset for peak hourParameterQ (veh) L (m)
S (km/hr) h (sec) Loss (sec)Offset(sec)1 21 - 33.48 2 22 13 700
33.48 2 2 47.273 17 500 33.48 2 2 17.764 19 800 33.48 2 2
46.02Table 11. Ideal offset for peak hour for 4th yearParameterQ
(veh) L (m) S (km/hr) h (sec) Loss (sec)Offset(sec)1 23 - 33.48 2
22 15 700 33.48 2 2 43.273 17 500 33.48 2 2 17.764 19 800 33.48 2 2
46.023.8 Bandwidth EfficiencyFor the data obtained, the bandwidth
efficiency can be calculated by our ownsince all the value needed
is obtained. From the time-space diagram above, thebandwidth
efficiency for this area are 15% (bandwidth-15 seconds) for
100seconds cycle time and 13% (bandwidth-18 seconds) for 140
seconds cycletime. According to McShane et al. (1998), the
bandwidth efficiency of 40% to50%isconsidered good. Inthis
study,the bandwidth obtained was halfcomparing to the good
efficiency. So, we can conclude that this segment areaable to
brought half from the full platoon to drive through by this area
without anystopping and delayed.3.9 Bandwidth CapacityIn
considering the bandwidth value is 15 seconds (cycle time-100
seconds) and10 seconds (140 seconds), the results for bandwidth
capacity can be calculatedwith the equation above. The result
obtained for the bandwidth capacity is 540veh/hr and 470 veh/h.
That means this segment area able to bring more thanhundred
vehicles to travel down the streams per hour without stopping
anddelayed.4.CONCLUSIONThe proposed data (100 seconds and 140
seconds) for the cycle length wassuccess time to implement the
coordination between the intersections. Based onthe result and
analysis, the design of time- space diagram shows a platoon
ofvehicle can have a movement from first intersection to the forth
intersectionswithoutstopping.Thisshowsthat theeffect if
coordinationbetweentheintersections can safe several time to
accelerate at the minimum speed withouthaving stop and reduce delay
at the intersection. Therefore, the benefit ofsynchronization can
help to improve a very effective at reducing congestion. Infact, it
also can avoid queuing at the approach delays.5.REFERENCESAkcelik,
R. (2002),aaSIDRA Traffic Model Reference Guide , Akcelik &
AssociatesPtyDewan Bandaraya Kuala Lumpur (2003).KL Structural Plan
2020.Online: 5 December
2007,http://www.dbkl.gov.my/pskl2020/english/index.htm.JKR (2008),
Road Traffic Volume Malaysia. Highway Planning Unit Ministry of
Work Malaysia.McShane, W.R., Roess, R. P., and Prassas, E. S
(1998). Traffic Engineering , 2nd Edition, Prentice Hall, Upper
Saddle River, New Jersey.Road Transport Department, Transport
Statistics. Online: 26 July 2007
http://www.mot.gov.my/BM/stat/darat.htm049 TO PROMOTE FUTURE
SUSTAINABILITY WITH INTEGRATEDDESIGN OF URBAN AND TRANSPORTATION
SYSTEMM. Z. Maleki. & M. F. M. Zain.Department of
ArchitectureUniversiti Kebangsaan Malaysia(UKM)Address:Maleki.
Zadeh. Mohammad. H1 18 Kolje Zaaba UKM bangi 43600
KualaLumpurMALAYSIAmalekizadeh@yahoo.comABSTRACT:
Sustainabilityisinfluencedbyvariousrangesof
humanactivitieswhichoffers multidimensional impact on humans life
aspects and environment. An integrated systematic view to events
can lead us to a better understanding in the interaction between
systems that mayworkalongnoacrossof eachother.
