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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