Mostlycitiesgrowthandweplanfor their
sustainabletransportationsuchasrailwayafter wefeel needsfor
mobility. Travellingis essential for daily needs of people that are
possible via consumption energy mainly fossil fuel and widespread
pollution. We need to give attention to the future condition of
availability and cost ofenergy; it is necessaryto designacityand
planits transportationsystemin integratedviewtominimize theuseof
energy andenvironmental pollution. How can we connect origin to
destination to decrease car based travelling? How can we plan land
use with relation to transportation points to support sustainable
urban environment? The findings in this paper can support energy
saving and reduce Green house gases emission. The data from world
and local case studies was used by author to describe and find out
the answer to the research questions. This paper tries to answer
the basic questions of urban designers
andurbantransportationplannersasawhole. Thegovernment
includinghealthsectors, environment sectors, energy sectors, and
municipals can use of this researchs finding.Keywords :
Sustainability, Urban Planning and Design, Green house gases,
Energy efficiency, Transportation
SystemINTRODUCTIONSustainabilityisontopimportant issueof
21thcenturydueof itsextensionand centralitytoglobal environment,
energy, economic, andsecurityinvolved. Increase average of
temperature of earth surface by 0.74 0.18C during years 1906-2005
madenorthhemisphere and landwarmingfasterthan otherareaandocean,and
caused the forest decrease throughout the world, sea level to rise
up by 3.1 0.07 mmfrom1993to2003.
Theworldwhichfaceswithincreasesinaverageglobal temperaturefrom1.4
to5.8Cby theyear2100andincrease of26%incarbon
dioxide(CO2)concentrationsintheatmospheresincetheindustrial
revolution; If these activities continue at the present manner,
this concentration will increase three times by the year 2100.
Indicator shows changes in plants, insects, birds and fish
havebeeninfluencedbygreenhousegasesandweather conditions. After
increasing world green house gases, societies would think about
review in activities which result into this situation. Rio
conference convened with aim of rethinking onmain issues of our
only earth. Researches indicate that there is a positive
correlation betweenincreasesinatmosphericconcentrationsof
greenhousegasesanda growth in the earth's average surface
temperature (Moniz 2008).During the last two decades (19842004)
primary energy has grown by 49% and CO2 emissions by 43%, in an
average annualincrease of 2% and 1.8% respectively (Prez-Lombardet
al. 2008). Urbanareacomplexwithitsbuilt environment, transportation
and services use up 75% of the worlds energy resources and sent out
thewastematerial, pollution,
greenhousegasesandclimate-changing(Al-Hosany & Elkadi2002). New
trend in built environment is toward paying attention to
sustainabilityindesign, construction, andmaintenance. Refinement
andenergy savingareabout mainpart of sustainability.
Thismotivesforurbancompaction, shorter
journeysandwalkingandcycling, support economicviability,
enhancesocial sustainability; and encourage social interaction
(Carmona et al. 2003). Since 2007, the US Green Building
Council(UGBC) has started to consider neighborhoods as sustainable
communities instead of focusing on individual buildings for
conservation and efficiency movement; this trend includes colleges
and universities as well (Clark Ii & Eisenberg 2008). They are
developing criteria everywhere for certifying project in new
Neighborhood program (LEED 2008).CITY FORMAresearchon fossil fuel
emissions with urban ecosystemindicates that developmental
densitycoupledwithinvestmentsintransportationsystemshasa
largeimpact onCO2emissions, andagreat potential
fordecreasingfutureCO2 emissions with policies that promote
efficienturban form. This study demonstrates there is a relation
between urban density and road extension and use of energy. The
finding can be used to complement land use and transportation
policy improvements (Pataki et al. 2009).
Thismeanscitiescanreduceenvironment impactsbyshort journey
throughcompacttransportation systems, sotoday thearguments arewell
knownforincreasingthedensityof development andcreatingmorecompact
city forms,consequently ensuring a mix of uses, the containment of
urban sprawland achievingsocial andeconomicdiversityandvitality.
Effectively, most of the argumentsnowinpopular
hadbeenmadedecadesago, namelyfor urban containment, compact forms,
efficient useof land, amixof buildingtypes, and
proximitytofacilities, transport andwork. Yet,
despitethefamiliarity, thereare something new. The arguments for
compact forms and higher density in the 1990andpresent
decadearepromotedintermsof sustainability. Basicfactorsfor compact
urban forms are: convenience, connectivity, and comfort.
Sustainable cells of city require the creation and/or regeneration
of clustered, pedestrian, and transit- orientedcommunitiesof
varietyof sizes(largetosmall) definedbyareasthat conserve green or
amenity land. In the way of compact city form, multi level covered
walkway network connectwork, home and business places together
during24 hours
accessibilityincitywithhighdensity(Jenks&Dempsey2005).
Todaytrendis lookingforresidentsof pedestrian-friendly, mixed-use,
high-densitycommunities, with shortand fastaccessibility to public
transportation instead ofdriving several miles from far suburbs.
One of the best ways to reduce vehicle travelis to build places
where people can do more with less driving, says lead author
ReidEwing, associateandresearchprofessorat theNational Centerof
Smart Growthat the Universityof MarylandinCollegePark, Md. Customer
islookingfor smaller
housingunitsandmixed-usecommunitiesprojectedincompact
livingenvironments (Binsacca 2008).Ecologicalissues that creates
global warming, energy and renewable energy since
longhasbeencitedbygovernment throughout theword; nowactsisstrongly
needed, speciallywithrelatedtocities, that
arementionedasmaincontributorto sustainability and focal point
within which significant solution can be found (Jenks et al.
1996).TRANSPORTATION SYSTEMInrecent decades,
theworldhasbeenfacinganenergycrisis, andenergy resources have
became scarcer. With increasing growth in various areas of human
life, theneedforholisticapproachisincreasingdaybyday.
Societiesneedto rethinksustainabledevelopmentsthat fulfill present
andfuturegenerationneeds with rational use of
resources.Efficiencyisthehighest aspect of
sustainabilityrelatedtocompetenceand productiveutilizationof
resourceswithout wastingthem(Ferriter 2008). Thekey consideration
in cost and energy efficiency, is location and intensity of used
areas (Chapin & Kaiser 1979). Urban forms provide possibility
for energy used in transport sector. Researches illustrate that
urban density is correlated with travelling and per capita fuel
use. Urban development that produces complex travel pattern
generatesmore fuel demand. Risk valuation on travel needs in given
urban forms in planning horizonframeworkisanimportant part of
urbanpolicydevelopment investment planninginurbanarea.
Integrationconnectivitytoimprovenon-motorizedmodeof transportation
are important factors in flexibility and adaptability of urban
forms. A newresearchisneededontravel demandandtransport
modeadaptabilitytokeep
participationinactivitiestooptimizeinvestment inurbandevelopment
andre-development. Theessential needof designfor
todaysnewdevelopment isto provide accessibility with significantly
less fuel than current fuel use (Krumdieck et al.
2010).Itisrecommended thaturbanism andpolicymakersshouldstartmake
landuse have acceptably lower impact on environment. They must
focus on human scale in urban land use development. This can
support the promoting of transportation that
usesenergyresourcesother thanfossil fuel withnomorewastethanplants
restorativeabilityandwill causelessproblemfor
publichealthandwell-being (Heberle & Opp
2008).METHODOLOGYDatawhichshapedindicatorsthat
contributetoaccessibilityinneighborhoodwas preparedbyauthor.
Theseindicatorscanbesplit intotwogroups; thefirst group includes
street system, mixed land use and density diversity, apartment
proportion, car ownership, motorcycleownership, andemployment;
thesecondgroupare average distance to facilities including primary
school, health centre, mosque, High school, policestation,
greenspaceandpark, commercial above250m2, and industrialcentre in
neighborhoods.In the next stage influence of distance to train
stationontheseindicatorswasmeasuredbyauthorwithSEMWARPPLSsoftware
regression method.Thestudyareafor thisresearchis155neighbourhoodsof
SubangJaya. The average land area of the neighborhoods is 75
Hectare, with 0.28 Hectare (minimum) and766Hectare(maximum).
Demographic dataincludingresidents, workers,
studentsandgendercharacteristicsandeconomicconditions(vehicleownership)
werebasedonpublisheddatafromofficial Malaysiapopulationcensusof
year (2000). Spatial data including distance and area were obtained
from query from landuse and streets map of municipal. Data was
gathered from survey and query via GIS map figure 1.Figure 1 Map of
Subang Jaya study areaRecent data of 211 countries throughout the
world was used by author. These data are40dependent andindependent
indicatorsincludingCO2emissions, SO2 emissions, urban
SO2concentration, urbanization, percentage of population living in
urbanareaandrural area, urbanandrural populationgrowthannual,
population density, rural populationdensityof people/km2of
arableland, percent of forest and agricultural land, oil
consumption(bbl/dayper 1,000people), expenditureand revenues
budget, largest city population per capita, areas under protection,
Forest area, agricultureland, andtraditional fuel consumption.
VariablesincludingCO2 emission, urbanSO2concentration, andoil
consumptionwereselectedas dependent variables.ANALYSISThe influence
of distance to train station on density, diversity, apartment
proportion, car ownership, motorcycleownership, street
systemdesign, andemployment was measured by author figure 2.
2.521.510.50-0.5-1-1.5-2-2.5-3 SO2Oil Consumption2.5 2 1.5 1 0.5
0-0.5-1-1.5-2-2.5-3 Oil Consumption SO2CO2 Figure 2 Influence and
coefficient of train station on factors of sustainable designThe
influence of distance to Train station on distance to facilities
including primary school,health centre,mosque,High school,police
station,green space and park, commercialabove 250m2, and
industrialcentre in neighborhoods was measured by author figure
3.Figure 3 coefficients between distance from train station and
accessibility to facilitiesin neighborhoodsAn analysis by linear
regression on Data from 211 countries shows populationconcentration
in urban area influence oil consumption negatively; Highways
andrailways good transported have negative effect on oil
consumption and SO2 2.521.510.50-0.5-1-1.5-2-2.5-3 SO2Oil
Consumption2.5 2 1.5 1 0.5 0-0.5-1-1.5-2-2.5-3 Oil Consumption
SO2CO2 emission. Road goods transported increase oil consumption
throughout the world figure 4.Urbanization Highways Railways goods
transported Roads goods transportedindependent variablesFigure 4
coefficient of urbanization, highways, railways goods transported,
and road transported asindependent variables with relation to oil
cunsumption and co 2as dependent variableTheanalysisbylinear
regressiononDatafrom211countriesshowspopulation density has
negative effect on CO2emission and ruralpopulation influence s CO2
emission positively figure 5.Figure 5 impacts of population
density, highways, and rural population on oilconsumption, So 2 and
Co2 emissionCONCLUSIONBy efficient land use planning that reduces
trip distance, increases vehicleeffi ci ency, transport system
changes that provi des publi c with l ow energyconsumption and
support active modes, and finally reduce people
activitiesparticipation by use of technology and changes in
behaviours can reduce energy use considerably (Krumdieck et al.
2010). Cameron (2004) says model mobility as
thevehiclekilometrestravelled(VKT) isastrongfunctionof
vehicleownership (Krumdieck et al. 2010). The current study
shows:1-Car ownership and motor cycle ownership increase if
distance of neighborhood from train station increase.2-Density,
employment, streets, and apartment proportion shows negative
coefficient withdistancefromtrainstation. Thismeansthat density,
employment, street, and apartment increase in shorter distance to
train station and decrease in farer distance.3-Distance
tofacilities including healthcentre, mosque, High school, and
commercial above250m2increase positively andsignificantly if
distance of neighbourhood from train station
increased.4-Accessibility distance to police station decreases if
distance to train station increase significantly.5-Population
concentration in urban districts of countries shows oil consumption
reduction significantly.6-Lengths of highways and railways good
transported make oil consumption and SO2 decrease and road goods
transported has opposite coefficient as well. 7-Population density
generally shows decrease influence on CO2 but rural population has
positive effect on CO2 emission.REFERENCES:Al-Hosany, N. &
Elkadi, H. 2002. Sustainability approaches for
incarcerationarchitecture. Renewable and Sustainable Energy Reviews
6, 5, 457-470. Binsacca, R. 2008. Builder March availble
at:http://www.ecohomemagazine.com/news/compact-
cure.aspx?printerfriendly=true, 1-3.Carmona, M., Health, T., Oc, T.
& Tiedell, S. 2003. Public Places Urban Spaces. 33.Chapin, F.
S. & Kaiser, E. J. 1979. Urban Land Use Planning.Clark Ii, W.
W. & Eisenberg, L. 2008. Agile sustainable communities: On-site
renewable energy generation. Utilities Policy 16, 4,
262-274.Ferriter, E. (2008). The sustainability of New Urbanism:
Case studies in Maryland. United States -- Delaware, University of
Delaware. Ph.D.: 257.Heberle, L. & Opp, S. M. 2008. Local
Sustainable Urban Development in a Globalized Word. 14, 86,.Jenks,
M., Burton, E. & Williams, K. 1996. The Compact City A
Sustainable UrbanForm? . Oxford Bookes University, Oxford UK, 57,
84, 172, 173, 208,.Jenks, M. & Dempsey, N. 2005. Future Forms
and Design for Sustainable Cities.ISBN 0 7506 6309 X, P24 pp163
-300 p p 113- 226 p 113.Krumdieck, S., Page, S. & Dantas, A.
2010. Urban form and long-term fuel supplydecline: A method to
investigate the peak oil risks to essential
activities.Transportation Research Part A: Policy and Practice 44,
5, 306-322.LEED 2008. LEED for Neighborhood Development Rating
System. 1st available
at;http://www.usgbc.org/DisplayPage.aspx?CMSPageID=148, Moniz, J.
E. 2008. Climate Change In Energy Pathways for the Mediterranean.
P3. P11..Pataki, D. E., Emmi, P. C., Forster, C. B., Mills, J. I.,
Pardyjak, E. R., Peterson, T. R., Thompson, J. D.
&Dudley-Murphy, E. 2009. Anintegratedapproachto improvingfossil
fuel emissionsscenarioswithurbanecosystemstudies. Ecological
Complexity 6, 1, 1-14.Prez-Lombard, L., Ortiz, J. & Pout, C.
2008. A review on buildings energy consumption information. Energy
and Buildings 40, 3, 394-398.054 The Assessment of Significant
Aspects and Impacts at HighwayConstruction towards Sustainable
DevelopmentAlea Wahida Ismail, Sumiani Yusoff, M. Rehan Karim,Dept.
Of Civil Eng, University Malaya, Kuala Lumpur.aleawahida@yahoo.com,
sumiani@um.edu.my, mrehan@um.edu.my ABSTRACTAt denserural areas,
theenvironmental impacts resultingfromhighway construction
activities need a proper planning and management to mitigate the
impact to the environment. Awarenessor
knowledgeinminimizingthewater, air andnoisepollutionwhicheffect
surroundingflora, faunaandhumanbeingsfor transport
improvementsunderliesany behavioralresponse. For this study, the
Trans Eastern Kedah Interland highway is chosen
whichinvolvestheconstructionof 115kmhighwaythat
compromisesnewalignment and upgradingof existingroad.The aimof
study is to determine the key potentialsignificant aspects and
impacts of the activities at the highway construction as wellas
implementing goodgreenenvironmental practice
towardssustainabledevelopment. TheISO14001 Environmental Management
System(EMS) isprovidingaframeworkfor organizationsto
systematicallyreviewandimproveoperationsfor better environmental
performance. By assisting an organization in achieving economic
goals, an EMS can also be integrated with other management
functions. Anassessment of environmental impactsrelatedtothe
highway constructionactivities was carriedout
todeterminethesignificant aspects associatedwiththeactivities at
highwayconstructionsiteandtheir impact tothe environment. In
assessing the significance of environmentalimpacts in this research
study where the technique used is numerical scoring. There willbe
discussion to establish action plansandguidelinesformitigationof
theenvironmental impactsat highwayconstruction
towardssustainabledevelopment.
Theresultsareanalyzedquantitativelyandpresentedin statistical
diagram. Minimizingtheenvironmental pollutionsareabeginningtoadopt
new paradigmandadvancedintegratedenvironmental,
healthandsafety(EHS) practicesto support the project team
commitment to a better environment.Keywords : Highway construction,
ISO 14001, EMS, significant impact, significant aspects,
sustainable development.1.
INTRODUCTIONInachievingsustainabledevelopment, thehighway
construction project has a crucial to play in assisting the efforts
of the government where thereisabalancebetweensocial environmental
protectionandeconomic.
Highwayconstructionactivitiesareenvironmental nuisanceintheformof
noise, dust, muddyrunoffsandimproper disposal waste. Manyhighway
construction firms have undertaken measures in facing the growing
pressure of environmental protection to reduce their damage to the
environment. The aim of the research is to determine the key
potential significant aspects and132impacts of the activities at
the highway construction as well as implementing good green
environmental practice towards sustainable
development.Environmental management hasbecomeanimportant worldwide
issueduetothegrowingconcernof environmental problemssuchas
pollution, ozonedepletion, global warmingandwastedisposal that are
causedbyresourceconsumptionaswell asenvironmental emissionsand
wastes originating from the construction activities (OECD,
2001).Overthe lastdecade there hasbeen an increase ininvolvement of
highway construction activities in environmentalissues which is
related in a changeof theroleof
constructionfromcomplyingwithenvironmental
legislationtoactivelyimplementingvoluntaryEMSthat helptomanageand
minimize the environmental impact (Ahmad Husseini,
2001).Thesitechosenfor theresearchstudyistheTransEasternKedah
InterlandHighwayinvolvestheconstructionof a115kmhighwaythat
compromisesnewalignment andupgradingof existingroad. Theproject
routetraversethroughjungleandforest areasandtheterrainisgenerally
mountains. The roadworks include highway construction of flexible
pavement for carriageway and lateritic/ graveled for
shoulder.Figure 1: Slope had been left out without any protection
after site clearingwork.133Manyenvironmental
problemscausedbyhighwayconstructionsite activitiesarereported.
Althoughthehighwayconstructionactivitiesprovide spacesfor
humanactivitiesandsocial functionscontributeimpactstothe
environment. Most highwayconstructioninvolvesadrasticchangeinboth
physicaland biologicalcomponents of the naturalenvironment. Land
clearing resultsintheexposureof topsoil
toerosiverainandearthworkactivities enhance formation of loose
soils.1.1 ISO 14001Today it is important to identify where these
impacts originate from in order to minimize environmental impacts.
The key requirements of an EMS is that ahighwayconstructionproject
needtogothroughaprocessthat identifies and priorities the aspects
of the project activities that have the most significant negative
impact. The EMS such as ISO 14001 is globally used
whichprovidesguidancefor highwayconstructiontoidentifyandevaluate
environmental aspects of its activities and their effects on the
environment.TheISO 14001standard is part oftheISO14000seriesthatwas
developed and released by the International Organization of
Standardization (ISO)
toprovideorganizationsworldwidewithacommonapproachto environmental
management (Tibor & Feldman, 1996). An integral part of the
ISO14001EMSisthroughidentifyingsignificant environmental aspectsand
impacts. Becomingproactiveinmanagingtheenvironmental aspectsof a
highway construction project will make a good business sense, as it
will bring benefits to an organization.1.2 Malaysia and
Environmental ManagementMal aysi a s commi tment i s al soseeni ni
ts i nvol vement as a participatingmemberof
theISO/TC207,whichwasformedtomanagethe development ofthe ISO
14000environmental management system(Cascio, 1996). Thegovernment
canonlydosomuchunlessthereisatotal commitment of all
Malaysiansconstructionandachangeof theirmindset regarding the
environment aspects and its impacts. As Malaysian
highway134constructionactivitiesstartedtorealizetheimportanceandimplicationsof
integrating environmentalvalues into their operations, the need for
the ISO based EMS was slowly gaining popularity.An environmental
aspect is an element of an activity that can interact with the
environment. The environmental aspect of an activity is that part
of it that creates a possibility for an environmental impact such
as it is equivalent to the concept of hazard in safety that is also
defined as the mere possibility of anegativeevent. Anenvironmental
aspect that hasor canhavea significant environmental or business
impact canpotentially causea significant environmental or
operational impact that has applicable regulatory or other
requirements.Anenvironmental impact isanychangetotheenvironment
whether adverseor beneficial whollyor
partiallyresultingfromthefacility activities. A
potentialenvironmentalimpact is equivalent to the concept of
riskinsafetythat assignsaprobabilityandconsequencetothepossible
negative event that may result from a hazard. The highway
construction itself must be sustainable to minimize the pollution
causes at the work site.1.3 Highway construction and
EnvironmentalThehighway constructiongeneratedimpetus totheMalaysian
economy for many years it has created an important role in
improving the quality of life forMalaysians throughmultiplier
effects toother development. Physical development solely would not
give guarantee to the quality of life for future
generations.Understandingtheconcept of
sustainabilityandexchangingit into practiceassustainabledevelopment
isakeychallengefortodayshighway constructionenvironment
professionals. Theskillsand visionofthosewho shapeour citiesisvital
toachievesustainablesolutionstothemany environmental, economic and
social problems we faced on a national, local and global
scale.1351.4 Issues and challenges in Malaysia Highway
ConstructionDevelopingcountrylikeMalaysia,
sustainablehighwayconstruction
trendtendstofocusontherelationshipbetween highwayconstructionand
humandevelopment whilemarginalizingenvironmental aspects.
Environment encompassesphysical andnon-physical mediumsuchasair,
water, noise pollution and solid waste.The environmental issues
that happened in Malaysia are due to lack of environmental
considerationinthe exploitation, development and management of
resources as well as lack of control of the resulting pollution.
Thesecanbedonebyeducation, siteplanning, management anddesign
practices to adopt new technologies.Thecontrol ofenvironmental
impactsfrom highwayconstructionhas become a major issue to the
public (Shan and Tam, 2002). The promotion of environmental
management andthemissionof sustainabledevelopment have resulted in
pressure demanding the adoption of proper ways to improve the
environmental performance across highway construction.Figure 2:
Cutting work in progress and air pollution is kept to acceptable
limit.Inthe awakeningofenvironmental issues,environmental
guidelines andstandardsareproducedwiththegeneral aimof
helpingconstructions manage and i mprove thei r envi ronmental
performance. Hi ghway constructions are beginning to develop a new
technologies and techniques that may help to move towards
sustainable world (Welford, 2000).136Greater adoption and use of
environment-friendly planning techniques and designs in property
projects willgo a long way towards promoting green
practicesinthecountry. It will bemoreeffectiveif
highwayconstructions voluntarilyadopt
greenandenvironmentfriendlydesignsandconceptsin their projects
rather than depend on legislation to make it mandatory for them
toincorporatepro-environment designfeaturesintheprojects(Stars23rd
May, 2009).1.5 Issues and Challenges of Sustainable Highway
ConstructionMakingthehighwayconstructionprocessenvironmentallyfriendlyand
sustainableisacomplexprocessthat needsdifferent inputsandskillsor
expertise from different stakeholders. Different actions were taken
at different stages of the life cycle of a planner, civilengineers,
surveyors, contractors, suppliers which has a roleto play. The
built environment is tremendously huge in terms of money as well as
all other aspects and it represents a prime driver for development
in any
country.Sustainablehighwayconstructionisseenasawayforthehighway
project torespondtowards achievingsustainable development onthe
various environmental, socio-economic and cultural facets (CIB,
2002). Construction Impacts on highway
constructionTheimpactsofconstructiononsustainablehighwayconstructionsare
important as far as continuing transportation reinforces the
importance of creati ngabui l t envi ronment that i s sustai nabl
efor future generations. Theprovisionof
infrastructureandutilitiesaremajor resources that are used by
nations, communities and business.137Figure 3: Warning measures has
been put. Management and organizationManagement and organization is
a key aspect of sustainable highwayconstruction. It is therefore a
very complex and difficult subject toaddress due to the breadth of
their inter relationship and to a majorcharacteristic of the
construction sector which is the strikingly largenumber of actors
involved in the process of activities. It starts from
thedevelopment phase up to the demolition phase through the
operationphase of each component of the built environment.The
barriers to progress are high and the challenges to be tackleddeal
with several different aspects such as the design process,
theenvironmentalquality construction, the re-engineering of the
highwayprocess,the developmentofnewhighway concepts,
thehumanresources, thedecision-making process, theproject
ownersandclientsdemand, education, publicawareness,
standardsandregulation or research.Highway issues are concerned on
how to optimize the characteristics ofhighwayconstructionproject
inorder toimprovethesustainabilityperformance taking into account
such as background factors as climate,culture, highway traditions
and stage of construction development. Buildingperformance
environmental methods by increasing the number of parameters138and
exploiting suitable indicators will lead to a better assessment of
the final highway construction work.Figure 4: Water quality
sampling by Environmental Engineers.1.6 Greener Highway
ConstructionInensuri ngenvi ronmental i s i nagoodcondi ti onduri
ngthe construction process, the civil engineers play a leadership
role because they have therights and obligationin environmental
relateddecisionmaking.In making a decision on environmentalrelated
there are two approaches of civil engineers which are the ability
to think in terms of alternatives and outcomes.Green highway
construction is a way for the project to move towards achieving
sustainable development which takes into account environmental,
socio-economicandcultural issues. Specifically, it
involvesissuesuchas designandmanagement of materials,
roadperformance, energyand resourceconsumptionwithinthelarger orbit
of urbanmanagement and development.2. METHODOLOGY2.1 Assessing
Significant ImpactsA scoring method which is self-assessment method
was then chosen toassesssignificant aspectsandimpact of
thehighwayconstruction activities.
Thehighwayconstructionenvironmental objectivesandtargets
wereidentifiedandsignificant werefurther refinedanddevelopedintoa
formal set of environmental objectives. Determiningwherecontrol or
improvement is needed, identifying significant environmental
aspects and139associatedimpactswerenecessary. Ascertainingthelegal
needsand
requirementstowhichtheorganizationsubscribesandsettingupthe
objectives and targets to achieve them.2.2 Impact AssessmentThe
method of numerical scoring system classifies the significance
oftheimpactsintothreeranges: verysignificant, significant
andnon-significant. Significance evaluation involves applying
technicalanalysis and theuseof criteria,
whichshouldhelpanorganizationtoestablishwhich environmental aspects
and associated impacts it considers significant.Establishing
criteria for significance, the following should b
considered:a)Environmental criteria (such as type, size and
frequency of an environmental aspect);0)Applicable legal
requirements;a)The concerns of internal and external interested
parties (such as noise, air, water and solidwaste).An organi zati
on shoul d mai ntai n appropri ate i nformati on on the
environmental aspectsidentifiedandthoseconsideredsignificant
tofacilitate planning.
Theorganizationshouldusethisinformationtounderstandthe need for and
to determine operational controls.Table 1: Keys criteria used for
method are defined below:Criteria DescriptionLegislation The
Environmental Quality Act (EQA), 1974 (Act 127) and (Act 672),
wasset upasthegoverningenvironmental legislation in MalaysiaLocal
impact The severity of the environmental impact on a local
scaleImpact on externalcommuni
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